The Fury is all loaded up to go for a rolling road tuning session tomorrow.
The new engine is still an 06 R1 but a bit fettled. Lightned/balanced crank and rods, ported and polished head (slight skim as well) and pretty hot
cam. It came from (originally) Virgin Yamaha BSB team and is built to run to 18000rpm, so should be safe at stock 13750. Trouble is it's stood in
the corner of my workshop for 2 years and was a bit tight when I put it in, so the RR could be a nervous day.
It runs/starts great and goes like poo off a shovel when you boot it but coughs a splutters on light throttle/low revs and stalls when you pull up.
Hopefully we'll get it ironed out. In full race spec' it (allegedly) made over 210bhp on the engine dyno but its a bit downgraded now (not
got the silly-expensive charging system that only works over 6000rpm for instance) but the biggest change is the rev range. The guy I got it from
claimed 190+ from it in current trim. I'll be happy if I get that... or more if possible with the bigger exhaust and PC ignition unit.
If it all goes tits-up I'll just have to pull it out in bits and refit the old one in time for Stoneleigh.
I've just booked to take mine to Dale at Bailey Performance to get the V6 running on Microsquirt. I too am a bit nervous as its not turned a
wheel in anger apart from a slow cruise on the drive!
Good luck!
Rich
mines booked in on the 23rd and I've never had a car on the dyno before so I have similar nerves!
Where are you having it done?
Good lucky Ady. Watching for the results, it will all be ok
18k!!! If it is all good to 13750 then I'd say keep going. Did you see a dyno graph of it revving that far? Would sound epic and give you about
100mph in first or something daft (certainly would if still in the bike!)
Good luck in any case Adi!
18k!!! If it is all good to 13750 then I'd say keep going. Did you see a dyno graph of it revving that far? Would sound epic and give you about
100mph in first or something daft (certainly would if still in the bike!)
Good luck in any case Adi!
Can't wait to here that signing along at blyton adi.....when you out next?
Good luck Adi 
That sounds very like an engine that I looked at once.
Good Luck.
Good luck today Adi, let us know how she goes!
And don't forget a bit of video footage adi !
Sounds like a nice engine but none of the BSB engines were revving anyway near 18k!! Thats motogp stuff. Whats the history of the enigne.
I did think that sounded a little high. And realistically even if it did how many races would it last? Although I suppose it's a double edged sword as if you constrain the revs too much then you won't see as much of the additional power it was built to produce.
Just to add i'm not knocking it at all but just be wary
not broke yet. mapped as far as 4.5k so far.
dyno is at nine meister. some very nice stuff in the workshop.
keep us posted 
Go on then Adi, how did it go?
BANG!!!!!!!!!!!!!!!! ????????????????
Just jesting. Hope it did good Adi.
[Edited on 11/4/13 by CRAIGR]
And?
Well it's still running. First power run makes me wince but love to hear it going full chat after that.
A bit disappointed though... there's a huge 1.2bhp missing from what was predicted.
Made just shy of 190bhp at 188.8. Did 1/2 dozen power runs at the end and they all came out consistent, over 188. The old engine made 170. Yamaha
claim 181 standard but inc' 10 from ram air (and it seems a +10 fiddle factor, as 160 seems to be a common bike dyno resut)
Torque was 125Nm. Standard is claimed at 100Nm (inc fiddle factor?) so well happy with that.
I suspect the exhaust and air box are holding it back a bit and it was set to run on normal unleaded (don't want the hassle of searching for
v-power) so there may be a bit there.
Sorry, no video. I couldn't find my camera last night but it turned up today in the car... with a flat battery.
but... It's still running. Just need to book a track day and see if I can break it there.
Sounds like a great result Adi!
Jim and the others will be miles behind on tour this year
Good figures Adi . Nice one.
Some good figures there! very impressive torque figure.
Yeah, very happy with that torque; Getting toward BUSA territory. Also explains the spinning wheels when I test drove it last week.
The torque starts to peak at 8000 and holds virtually flat from there to 10000 where the power is starting to peak and holds to 13500.
Track day booked to see how it drives on the 21st at Blyton. Just got to refit the floor and a couple of other bits.
Is that at the wheels or calculated at the crank?
Superb figures, well in excess of the 130 BHP output from my 5VY.
As for RPM, the DL1 in my car happily records 16,000 if you don't change a gear. The ECU won't let it go higher in any gear...
Bringing me to a question. The fact that there is a Nikko G-Pack available for the 5VY implies that the ECU does require a knowledge of speed (and
hence an implication of gear position). Obviously ECU knowledge of RPM is mandatory(!), but does the ECU require speed info. (or not) to be happy???
My car doesn't have the R1 clocks, the engines don't have the speed sensor in place, so like many others I haven't bothered to connect
them.
It's an easy question to answer for the GSXR, since it has an electrically resistive selector drum that lets the ECU know exactly what gear
it's in. Simple then for the TRE to function. The 5VY has no such sensored drum, which lead me to presume that the ECU wasn't too bothered
about the gear it's in or the speed it's doing.... so am I wrong?????????
Sounds strong, whats it making at the wheels? What are you revving it to?
Calculated at the crank (190 at the wheels would be impressive). To be fair they're all ballpark figures and no two dyno's are the same. I
was more interested in getting the fueling and ignition right and getting it as drivable as possible low down. The torque was expected to be up as
(allegedly) the cams are a profile they dismissed as too torquey (I guess they test a lot) but I didn't expect that much. The porting is
impressive seen side by side with a standard one.
Sorry just read back... typo on the RPM. Should read 17000 and thats what they ran them up to to see if the bottom end would hold, not what the ran
them at racing (have you seen the vid of the F1 bottom end being spun so fast you can't see the piston coming up and down then the guy signs the
(invisable) piston crown with a felt tip).
I'm running standard ECU and limit at 13750 with a PowerCommander and PC ignition module.
There must be some speed data used by the ECU. If you interrupt the speedo feed to the ECU it effects the power. It's not a lot but after running
with it disconnected for a couple of days it was noticeably smoother when I reconnected. Others who interupted it between ECU and clocks didn't
notice a difference.
Very nice figures there Ady. Well done
quote:
Originally posted by adithorp
Calculated at the crank (190 at the wheels would be impressive). To be fair they're all ballpark figures and no two dyno's are the same. I was more interested in getting the fueling and ignition right and getting it as drivable as possible low down. The torque was expected to be up as (allegedly) the cams are a profile they dismissed as too torquey (I guess they test a lot) but I didn't expect that much. The porting is impressive seen side by side with a standard one.
Sorry just read back... typo on the RPM. Should read 17000 and thats what they ran them up to to see if the bottom end would hold, not what the ran them at racing (have you seen the vid of the F1 bottom end being spun so fast you can't see the piston coming up and down then the guy signs the (invisable) piston crown with a felt tip).
I'm running standard ECU and limit at 13750 with a PowerCommander and PC ignition module.
There must be some speed data used by the ECU. If you interrupt the speedo feed to the ECU it effects the power. It's not a lot but after running with it disconnected for a couple of days it was noticeably smoother when I reconnected. Others who interupted it between ECU and clocks didn't notice a difference.
Sounds good, what did it have at wheels just out of interest as I was wondering how much the drive train would absorb.
165 @ wheels on the best run. From memory the best we ever got from the old engine was 152/171.
...but we all know the numbers are just for bragging, so I'll stick with the rounded up 190 ...and I'll quote any power/weight numbers
with the car being empty of driver and fuel and rounded down 
quote:
Originally posted by adithorp
165 @ wheels on the best run. From memory the best we ever got from the old engine was 152/171.
...but we all know the numbers are just for bragging, so I'll stick with the rounded up 190
quote:
Originally posted by franky
quote:
Originally posted by adithorp
165 @ wheels on the best run. From memory the best we ever got from the old engine was 152/171.
...but we all know the numbers are just for bragging, so I'll stick with the rounded up 190
you should work for westfield or caterham
Adi - thanks for the evidence (however gutfelt) that the 5VY ECU might be using the speed information.
Assume this is the case, then the ECU is probadefinitely calculating gear position. Shame this calculated information isn't available :-(
If you believe Nikko and some others, the 5VY ECU does do the GSXR-TRE type retard based upon on (clearly) this
calculated gear position. Not only in the lower gears to avoid rider death, but also in 6th as the 'speed limiter' at full chat. I would
argue that an R1 is unlikely to get near the speed limiter 'TRE', drag will limit it well before this. My car is geared per circuit, so
assumption must be the R1 ECU will be applying the TRE in 6th at the top end? (OK, so no, mine isn't at the moment because it has no speed sensor
to the ECU, I guess it's probably using a suboptimal fix-all).
http://www.nikkoracing.com/gpack_yam_detail_R1.htm
Very difficult to look at the DL1 data to obtain any info. In 6th and WOT, the car is at it's aerodynamic limit, the ECU is looking at 15-16,000
RPM coming up, and I'm looking for a braking point. My gutfelt thing is that there is often no appreciable difference between whats happening in
5th or 6th when you want more... something's starting to gel here.
I'm happy to buzz you an awful lot of data from the DL1 if you'd be good enough to compare it with yours (if you have one?).
What then does the Nikko do that's incompatible with the PCIII, I can only guess. The GSXR case is an easy one, the signal is a resistance from a
drum, no problems. For the Nikko to make sense on *only* the 5VY speed info., then it must be telling the ECU that the output sprocket is rotating
slower than it is at the top end, and faster than it is at the bottom end??, therefore the ECU can apply it's unretarded ignition/fuel mapping
(make sense to you?). As long as it does this consistently, why then would a PCIII be regarded as incompatible with the Nikko?
Answers on a postcard Adi?
Sorry not got any data logging.
History behind the speedo info. A group of us tour in our cars every year. Several of us have disconnected the speedo feed on our R1's (I'll
let you imagine why we might not want milage registering). 2 are 5pw R1 and my 5VY. One of the 5pw's noticed a difference, the other didn't.
I didn't notice any difference at first, as it was steady m/way miles, untill I reconnected and it just felt sharper, mostly mid range pick-up,
like exiting hairpins. The ones where the difference was felt both had SpeedoHealer fitted between sensor and ECU and that's where we interupted
it, the other (no difference felt) interupted the feed between ECU and dash.
If the bikes v-max is limited @198 (as claimed) then it must use speed info ...and how does it effect the performance when the speed it recieves is
3/4 of that via the healer?
I suspect on the 5VY it alters the secondary throttle operation at least and adopts a safe setting (so as not to launch the rider).