Variablevalves suck wrote:Do you Honda nerds know if there were different triggers on the late/early V4's as the HRC map could have been designed for an early 59 hp motor and may not work so well with a 53hp one.

The rvf and vfr use different pickup systems and specific cdi's for each engine. The ignitech maps would need to be based on each engine's standard cdi so I don't think this would be a factor here.

As evidenced by Kev's bike, all you need to do to restore the power to vfr engine levels (59 hp and more) on an rvf is make it breathe better.

FWIW I sold my genuine rvf hrc cdi as I felt the bike had better power with a standard one. My mate had his dynoed and it verified this....

I can only assume that the 'stock' map that is written for the ignitech isn't the same as the map in your OEM ignition unit.

If it was then power should be identical unless theres a hardware differnce between the two units.

Might be worth firing a question offf to ignitech if somebody wants a definate answer.

I'm thinking that the map is slightly different.

Neosophist wrote:I can only assume that the 'stock' map that is written for the ignitech isn't the same as the map in your OEM ignition unit.

I'm thinking that the map is slightly different.

I tried advancing the stock map and retarding the stock map , the stock map curve is very close to the stock cdi appart from it flattens off at the top end and dosnt keep making power like the oe cdi. its like the ignitech cant process the information at high rpm.

Just a thought about the orange and blue wire from the speedo head , if the resistor is in place as in the speedo head, does this retard the oe cdi to restrict the power ?, i have put the O/B wire to a +12v feed with no resistor ??

kevprojex wrote:

Neosophist wrote:I can only assume that the 'stock' map that is written for the ignitech isn't the same as the map in your OEM ignition unit.

I'm thinking that the map is slightly different.

I tried advancing the stock map and retarding the stock map , the stock map curve is very close to the stock cdi appart from it flattens off at the top end and dosnt keep making power like the oe cdi. its like the ignitech cant process the information at high rpm.

Just a thought about the orange and blue wire from the speedo head , if the resistor is in place as in the speedo head, does this retard the oe cdi to restrict the power ?, i have put the O/B wire to a +12v feed with no resistor ??

The orange and blue wire at the speedo is the restrictive wire at i think 118KMPH which tell the CDI to stop fireing the rear cylinders, with obviously a noticeible sound and performance difference, you dont need to modify the restriction with the ignitech aparently but maybe it might be causing a very small minute difference at peak power (+118KMPH) next time i come over kev ill bring my stock CDI, i think when we tried it last time it with del's cdi it was kicking a few more ponies out, maybe the electronics within the ignitech cannot cope at high whack?

Did any one contact ignitech?

Check my post on the `Projex Dyno NC30 & NC35 HRC tests` thread - send me any hard evidence you have for Ignitech`s technical guy to work with and I`ll liaise with them to see if we can come up with a solution.

Can we confirm whether this is just a problem with the older V75 units or does the V80 give the same kind of results?

Rick

RickOliver wrote:Check my post on the `Projex Dyno NC30 & NC35 HRC tests` thread - send me any hard evidence you have for Ignitech`s technical guy to work with and I`ll liaise with them to see if we can come up with a solution.

Can we confirm whether this is just a problem with the older V75 units or does the V80 give the same kind of results?

Rick

I have the v80 with the plus 2map,

Me, martin (neosophist) and kev at projex toyed with the advance +&- on my last visit and found no benefit over stock infact a loss, yesterday i returned with a few differences and again losses, switched back to stock and got gains, it apears at high rpm 11k onwards the hardware within cannot cope maybe theres interferance from the nc i dont know?

BillingCBR wrote:try backing the advance off on the HRC map, I swear I heard that someone had tried a -2 map that worked better :)

I've done this, seems to work well.

I use the ignitech hrc map on my motec ecu. I take all information and put it into the new ecu. I think it is
not the best map for the bike, but i need one to test the fuel injection.



It is a lot of work, to program an ecu with all infomation. I i can start i need a fuel- and an ignition map. So i try the ignitech one. So i have saved some time, but it isn´t the best solution. When i change the ignition map i have to change the complete fuel map. Many hours on the dyno.

I think aly (abrmoto) has a programmable ignition too perhaps he can send his map to the forum and we can see the difference between the maps.

Sorry for my school english.


Michael

In my opinion if you have a wrong ignition map, you can break the engine.

Michael