As many of you may have seen, we have been able to successfully reflash the 2010-13 VFR1200 (F & DCT models) with fantastic results.
We have acquired an 2006-09 VFR800 ECU and have begun the process of disassembling the code.
What We would like to know is:
Who might be interested in having their ECU reflashed to get rid of any restrictions (ignition timing, top speed limiters, rev limits, etc.)?
What, if any, issues with the 2006-09 VFR800 that we may be able to fix with an ECU reflash (for example VTEC engagement RPM, fueling, surging, of other issues in the power curve)?
With this information, we will know if it is worth it to proceed working with this ECU and market, and what items to find in the ECU.
I would also like to know if there is anyone with this motorcycle that might be interested in letting us run it on the dyno to test ECU modifications (it will be worth your while).
I believe that we are the only aftermarket company that has reverse engineered Honda's flashing protocol to be able to flash the Honda Keihin ECUs through the harness connectors WITHOUT drilling or cutting holes in the ECU.
I have an 03 and can't add anything sure about the 06-09 but the biggest issue to me has always been the low speed fueling. The throttle is like an on off switch even with a PCiii. The VTEC hit has never bothered me.
Glad to see your on it. I'm sure there will be interest here.
Easing the transition between VTEC off and on would be much appreciated (especially during cornering). There are people here that know more than I do about the fueling problems, but I suspect that the lower end of the RPM range is most likely lean to pass smog and emmisions in states such as CA. Having an option other than the PowerCommander would be nice and worth purchasing if it were a quick easily installed. Make it happen!
Well it's been a while since I have had the "stock" setup, but I recall a "low speed stumble" and a very sharp VTEC transition. I have since installed a PCV which helped with these two issues, and to adjust for the 2Bros exhaust that was on the bike when I bought it. The bike was backfiring quite a bit until I put the PCV on. Personally I think this is one of those "build it and they will come" scenarios. I would be willing to have my ECU flashed and would offer my bike up if I was closer to your shop!
We are interested in moving forward with this project and, based on previous experience, I believe that it will add another level of refinement to this bike.
We will need someone to let us use their bike on the dyno in order to move forward.
I've got a PCV on my 07, but I would be interested to discover more about this option and exactly what it can provide. (Key factors would be smoothing the vtec hit as much as possible, allow the bike to run cooler if possible, refine the low speed fuelling, option for flash to match your aftermarket pipes = staintune. :-) )
I currently have a dimsport rapid bike 2 module. It offers both fuel and ignition adjustability. With that being said I can tell you that the factory ignition map is highly neutered on the 6th gen, as to alloy use of 87 octane. If you would like to look at my ignition map pm me and I will send it to you. These bikes really wake up with added ignition advance in the midrange. The base rapidbike ignition map with an added 3 degrees of ignition advance is worth 8% more power and torque in the mid range. I am running up 4 degrees of ignition advance right now.
So if you are going to offer a 6th gen reflash, I would like to see that ignition map installed, the rev limit raise 1000 rpms, the fuel cut eliminated, and possibly quick shift and a launch control feature added.
Also if you could make my vtec be of the on/off variant (but at a lower 6000 rpms) of the earlier 6th gens instead of the on at 6400 off at 6100 rpms that would be great.
As far as top speed limiter, there is none with the 6th gen.
With the low speed stumbling, if you could disable the o2 sensors that would do the trick.
I have a 03 and also would be interested. With the ecu reflash would you be able to leave the o2 sensors connected so it goes into closed loop mode for gas mileage on long trips? Also the hesitation right before vtec kicks in
...build it and they will come! I'm going to see if I can remove the PCV some time next week when I have more time to play and ride the bike a bit so I can give better info for you, but either way I think I'd be in, if you can do what you did for the VFR1200. Since there is a slight difference between the 2002-2005 and the 2006-2009 VTEC engagement and disengagement points, would that mean you would also need a 06+ sample?
The mIdrange improvement mentioned above sounds really interesting. Would it then require 92 or better octane? Also, would there be a single re-map or could users pick and choose the changes they want (rev limiter, vtec engagement, etc)?
What annoys me the most is the on/off bad throttle feeling of the bike at low rpm. It got better with the pair /flapper mod but still needs improvement
I would definitely be interested if you can do this for the 2002+ models. I think there may actually be more interest than with the 2006+ as Honda had already fixed a few issues by then.
I am interested in a 5th gen version, both early 98-99 for my track bike and the later 5.5 version for my Y2K. Does this older ECU have a "flashable" chip?
I currently have a dimsport rapid bike 2 module. It offers both fuel and ignition adjustability. With that being said I can tell you that the factory ignition map is highly neutered on the 6th gen, as to alloy use of 87 octane. If you would like to look at my ignition map pm me and I will send it to you. These bikes really wake up with added ignition advance in the midrange. The base rapidbike ignition map with an added 3 degrees of ignition advance is worth 8% more power and torque in the mid range. I am running up 4 degrees of ignition advance right now.
So if you are going to offer a 6th gen reflash, I would like to see that ignition map installed, the rev limit raise 1000 rpms, the fuel cut eliminated, and possibly quick shift and a launch control feature added.
Also if you could make my vtec be of the on/off variant (but at a lower 6000 rpms) of the earlier 6th gens instead of the on at 6400 off at 6100 rpms that would be great.
As far as top speed limiter, there is none with the 6th gen.
With the low speed stumbling, if you could disable the o2 sensors that would do the trick.
Sounds great, have you done any Dyno time to show real numbers?
I am very interested. I absolutely love my bike and anything to make it a little better. Main concerns are being able to keep everything stock but still fixing the low rpm throttle response. Hate my wife banging her helmet on mine at slow speeds.
Please keep in mind that we are currently only able to reflash the 2006-2009 VFR800 ECUs. The older ECUs is a whole other project and I'm not even sure they can be reflashed.
I'm still looking for someone local to Ephrata, PA 17522 with an 2006-09 VFR800 to put on the dyno.
Looking at the fuel maps, I see an area in the 2500 RPM range where they are taking away a bunch of fuel and I believe that is a possible cause for the low throttle/low rpm smoothness issue. Since it is in the low load mapping, which is controlled by manifold vacuum and engine speed, it is nearly, if not, impossible to fix with a power commander that uses throttle position and engine speed to control the fuel change. It's like trying to hit a moving target. It is something that is fairly easy to fix in the ECU.
Don, I owned both a 2005 and 2006 before I bought my 2010 1200 and both of the previous models are quite similar, however Honda did cure some issues with the fueling in the 2006-2009 models. So if your able to flash the later, i'm sure the 2002-2005 models won't be much different. Also the ECU's should be readily available.
The earlier models don't come with an OBD connector so flashing via connector may not be possible before 2006.
I've had a 98, 03 & 07.
On the 07 I have noticed, albeit much less than the 03, surging at 3000, 4500 and 7000 rpm, all seeming to be at fixed throttle, that is to say no throttle input, closed loop, stoichometric mode or whatever. You can sense a strangling feeling just before VTEC engagement.
The VTEC transition is way smoother, and has the advantage of histeresis with 6400 rpm activation and 6100 rpm deactivation.
It could be interesting to lower these.. But one should realize that current parameters that must be existant are engine temp at 64°C & the rpms, based on which the ECU supposes there is oil pressure enough to actuate the extra values.
I would be happy with a linear power output across all rpms, with no glitches but without sacrificing fuel economy. Miracles?
Doubt you can modify fan temp operation as that is via thermoswitch.
In any case, it would be nice to have a concealed switch to revert back to OEM functioning for when I have to pass the roadworthy test (emissions), although last time through my 07 registered 0.05 and the legal limit is 0.5. Catless bikes can emit 2.5 :o
These guys are claiming tghat they reflashed all the 6th gen vfrs. I dont know what kind of credentials they have or experience but if they somehow did it im sure you guys could too
ecuunleashed or pisani engineering must cut open the ECU to reflash it. We do not. We have reverse engineered the factory flashing protocol for the newer Honda ECUs to flash through the harness connector. To my knowledge, the ECUs previous to 2006 for the VFR800 do not use this protocol.
I'll be following your development with keen interest. I would kindly ask if you can contrast what the ECU reflash option provides that the PCV cannot. Very keen to understand that, and what the advantages of the reflash approach is compared to the pc. Many thanks for your efforts with this, if there is a link we can go to see the development, blog etc let us know. (Apologies if this has already been shared)
If you guys could develop something like TuneECU, http://www.tuneecu.com you would do the world a huge favor!!! I know when I had my Triumph Sprint RS how fantastic it was to download an Open Source program, buy a $15.00 cable and make any adjustments to my bike I wanted.
ecuunleashed or pisani engineering must cut open the ECU to reflash it. We do not. We have reverse engineered the factory flashing protocol for the newer Honda ECUs to flash through the harness connector. To my knowledge, the ECUs previous to 2006 for the VFR800 do not use this protocol.
GuhlMotors, what is the chance of you offering quick shift, launch control and multiple maps. I want to buy your product, but have no reason to do so yet.... Can you please sell me on a 6th gen reflash?
My Rapid Bike 2 already does fuel, ignition and quick shift. Plus there is no top speed limiter or gear dependent restrictions on the vfr800...
Am mainly interested in low speed throttle control. As far as smoothing out VTEC, maybe. I want to keep anything that prevents the engine from turning faster than what it was designed for. If it's possible to keep the bike running cooler without working the fan more then am interested in that also, someone brought it up earlier and hey you never know.
I am interested as well. I hope to eliminate the low rpm surging and option to switch between 2 map for power and economical mode for lazy Sunday. Possible to have TCS as well for those with ABS model?
Well.... :goofy: Just got home from doing 200 miles on the "New and Improved" 2010 VFR1200, and I mean it. The restrictions are all gone, throttle response is perfect with no lag at all, and not violent either. 1st and 2nd gears are what they should have been all along :cheerleader: No error codes (servo removed). Transitions between gears and throttle position is smooth as a .... :cool: And boy does this thing corner nicely now, with no hiccups when going on/off the throttle. Also the fuel map that Don put in there gets rid of the stumble between 3k-5k with the throttle 10%-30%. The only thing I was not able to test was the top speed limiter... Not enough road.
I'll report back when I get the Dyno run done on May 12th.
I would definitely get this done if I was anyone who is on the fence. And Don also told me that the fuel map is the same for the DCT version, So contact Don and send it in.
My bike is stock except, DAM exhaust, and PAIR system removed.
Stock air filter.
Stock header with CAT.
If you call the shop and the voicemail picks up, just call back.
Guhl Motors can you get rid of the fuel cut? as in the factory emissions setting where RPMs over 5 or 6 thousand with 0 throttle have no fueling, which makes for a rough on off transition between 0% throttle and then opening up the throttle when at high RPMs and high speed and down shifting while braking and turning. I would be very interested in disabling this with a reflash. Plus shooting flames out the exhaust on the over run would be awesome lol.
By richening up the lean portions of the map, that should definitely help our bikes run cooler. :-) I understand this is a reflash of the ECU. I strongly believe therefore there is no switchability between different maps as our original ECU didn't allow for this in the first place. (You need a different map = you need a new reflash) Last thought is that tcs would be controlled by the onboard ABS controller, I believe; and not the ECU. I'm quite intrigued by this approach for our bikes and the level of control this will allow to truly address all parameters of the ECU setup. Hoping Guhl Motors can confirm my speculation. :laugh:
Like most here, driveablity (rideablity?) issues are the most important to me. The bike is never going to be a power-house, so I could care less about timing advance, etc. When I bought my 07 VFR 800, I had assumed, being a Honda, the fuel injection would be well sorted out. Of course, I was quite disappointed in that regard. The lean surge around 4000 rpms is a real nuance. I was going to go the Power Commander V route, but a re-flashed ECU might be a cleaner, easier option.
Quick shift would definitely be cool. Getting rid of the horrible off throttle lightswitch by adding more fuel to the low rpms would be huge, but, I only have a 2005.
I wonder what an eighth generation ECU would be like on a 2005??? Honda is supposed to have worked out the bugs in fueling, I think.
Hard to believe that a company that has been making FI vehicles for so long, and that has such a long and successful racing history, where ALL fueling issues are eliminated, can't get something so simple right. They will literally dump TENS OF MILLIONS into factory race bikes, but then fail miserably with something so simple, and yet as crucial to the street as it is on the track. I don't accept that it can't be done because of emissions or noise or any other justification, because other companies are already doing it.
When I bought my 07 VFR 800, I had assumed, being a Honda, the fuel injection would be well sorted out. Of course, I was quite disappointed in that regard. The lean surge around 4000 rpms is a real nuance. I was going to go the Power Commander V route, but a re-flashed ECU might be a cleaner, easier option.
I'm with you. I have had a couple fuel injected Hondas and ridden several more; they have always been exceptional compared to every other manufacturer. My last bike was a 919 and it had perfect fueling; I was expecting my VFR to have the same. It doesn't.
I still love the bike but a flash fix would be delightful. Sadly, mine is an '02
06 and up vfr800 share the injectors and ecu with the 07 cbr1000rr.
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On the fuel injectors I believe the 2004 - 2007 CBR1000 are the same as the later 6th gens ('06 - '09)... both primary and secondary injectors on the CBR are the same as the VFR. .. are you sure about the ECU?
VFR's and 04-07 cbrs, do not have secondary injectors. There is nothing about an ecu that makes it physically specific to I4 or v4 configurations, it's just the mapping. Theoretically you can now buy an 07 cbr1000 ecu and gave it flashed with the Vfr maps and it will work on the Vfr.
Well it doesn't seem like anyone is paying attention, but the more I think about this, the more I am liking this idea. What I would like to do is get all the engine work and mods done to my bike that I'm gonna do. Then get a dyno tune on my rapid bike fuel/ignition controller. Then some time after that, send my ecu and rapid bike map away and get it reflashed. So I could ditch the rapid bike and pick up a stand alone quickshift from translogic. That would be awesome.
VFR's and 04-07 cbrs, do not have secondary injectors. There is nothing about an ecu that makes it physically specific to I4 or v4 configurations, it's just the mapping. Theoretically you can now buy an 07 cbr1000 ecu and gave it flashed with the Vfr maps and it will work on the Vfr.
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I respectfully disagree... I have a complete throttle body assembly with primary and secondary injectors off an '07 CBR1000. All 8 injectors are the same part number as '06 - '09 VFR.
Interesting comment on the ECU... I'm thinking along the same lines for my trackbike....
VFR's and 04-07 cbrs, do not have secondary injectors. There is nothing about an ecu that makes it physically specific to I4 or v4 configurations, it's just the mapping. Theoretically you can now buy an 07 cbr1000 ecu and gave it flashed with the Vfr maps and it will work on the Vfr.
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I respectfully disagree... I have a complete throttle body assembly with primary and secondary injectors off an '07 CBR1000. All 8 injectors are the same part number as '06 - '09 VFR.
Interesting comment on the ECU... I'm thinking along the same lines for my trackbike....
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My earlier question about the ECU arises from the fuel injection timing and ignition timing differences between an I4 and V4... I'd have to dig more into the camshaft/crankshaft position sensor(s) to have a better understanding of the triggers and controls associated with each bike... my gut says that the uneven firing of the V4 may require one more sensor for the second intake cam when compared to the single intake cam on the CBR, but I could be wrong...
...I often am :goofy:
PS: The secondary injectors on the CBR operate as shower injectors over the throttle bodies and are on a different microfiche then the others, that may be why you didn't see them...
I found out that you are right lol. Its weird though, every article I read about the 6.5 gen update stated that the 2006 Vfr had the same fuel system as the 04-07 cbr1000rr. I guess maybe it's still true for just the primary fueling and not the secondary shower head fueling. If the primary works by itself at lower RPMs and then the secondary slowly phases in into the midrange with the primary phasing out by the higher RPMs and then it's just the show head injectors operating by themselves on the top end, then it could be kind of true if the 4 Vfr injectors and the 8 cbr injectors are all the same part number.
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In that case if the Vfr and cbr share the same ecu, that would be really cool, you could (with a lot of programming) theoretically run a modern 8 injector fuel system on a Vfr.
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This is just another one of the many updates that Honda missed with the 8th gen Vfr
I found out that you are right lol. Its weird though, every article I read about the 6.5 gen update stated that the 2006 Vfr had the same fuel system as the 04-07 cbr1000rr. I guess maybe it's still true for just the primary fueling and not the secondary shower head fueling. If the primary works by itself at lower RPMs and then the secondary slowly phases in into the midrange with the primary phasing out by the higher RPMs and then it's just the show head injectors operating by themselves on the top end, then it could be kind of true if the 4 Vfr injectors and the 8 cbr injectors are all the same part number.
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In that case if the Vfr and cbr share the same ecu, that would be really cool, you could (with a lot of programming) theoretically run a modern 8 injector fuel system on a Vfr.
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This is just another one of the many updates that Honda missed with the 8th gen Vfr
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The both sets of CBR injectors and the VFR injectors are the same part number... although, the primary and secondary CBR injectors I have off an '07 have different color plastic bodies?!?
I found out about the CBR injectors by accident from a Google search of '09 VFR FI part number... turns out Suzuki TL forum riders were upgrading their single orifice injectors with multi-orifice (12?) CBR injectors for like $5 - $10 each off eBay; apparently, it is a popular mod with an available PC map to get the fueling close. They were reporting better torque and +2 mpg after the mod. I picked up my 8 spare injectors to clean & flow match them for best performance and got the spare throttle bodies in effect for free...
By the same idea of milling the cylinder heads to get a higher compression ratio, maybe you could stroke the crank just a millimeter or 2, if there is enough clearance, and get a few extra cc's with some extra compression as well. Two birds with one stone. That would add plenty of torque with out greatly affecting the rod:stroke ratio as much as shorter rods and longer stroke would.
Also along this idea, custom flat top, shorter pistons could give more clearance for this, could also be made lighter, could be made in a few mm over bore and could be designed with all of the above in mind to bring the compression ratio to a more streetable or aggressive level, depending on the cam timing, ignition timing and fuel that you would like to use.
I've always found it ironic that Honda, the huge four stroke kings, would create a v4 that mimics the powerband of a two stroke. I do like the vfr series, I have an '07 and have experienced surging at certain rpms at steady throttle. Nothing to dramatic but it is kind of amazing that other manufacturers can get it right on far more powerful, larger displacement machines. My bking is just one big smooth hiccup free beast, at walking pace or full throttle, its hiccup free. Honda can do this on their cbrs, why not the 6th gen vfr....kinda frustrating.
A little bump action here. Anyone heard anymore about this? I saw all the development on the 1200 and that was exciting, I don't even own one and I was excited!!!!!
I'm all for it, but I'm sold with the rapid bike. And I don't see to much need for a reflash on the 800. I do want the fuel cut eliminator. But that was never even discussed.
I'm interested! I'm pretty close by, Hbg. 07 with two brothers and 02 eliminators. I have all the usual vtech complaints. Planning on a 5th gen eng swap sometime this winter using all the 6gen components. So i'll def need some ECU work when its complete. But till then, I could be a guinea pig!
I'm interested. I have a 2010 6 gen which is bog stock and has the standard rubbish fueling. Very abrupt throttle response at low revs. Vtec transistion is not so bad but if it could be made smoother, that would be cool. I'll be watching this space.
I'm interested! I'm pretty close by, Hbg. 07 with two brothers and 02 eliminators. I have all the usual vtech complaints. Planning on a 5th gen eng swap sometime this winter using all the 6gen components. So i'll def need some ECU work when its complete. But till then, I could be a guinea pig!
I would PM or email Don Guhl directly to see if he can take you up on your offer... this project doesn't directly affect me but I would love to see the 6.5 gen ECU hacked and programmed... opens up a whole new world of possibilities!
I'm interested! I'm pretty close by, Hbg. 07 with two brothers and 02 eliminators. I have all the usual vtech complaints. Planning on a 5th gen eng swap sometime this winter using all the 6gen components. So i'll def need some ECU work when its complete. But till then, I could be a guinea pig!
I would PM or email Don Guhl directly to see if he can take you up on your offer... this project doesn't directly affect me but I would love to see the 6.5 gen ECU hacked and programmed... opens up a whole new world of possibilities!
Oh I'm not offering my bike... the shipment cost from Australia to the US would negate the benefit :)
I'm just hoping he has found a bike to practice on cause I would love to have my fuelling sorted.
I'm interested! I'm pretty close by, Hbg. 07 with two brothers and 02 eliminators. I have all the usual vtech complaints. Planning on a 5th gen eng swap sometime this winter using all the 6gen components. So i'll def need some ECU work when its complete. But till then, I could be a guinea pig!
I would PM or email Don Guhl directly to see if he can take you up on your offer... this project doesn't directly affect me but I would love to see the 6.5 gen ECU hacked and programmed... opens up a whole new world of possibilities!
Oh I'm not offering my bike... the shipment cost from Australia to the US would negate the benefit :)
I'm just hoping he has found a bike to practice on cause I would love to have my fuelling sorted.
LOL... my response was to painterbob who noted he was nearby to Don Guhl and could use his bike as a Guinea Pig.
What is the point of the sixth gen reflash? There are no restrictions on the 6th gen ecu.... Is this just going to flash in a standard power commander fuel map?
What is the point of the sixth gen reflash? There are no restrictions on the 6th gen ecu.... Is this just going to flash in a standard power commander fuel map?
I think Don can convert and flash in a standard custom PC map if you have one for your bike but he develops a map on his Dyno that he uses as a baseline...
Right, but on the 7th gen there is a serious need for the reflash, because they're ecu has so many restrictions. The sixth gen has no restrictions though. I'm just not seeing the need. Unless people would just rather reflash then have a piggyback controller taking up space.
I am all for having more tuning options, but what is the benefit over just a regular power commander?
Right, but on the 7th gen there is a serious need for the reflash, because they're ecu has so many restrictions. The sixth gen has no restrictions though. I'm just not seeing the need. Unless people would just rather reflash then have a piggyback controller taking up space.
I am all for having more tuning options, but what is the benefit over just a regular power commander?
Firstly, I'm thinking price would be a benefit.
Also, you are altering things at a fundamental level, rather than taking those set fundamentals and "trimming" them. You can potentially do much more than you can with a Power Commander.
You can overlay a PC map, the real advantage for this bike would be the smaller rpm steps the ECU adjustment has when compared to the PC... what is theirs, every 250 rpm you can make an adjustment? Also, you could have him tweak the ignition timing. Doing these changes in the ECU gives the smoother application of the changes instead of the stair step every 250 rpm.
I thought Don was looking for a bike to get on his dyno to get a working base map to start from.
I have PM'ed Don and E-mailed them and gotten nothing back. Surprised they are so busy this time of year? I am just doing stock exhaust with BMC air filter, Flapper, Snorkel, PAIR mods. I just want my fuel map smoothed out so I don't get Parkinson's below 5k. If I can get more power by advancing the timing, I am ok with that. Which way should I go? Power commander and dyno tune or Don reflash?
I have PM'ed Don and E-mailed them and gotten nothing back. Surprised they are so busy this time of year? I am just doing stock exhaust with BMC air filter, Flapper, Snorkel, PAIR mods. I just want my fuel map smoothed out so I don't get Parkinson's below 5k. If I can get more power by advancing the timing, I am ok with that. Which way should I go? Power commander and dyno tune or Don reflash?
Well, unfortunately you are nowhere near Don so he can't use your bike to make a map... until he gets a 6th gen on his dyno a Don reflash is just a smoothed out PowerCommander map pushed into your ECU. At this time it looks like your options are limited...
Since I'm only an hour ride to Guhl's shop, I took a ride over and talked to Don about a month ago. A real nice guy!
He said since he starting this thread a while back, he hasn't seen a lot of interest in us wanting it done. He has a 6 gen ECU present that he's worked on cracking but hasnt found everything in it yet. Do to the cost of many man hours to do so, he would like to have at least ten or so people committed before it could be cost effective to go any further with reflashing. He said he would be willing to put my bike on the dyno and experiment with it once he had enough commitments to spent the time needed to finish figuring out ECU first.
Kind people, what's the cost to commit? Apologies if this has been shared prior. This still sounds like the best solution, to me. :-)
The cost to commit, in this case, is your word and standing behind it. I have found the degree of integrity on this forum to be outstanding. I think, and someone please correct me if I'm off, the costs for the 7th gen reflash was around $375 so I would think the 6th gen would be along these lines.
Kind people, what's the cost to commit? Apologies if this has been shared prior. This still sounds like the best solution, to me. :-)
The cost to commit, in this case, is your word and standing behind it. I have found the degree of integrity on this forum to be outstanding. I think, and someone please correct me if I'm off, the costs for the 7th gen reflash was around $375 so I would think the 6th gen would be along these lines.
I just hope we 6th gens guys can better understand what to expect from the reprogram .
As many of you may have seen, we have been able to successfully reflash the 2010-13 VFR1200 (F & DCT models) with fantastic results.
We have acquired an 2006-09 VFR800 ECU and have begun the process of disassembling the code.
What We would like to know is:
Who might be interested in having their ECU reflashed to get rid of any restrictions (ignition timing, top speed limiters, rev limits, etc.)?
What, if any, issues with the 2006-09 VFR800 that we may be able to fix with an ECU reflash (for example VTEC engagement RPM, fueling, surging, of other issues in the power curve)?
With this information, we will know if it is worth it to proceed working with this ECU and market, and what items to find in the ECU.
I would also like to know if there is anyone with this motorcycle that might be interested in letting us run it on the dyno to test ECU modifications (it will be worth your while).
I believe that we are the only aftermarket company that has reverse engineered Honda's flashing protocol to be able to flash the Honda Keihin ECUs through the harness connectors WITHOUT drilling or cutting holes in the ECU.
I am VERY late to this party, but having just moved from an '03 to a US-model '06, and being a Canadian, what I am most interested in is this: can an ECU flash remove the arbitrary restriction of my bike to using Fahrenheit?
Just like my '03, I can change between miles and km, but unlike the '03 the '06 is resolute about temperature.
How close to Buffalo New York are you and how long would you need said bike?
Your best way to get his attention is to quote his post, this way he should receive an email that he was quoted, if he has this setup in his profile. I have to think he does not though as my quoted post went unanswered...
So.... I contacted Don about doing the 6th Gens again, and he has stated that he does not need 10 buyers lined up. He needs a bike- on his dyno. It needs to be between 2006-2009, and stock as possible (he can work around an exhaust) . It will be for one week, late march, early April time frame as right now he is busy with race season preps.
It seems as time has gone on, Don's work speaks for itself- once a few folks get his reflash, word spreads and he gets more business. Notes we talked about were:
- Ignition remapped; the reason our bikes have less than stellar throttle response is that with out computer controlled secondary butterflies (BF), timing is the only avenue Honda has to control emissions. Even if we did have secondary BF Don says he always has to reprogram those: the Kawasaki HP2's secondary BF never open 100% at full throttle at any time with stock mapping.
- Fuel Maps will likely be massaged to match changes of ignition map.
- VTECH engagement will be optimized based on the above.
- Any PC Maps you have for pipes. etc can be installed.
Once he gets the bike, he plans to explore all of the options he can change, but until then, we can only make key board commando assumptions.
I plan to ask Don: Since the 2014 ECU has the same connectors as the 6.5 Gens, could he install the quick shifter codes for us...... :comp13:
well I'd be interested in the 5th gen 98-01 years if you had an agent in the UK.
I do not know if you have solved your likes but my 2001 VFR came with a PC2 and a Staintune muffler. That combo felt very much more potent than stock and had fabulously smooth throttle response from 1100 RPM, right off idle.
I removed the Staintune but kept the PC2 for a while. The low speed throttle sensitivity remained as above. Loved it but gas mileage suffered by about 10%. I sold the PC2 with the Staintune and now I put up with the original low rpm throttle response. I do miss the PC2 for that reason.
End of thread · 101 posts recoveredWayback Machine snapshot 14 Feb 2026