Ricky Gadson on the H2 Project - Page 2 - Kawasaki Ninja H2 Forum
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post #11 of 18 Old 02-20-2015, 02:16 PM
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"ecu and exhaust we do not know what cams it was /is running" .



650ib stated.."I spoke with Rickey at the NYC bike show and he said his motor is an H2 with H2R cams, ECU and mapping."...then it actually isn't an H2 configuration(which means,we DO know what he was running).His clutch most likely is an H2R setup as well...to handle the power.


"If he has an H2R motor, why did his bike only produce 237HP on the 1st dyno pull at Guhl?"Where was this stated?It's POSSIBLE he HAD an H2 motor in there first off,then built it to the H2R specs.Which can be done.No H2R puts out 237HP.It's much higher.




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post #12 of 18 Old 02-20-2015, 02:53 PM
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Gadson's ECU had the Kawasaki part number of a US/Canada H2 but had no software ID number in it, something all production ECUs have. It looks like kawi took a stock H2 ECU and flashed it with custom mapping just for Gadson.

Don ordered an H2 ECU from a kawi dealer. That production H2 ECU running on Gadson's motor is what made 237hp

Gadson's bike running the custom ECU it came with ran 277hp The 292hp stated in the article is what they were able to achieve running the Power Commander that the DynoJet guys flew out and put on it.

Don's 301hp was achieved by removing the Power Commander and custom mapping the ECU.

We have as of yet not downloaded a production H2R ECU so there is no way to say how close the Gadson's ECU mapping is to the R.

BTW from now on I going to refer to Gadson's bike as the H2G to reduce confusion.
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post #13 of 18 Old 02-20-2015, 02:54 PM
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Quote:
Originally Posted by SilverbirdH2 View Post
"ecu and exhaust we do not know what cams it was /is running" .

"If he has an H2R motor, why did his bike only produce 237HP on the 1st dyno pull at Guhl?"Where was this stated?It's POSSIBLE he HAD an H2 motor in there first off,then built it to the H2R specs.Which can be done.No H2R puts out 237HP.It's much higher.

If not mistaken Don said that the 237 hp was with a completely stock H2 ECU (accept for changes to eliminate codes), NOT the ECU that came with Ricky's bike. The ECU that came with Ricky's bike completely stock produced 277.40 Hp and 115.18 ft-lb torque. Which is on par for the rated hp of the H2R.

Read his post at the following link closely. Even Don and Ricky himself are not completely sure what motor is in Ricky's bike. The bike appears to be an H2R with H2 front light.


https://www.ninjah2.org/forum/ninja-h...y-results.html


Ooops, posted this about the same time Ridge racer posted his explanation. I like the H2G designation since it is a hybrid and no one really knows what parts from the production H2R and H2 are on this bike.

2015 BMW S1000R
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post #14 of 18 Old 02-20-2015, 03:03 PM
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Originally Posted by 650ib View Post
If he has an H2R motor, why did his bike only produce 237HP on the 1st dyno pull at Guhl? I spoke with Rickey at the NYC bike show and he said his motor is an H2 with H2R cams, ECU and mapping.
The only real difference between h2 and R is yhe ecu mapping, don remapped it to what the h2 would be if it were flashed. So in other words.. The cam not withstanding if you had a regular h2 and pulled the air filter, ran race gas, and had don map the ecu to the maximum allowable timing or max rpm then it should make close to that 237 at tire. The 277ish hp number was what it was with normal R mapping and that 301 hp number is after don bumped the rev limiter to 14800 I think?? It says it in dons post. Imo with air filter on and normal gas and dons flash will do 225 at tire. Which is flocking ridiculous for a reliable, ride every day bike. I have same bike as mustang dame and hate when you beat him with your hp4 (if I have right guy)

Link to other thread:
https://www.ninjah2.org/forum/ninja-h...yno-sheet.html

Last edited by Turtle1000; 02-20-2015 at 03:06 PM.
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post #15 of 18 Old 02-20-2015, 03:22 PM
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Quote:
Originally Posted by Turtle1000 View Post
...The cam not withstanding if you had a regular h2 and pulled the air filter, ran race gas, and had don map the ecu to the maximum allowable timing or max rpm then it should make close to that 237 at tire.
Actually that is not really an accurate statement.

My understanding was the 237 run was done to get an idea of how much of the increase on the H2G was due to the pipe, filter, and cam (i.e. hardware changes).

It breaks down like this...

G hardware + H2 ECU + H2G fuel maps = 237
G hardware + H2G ECU =277
G hardware + H2G ECU + PCV = 292
G hardware + H2G ECU + Don Maps = 301
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Last edited by RidgeRacer; 02-20-2015 at 03:30 PM.
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post #16 of 18 Old 02-20-2015, 09:32 PM
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Originally Posted by RidgeRacer View Post
Actually that is not really an accurate statement.

My understanding was the 237 run was done to get an idea of how much of the increase on the H2G was due to the pipe, filter, and cam (i.e. hardware changes).

It breaks down like this...

G hardware + H2 ECU + H2G fuel maps = 237
G hardware + H2G ECU =277
G hardware + H2G ECU + PCV = 292
G hardware + H2G ECU + Don Maps = 301
I understand, rev limiter was untouched but the other R parts were included. I tried unsuccessfully to show that that's a big number with difficult to reproduce results ie no air filter and race fuel. All I was trying to say. This is what I was talking about from dons post

Some other details...
The testing was done over the course of 2 very long days with an ice storm rolling in and out.
The fuel used for all of the testing was VP Q16, a high octane oxygenated fuel. Check Q16 Spec Sheet for additional information.
The air filter was removed. This was removed during previous dyno tuning with the power commander equipment. I was informed that the performance improved when it was removed, but no one was sure by how much because several things were changed at one time.
All of the tuning was done in the ECU only. All of the power commander equipment was removed before any testing was done.
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Last edited by Turtle1000; 02-20-2015 at 09:43 PM.
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post #17 of 18 Old 06-12-2016, 09:18 PM
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Quote:
Originally Posted by RidgeRacer View Post
Actually that is not really an accurate statement.

My understanding was the 237 run was done to get an idea of how much of the increase on the H2G was due to the pipe, filter, and cam (i.e. hardware changes).

It breaks down like this...

G hardware + H2 ECU + H2G fuel maps = 237
G hardware + H2G ECU =277
G hardware + H2G ECU + PCV = 292
G hardware + H2G ECU + Don Maps = 301
Looking at the 277, 292, 301 rwhp numbers, you must be aware that 1500 rpm shy of whatever max rpms each tune allowed that unless you weigh something like 450 lbs, you more than likely will be spinning the rear wheel in 5th and 6th gears at insane speeds, a tank slapper at those velocities is dancing with the devil and asking to meet your maker, unless of course you are Ricky Gadson. You have milliseconds to react if anything goes foul in that regime.

Rhody...

Last edited by rhody; 06-19-2016 at 12:02 AM.
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post #18 of 18 Old 06-17-2016, 10:22 AM
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Quote:
Originally Posted by RidgeRacer View Post
Gadson's ECU had the Kawasaki part number of a US/Canada H2 but had no software ID number in it, something all production ECUs have. It looks like kawi took a stock H2 ECU and flashed it with custom mapping just for Gadson.

Don ordered an H2 ECU from a kawi dealer. That production H2 ECU running on Gadson's motor is what made 237hp

Gadson's bike running the custom ECU it came with ran 277hp The 292hp stated in the article is what they were able to achieve running the Power Commander that the DynoJet guys flew out and put on it.

Don's 301hp was achieved by removing the Power Commander and custom mapping the ECU.

We have as of yet not downloaded a production H2R ECU so there is no way to say how close the Gadson's ECU mapping is to the R.

BTW from now on I going to refer to Gadson's bike as the H2G to reduce confusion.
Translation; Don Ghul took off the pig and mapped the ECU directly. There you go.
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