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Discussion Starter #1
As you may already know, we've spent the last couple days at Adam's Performance, dyno testing Rickey Gadson's H2/H2R Hybrid.

As you can see by the dyno graph, there are 3 different graphs. I'll explain each in detail, but first, we must understand the bike that we had for testing. It is neither an H2 nor H2R. It is an H2 bike with the power plant and exhaust from the H2R (as far as anyone can tell :) ). Without getting into too much techie detail, I believe that the code in his ECU is pre-production and quite possibly not the production H2R code. The air intake snorkel and air filter are from the H2, which are likely much more restrictive than the H2R. I believe that the H2R air filter has roughly 5 times more surface area than the H2 air filter.

The details about the bike are included so that no one gets the idea that these results are "normal". Further testing is planned as soon as production H2 bikes become available. Only until that testing is done will we know the true potential of either bike with various modifications.

The H2 ECU that I have was purchased directly from a Kawasaki dealer, so it has to be production code. It appears that the parts made it here long before the bikes did!

The BLUE line: This is the H2 ECU with a very few modifications. I could not run the ECU totally stock on this bike without getting various error codes. I disabled the O2 sensor, Exhaust Servo Motor, Pair valve, and charcoal purge canister valve error codes. I also installed proper fuel maps for the H2R motor. All additional settings were left totally stock, including the 13000 RPM rev limit. This run showed us 237.9 Hp with 111.67 ft-lb torque.

The RED line: This is the H2R ECU totally unchanged, just the way it was delivered by Kawasaki (I lied... At Rickey's request, I did raise the rev limit to 14800 RPM before we did this test. Everything else was stock). Presumably this result will be what the stock H2R will produce, 277.40 Hp and 115.18 ft-lb torque.

We then derestricted the stock H2 ECU and produced identical results as the RED line. This confirms that we have the capability to reflash the H2 ECUs to derestrict them. We stopped messing with the stock H2 ECU once I was able to reproduce the power of Rickey's ECU.

The GREEN line: Of course it's green... We are working with a Kawasaki, right? This graph is the result of several hours of tuning to find any additional performance left in the ECU. We also raised the rev limit to 15000 RPM. The more we raised the rev limit, the more power it made (the boost continues to climb as the engine revs higher). Rickey and Coby both felt that the engine would handle it in their application. It sure sounded amazing and no video could ever do it justice! It made 301.23 Hp and 116.68 ft-lb torque at the rear wheel! At 14500 RPM we were able to tune Rickey's ECU to produce an additional 40 HP. This bike is RIDICULOUS!

On a humorous note... The exhaust gasses were so hot during the runs that the copper tube inserted into the muffler to capture the air/fuel readings would get so hot that it would totally glow bright red and blow out of the muffler like a wet noodle! We ended up replacing it with a stainless steel version!

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.

What's next?
Rickey and I are planning to get together once the weather gets nicer to do some on-track testing and tuning. We are planning on refining the quick shifter timing values and the launch control settings, as well as some additional timing and fueling adjustments. We will likely refine many additional settings to help with launches.

Hopefully it won't be long until the H2 street models get delivered, so we can start our R&D to deliver another excellent ECU reflashing product!

I'll likely post additional details as I can remember them.

Enjoy!!!

 

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If I read that correct I think the pair was electronically eliminated, that's sweet! Woolich doesn't do that! I think thats what was done, it could be just the electronic elimination of error codes too. I think don could electronically eliminate the pair in the gen 4 too. Things gonna be sick for you guys. I'm excited to check out this thing go from Bruce banner to rarrrrrrrr a monster lol it's not totally green but you get idea.
 

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Man oh man!!!! This is awesome!!!!

Cant wait to see what it will do with some E85 in her!!!!! I picked up 30hp on my turbo busa, a 330hp H2R would be hella fun.

Really makes me wish I could buy one!
 

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Hey Don, do you know what kind of top speeds the bike was showing on the dyno at all or did you keep it out of 6th gear?
 

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Is it possible to build a Dual intake snorkel out of Carbon? Or is the "headlight" to big and the Place behind this to small?


My idea is a Better air supply to the s.charger
 

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Very good question but I dont think we will know that answer until someone can see if the H2R intake will fit the H2 by physically trying to swap the parts.
 

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Great news Don! So it seems we may be able to have a 250 to 270HP bike that I had hoped for!
 

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I would expect the "missing" last bit of power is due to the different cam shafts the H2r has. I feel this tuning game will play out for a long time. We will see this bike in the 7 seconds 1/4 miles. I mean 8.22 seconds @166 mph already. Are we gonna see 400 bhp @16k revs ? This bike is sooo special. Its a real joy to be a part of this.
 

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Discussion Starter #11
I would expect the "missing" last bit of power is due to the different cam shafts the H2r has. I feel this tuning game will play out for a long time. We will see this bike in the 7 seconds 1/4 miles. I mean 8.22 seconds @166 mph already. Are we gonna see 400 bhp @16k revs ? This bike is sooo special. Its a real joy to be a part of this.
I'm not sure I understand the "missing" last bit of power... This bike supposedly has the H2R engine, including the H2R cams.

Or did I miss something? It's still early... :)
 

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Discussion Starter #12
Hey Don, do you know what kind of top speeds the bike was showing on the dyno at all or did you keep it out of 6th gear?
They installed a different rear tire for the dyno tuning. It had 4 teeth more than the sprocket that was on the bike. And that gearing was changed from stock gearing for drag racing.
I did one pull in 6th gear and I got a warning that I exceeded the speed rating (200 mph) of the dyno.
 

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So Don are you thinking its possible that we have you flash our stock H2 and hopefully there will be a full system or at least a slip on with link pipe and we see 270 / 280 HP?
 

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Discussion Starter #14
So Don are you thinking its possible that we have you flash our stock H2 and hopefully there will be a full system or at least a slip on with link pipe and we see 270 / 280 HP?
We will only know for sure after we dyno a production H2 bike, but I'm thinking (guessing based on some assumptions) we'll see 240-250 with the stock exhaust and air filter and possibly 270-280 with a good aftermarket exhaust and no air filter.
It really depends on how hard you want to rev your engine and what fuel you want to commit to run. Rickey's bike only made 275-280 hp at 13000 RPM.
LOL, lets let that sink in for a second... It ONLY made 275-280 hp... >:D
 

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I think most of us are looking for real world power that is safe, "most of us".

Myself, I'm looking to remove the cat and add a slip-on, even if I have to purchase a new header/cat setup from Kawasaki and then have a local fabricator remove the cat and make a link pipe to the slip-on. I would then like to send my ECU to Don and have him remove the restrictions and provide a good tune that would work on 91 Octane gas. Whatever hp/tq Don is able to extract from the ECU with the above mentioned mods would be ideal for me.

Don are you listening? ;)
 

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Thought I would re-post this here since it is referring to this post.


Quote:
Originally Posted by OKH2 View Post
Be sure and read it closely, the motor he is tuning is the H2R motor and not the H2 motor. The line on the graph, blue one, is utilizing the essentially stock H2 ECU Don purchased over the counter. The Red line is with the H2R ECU and the Blue line is with the original ECU that came with Ricky's bike and according to Don has code that is pre-production.

Quote:
Originally Posted by Guhl Motors:
I'm not sure how well I explained the different ECUs.

I only worked with 2 ECUs.
A stock H2 ECU that I later modified to make the same power as Rickey's ECU that came with the bike.
The second ECU was Rickey's ECU (presumably an H2R ECU or pre-production H2R ECU), that I then modified to get 301 Hp.
 

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Very good question but I dont think we will know that answer until someone can see if the H2R intake will fit the H2 by physically trying to swap the parts.
I think I read the H2 front cowl will not be swappable on this bike.But it does have two intakes...so a mod could be applied I would think.


OKH2 said"I think most of us are looking for real world power that is safe, "most of us".

Myself, I'm looking to remove the cat and add a slip-on, even if I have to purchase a new header/cat setup from Kawasaki and then have a local fabricator remove the cat and make a link pipe to the slip-on. I would then like to send my ECU to Don and have him remove the restrictions and provide a good tune that would work on 91 Octane gas. Whatever hp/tq Don is able to extract from the ECU with the above mentioned mods would be ideal for me."


Yup...me too.Although leaving that stock can and all on there(disabling the servo)would be acceptable to me...I have neighbors;)
 

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Is it possible to build a Dual intake snorkel out of Carbon? Or is the "headlight" to big and the Place behind this to small?


My idea is a Better air supply to the s.charger
Doesn't the sc pull in enough air for both bikes?I mean,that's what's controlling the intake air,right?Regardless of the opening size at the front(designed in).The left sided intake is closer to the sc duct.It's gonna pull whatever the sc demands...isn't it?Is there any 'ram effect' occurring with this design at all?It doesn't seem like it.
 

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Okay,but isn't this design on the H2 capable of pulling in massive quantities of the needed flow?Perhaps an aftermarket air filter?
 
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