I've been reading through this site over the last couple weeks as we start down the long and very tedious journey of defining the code in these new powerful and amazing ECUs. I've seen many posts of guesswork on what is going on with these bikes with many excellent theories. As we progress with our testing, if there is interest, we can post factual information regarding the operation of these bikes. I say factual, because the code does not lie...
Garth posted earlier that the H2 is highly restricted, but left out details of how restricted it really is. It should be no secret that all new street legal bikes have restrictions of some sort. They are there to pass the smog and noise emissions standards. Power makes noise, so to reduce noise, it's basically a larger muffler or less power... Unfortunately, the mufflers are about as big as they can get.
The rev limit of the H2 is ~13000 RPM. The H2R is ~14000 RPM. With centrifugal superchargers, the boost rises with engine speed, so the H2R already has a boost advantage with the extra RPMs.
I believe that the real secret to the restrictions of the H2 are the throttle-by-wire maps. Check out the main (full power) map from the H2 ECU. The x-axis is the accelerator position and the data of the map is the commanded throttle position of the actual throttle plates. As you can see, after 10000 RPM, the throttles close down pretty quickly!
The good news is: It looks like we should be able to correct the rev limits and the throttle-by-wire restrictions.
I'll post more information as we move forward...