2015, January 10th. I rode down to the Thunder By The Bay bike event in Sarasota Fl. 115 miles or so round trip...and a cold start at that - 51 degrees.. I wish I had not left my heated gloves in Georgia!! Ferrett, I know you ride in even colder temps with ease...but my Florida blood is THIN. Anyway, the show (if you want to call it that) was Ok, but it did get me excited for Daytona in March. Here's the proof...

That's the Skyway Bridge over Tampa Bay in the background...



The design of this bike... I never get tired of looking at it.



A bit crowded on Main Streat...



Of course... I had to ride by one of my stores... to check out the traffic!
I can't stop working...




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A small but heavy package arrived at my door today from Japan. Thanks Mr. T!

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They feel substantial and the finish is impeccable. I went with the genuine Honda engine guards. Alas, I suspect they won't stay chrome. Another trip to the powder coater is in order! I prefer the look of the OEM guards but they're not available in black. The ones that are available in black just didn't have the design I prefer.

These however,

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...will keep their polished chrome finish. They will tie in the chrome around the headlight bucket, around my tank, my lollipops and the fenders nicely.

EDIT: I probably should have cropped that first photo. Haha. Oh well, forgive me.

Todays ride was only 58 miles, just some nice country roads not far from home, but those roads cross some creeks which made for some cool pic opportunities.

Yep, very cold in Ohio right now

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I received the chrome instrument covers from Mr. T on New Years Eve and the Comet Type 1 windscreen. Here are pictures of them items installed.

My 12 year old son did his first farkel by installing the instrument covers with the help of dad.

What is the best one to buy and easiest to install. Where should I get it from?

On sale now on Amazon for $161

Interesting that he closes with a comment about the CB750 that we hear regarding our CB1100 today, regarding soul.

(Warning: Long post. Feel free to skip to last paragraph at any time where I describe my bottom line impressions.)

On Wednesday afternoon, I rode my 2014 CB1100 to Las Vegas for the purpose of visiting the Dynojet Research Facility. A week earlier I had contacted Dynojet via email, asking whether the currently available Power Commander V map for a stock 2013 CB1100 would work on my 2014 CB. I explained that Honda had added a sixth gear for the 2014 model. I received a quick response from Dusty Schaller, the Senior Product Manager at Dynojet who wrote that he couldn't say for sure but suspected the maps would be very close. He added that they had been trying to get a 2014 into their facility to verify but hadn't had any luck.

I couldn't resist. I wrote back offering a mutually beneficial arrangement - I would bring in my 2014 CB, equipped with a Yoshimura RS-3 slip-on, and allow them to develop a map off of it in exchange for a PC-V unit. I also explained that I was a part of this forum and that there were constant discussions about the need for or benefit of a PC-V and/or dyno tune and that I would share the results and give honest feedback as to any improvements in rideability. What did I have to lose? I was pleasantly surprised when I received another quick reply from Mr. Schaller saying he would absolutely be happy to do that if I could get my bike to their facility in Vegas.

Arrangements were made for me to meet with "his guys" on Thursday (yesterday). A quick check of the weather forecast showed that clear skies were expected through the week with highs in the upper 60s, low 70s along my route but dipping into the low to mid-40s at night. A quick trip to Cycle Gear for some Freeze Out base layers (I'll report on those in another thread) proved to be well worth the expense. Some of those mountain passes got pretty darn cold and both going and coming, I rode several hours in the dark. The initial plan was to leave early Thursday morning, hand over the bike by 1pm and get it back at the end of the day. I would stay for the night and return Friday morning (today).

That plan changed after I exchanged emails with one of the techs I was to meet, Chris Kelly. Great guy. Chris explained that the best case scenario would be that the existing hardware works fine then installation of the PC-V and dyno tuning the map would take from 2 to 3 hours. The worst case scenario would be that the existing unit doesn't work and a new unit would have to be built from scratch. They would need to review the bike, take photos, scope necessary signals with an oscilloscope (which reminds me, I'm overdue for my physical), then send the data and information to their engineers to have a prototype built. I would then need to schedule a time to come back to have the prototype tested, tuned, installed, etc. The expectation was that the existing hardware would work but to be on the safe side, it was agreed that I'd get them my bike first thing in the morning rather than at midday.

I changed my hotel reservations and set off for Vegas on Wednesday at 1pm. I would have left earlier but had an unavoidable meeting at work. Other than a few miles in Riverside, traffic flowed nicely and I made good time, stopping only for fuel and to stretch my legs and give my backside a rest. By 6:45pm I rolled into my hotel, just a few blocks from the Dynojet facility, 335 miles from my home in San Diego. In keeping with the ferret's travel calculations of approximately 50 to 55 mph, I averaged 58.26 mph (335/5.75). That traffic in Riverside took its toll but overall, it was a great ride.

At 8am sharp, I arrived at the Dynojet facility and met with Chris. He had me ride the CB around back, up a ramp and into the building where the work would be performed. The place was very clean and appeared to be very well organized. I met another member of the team who would be performing the actual work and analysis on my bike. Chris showed me around the place and explained how they performed the tuning. They had several dyno rooms with in-floor dynamometers and attached computers. They also had an above ground dyno like the ones I've seen on videos and even a dyno for cars. (There were no cars in there when I was present.) It was reassuring to see how professional it all seemed. Although I knew Dynojet is an industry leader in fuel-management systems, I'd be lying if I said I wasn't a bit nervous handing over my perfectly working CB to people I had just met for them to start fiddling around with it.

I spoke to Chris about ECU tuning/reflashing and how it seems to be gaining in popularity and asked his thoughts about it as it related to adding a piggy back device such as a PC-V. He was very forthright in saying there are things that can be done with a reflash that can't be done with a PC-V. Those things we've been discussing on the forum - elimination of speed limiters, increasing rev range, etc. Cost associated with a reflash is usually one drawback to going that route.

It appears Don Guhl is very competitively priced! A lot goes into analyzing a stock ECU for a particular model to know the existing parameters then a substantial amount of testing goes into what the appropriate and specific changes can and should be to the ECU. That includes dyno runs to optimize the AFRs. Normally that translates into higher costs to the consumer than simply adding something like a PC-V. Plus, reflashing isn't possible (yet) for all makes and models. It appears that we're fortunate to have that option because someone here provided his bike to Don. I can't remember who (CIP57 was it you? Or maybe HikerToo?) at the moment but THANKS!

Dynojet does make devices that allow you to flash tune your own bike (not available for our CB) and even make changes to ignition timing in addition to fuel management (again, not for our CB). I was told there would have to be some indication as to demand before those products would be expanded to include the CB in terms of availability. My thought is that if Honda limits production in the U.S. to just the 2013 and 2014 models, it's unlikely that we'll see production of those units for our bikes. In addition to Don Guhl, it appears that ECU Unleashed is able to reflash our ECUs and it's a matter of finding one of their dealers to work with. I don't know what they charge but they seem to be a legit operation.

Back to my tuning - I left my bike at the facility and walked back to the hotel. I had breakfast and was enjoying some coffee when I got a message from Chris. Everything looked good. The wiring was exactly the same between the 2013 and 2014 models. The existing unit should work out fine. A short time later, another message informed me that things were going quickly and everything was working perfectly. A few more tests needed to be performed but they would likely have me done by noon. I decided to make the ride home rather than stay another night. Shortly after noon, I picked up my motorcycle, had a brief talk with Chris then started for home. Before leaving, I was given a print out of my dyno chart. Here it is:

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I've since sent an email to Chris asking him about the numbers because they seem a bit high to me. I realize that dyno numbers can and will differ, at times dramatically, depending on the specific bike, the specific dyno, and the conditions at the time of the tests. What my dyno shows is that before tuning, my max horsepower was 90.72 with torque at 69.21 ft-lb. Well-made slip-on's have been reported to increase power by 1 to 5 hp. Assuming that's true and assuming the best case scenario, that would mean my bike in completely stock form prior to the tune was putting out around 85 hp. I guess that's possible. Motousa.com posted a dyno chart during their review of a stock 2013 CB1100 and it showed 84.02 hp and 66.45 ft-lb of torque. However, Motorcycle.com showed a chart with 81.5 hp and 64.6 ft-lb of torque for the same model. Our very own CIP57 posted his dyno for a 2013 CB running a full Yoshi exhaust and his best numbers were 86.46 hp and 63.81 ft-lb after reflash and with the AFRs from the Dynojet map for a stock 2013 CB.

After the tune and, of course, with my Yoshimura RS-3 slip-on, my numbers are 92.10 hp and 70.56 ft-lb torque. As much as I'd like those numbers to be accurate, I can't help but think they're rather generous. Still, they were produced at the Dynojet Research facility by the guy who Chris described to me as being a perfectionist and somewhat OCD when it comes to maintaining the shop and equipment. In the end, this isn't a motorcycle you buy for horsepower. What matters to me is that improvements throughout the entire range can be seen following the installation of the PC-V and the tune. The gain (approx. 1.5 hp and 1.5 ft-lb of torque), although modest, is appreciated. Also, you can see from the chart how the bike was running somewhat lean at lower rpms prior to the tune. It's not until around 6.5K rpm that the AFR approached ideal. In the 3K to 4K range (where I tend to ride), there was noticeable improvement. That improvement is seen throughout the entire rev range. That translates into a cooler running engine which, I imagine, isn't bad when you have a (primarily) air-cooled engine. I'll edit this post and share whatever feedback I get from Chris regarding my numbers.

I had plenty of time on the ride home to assess the bike for any noticeable changes in rideability. The traffic going south was significantly worse than the trip north. I did stop for a quick bite that added about 15-20 minutes but as I understand it, those stops are accounted for in the ferret calculation. This time the ride took 6.75 hours which translates to an average of 49.63 mph (horrendous). If you take the entire trip, there and back, into consideration, then my total average speed over the 670 miles was 53.6 mph. Ah...ferret, you're a genius. My seat-of-the-pants dyno could not feel any difference in power. Not surprising given the modest gains. However, one thing I noticed was how the bike felt in the sweet spot.

When travelling on the highway, my bike (as I'm sure yours does) has a sweet spot where everything seems to come together perfectly. The engine feels right, the revs feel right, there's sufficient roll-on still available, everything just feels effortless. Before the PC-V and tune, that sweet spot for me was 70 to 75 mph at 3K to 3.5K rpm. After the PC-V and tune, that sweet spot felt closer to 75 to 80 mph and 3.5K to 4K rpm. I like it. Am I imaging it? Wanting desperately to feel something, anything, for this effort? I don't think so. Mr. Schaller and his guys at Dynojet were kind enough to do all of this without charging me a penny. My expense was fuel, one night in the hotel, and the few cheap meals I had. Amazingly (sadly), I avoided the casinos and fancy restaurants! Spending a couple of days on the bike instead of in the office cut in my favor. Even if I am just fooling myself into feeling something that isn't there, I suppose all that matters is what I believe is there.

Bottom line - My motorcycle ran great before installing the PC-V and having it tuned. My motorcycle runs great now. Regardless of what the numbers are, there is a notable increase in both horsepower and torque following installation of the PC-V and tune. Also, the air/fuel ratio is closer to ideal throughout the entire range and in particular, where my bike tends to be. It's up to each of us to decide how much we're willing to spend for modest but real improvements and what is "necessary" given any modifications performed. I hope that through all of this, I have contributed even just a little to what is or will be available for our bikes. I hope the information I have shared helps some of you decide which route, if any, you want to take when it comes to tuning your CB.

EDIT no.1: One likely explanation for my readings being over 92HP and torque over 70 ft-lb is RLETs.

I was reminded by The Ferret's "Adventure Rider?" thread that a friend of mine who does a lot of long distance riding was talking about the virtues of a GPS locating device/service Called SPOT. I am considering making this purchase because the device does more than provide a method for searchers to find my bike and my body in some drainage ditch.

It can:

1. Provide a method for searcher to find my bike and my body in some drainage ditch.

2. Check-in periodically with friends and loved ones via text, Facebook, and/or Twitter.

3. Track your route so you can view it and save it on Google Maps

4. Send a help message for non-emergencies or an SOS message for emergencies.

The cost isn't exactly low (The device I am looking at runs about $150.00 plus the location service is $100/year), but I really like the route logging and the SOS features. I think my wife would like the check-in/OK feature.

http://www.findmespot.com/en/

What do you guys think?

I just past the 8k mark so I called the local dealer to get a quote on the valve adjustment. $320 is what they told me. Seems a bit steep to me. How much have you paid for this service?