I want another 2,000 RPM - Wrist Twisters
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post #1 of 103 Old 11-15-2010, 02:18 PM Thread Starter
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I want another 2,000 RPM

How many RPM's did the CBR900 motor that the 919 is based on rev to?

Where did our RPM's go?

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post #2 of 103 Old 11-15-2010, 02:19 PM
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Quote:
Originally Posted by curiousmike View Post
How many RPM's did the CBR900 motor that the 919 is based on rev to?

Where did our RPM's go?
Higher revs are wasted with the smaller inlets and shortened timing that a 919 has. You'd never get intake gas flow without the entire inlet side being enlarged.

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post #3 of 103 Old 11-15-2010, 02:20 PM
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it was caned with the fairing, frame, compression, stroke... and thus we have the 919.

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post #4 of 103 Old 11-15-2010, 03:25 PM
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pluss.... with the current 919 cam's ur making peak hp @ ~ 700rpms before the rev limiter.... after that the hp dips off... so any extra revs is pointless.

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post #5 of 103 Old 11-15-2010, 04:15 PM
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right, but if you could get a 929 head to graft over you get higher reving cams and bigger TB's maybe shave the head a little to bump compression up? Idea Ive been mulling on... But dont have the balls to attempt just yet.

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post #6 of 103 Old 11-15-2010, 04:17 PM
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The stroke is to long to have a bunch more revs.
To keep the piston speed in feet per min below 4000
you can't rev it above 10,500
Piston Speed Calculator - Universal Entry


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post #7 of 103 Old 11-15-2010, 04:38 PM Thread Starter
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Wow - that hole in torque curve for the 98 900RR had to be the first order of business with that motor.

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post #8 of 103 Old 11-15-2010, 05:15 PM
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If I gave you a couple thou off my 04 ZX10R, I'd still have 11,000 left........

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post #9 of 103 Old 11-15-2010, 05:53 PM
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What if I gave you a sandwich?

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post #10 of 103 Old 11-15-2010, 06:10 PM Thread Starter
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I owned an 05 10R - monster motor with tons of RPM.
I sold it for the 919.

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post #11 of 103 Old 11-15-2010, 06:12 PM
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Dats a purdy mouth there boy ..........


Cue the banjo .........

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post #12 of 103 Old 11-15-2010, 06:15 PM
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Lol eewwwwww... Wrong part of the country (for banjos that is)

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post #13 of 103 Old 11-15-2010, 06:21 PM
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Quote:
Originally Posted by Stutz View Post
The stroke is to long to have a bunch more revs.
To keep the piston speed in feet per min below 4000
you can't rev it above 10,500
Piston Speed Calculator - Universal Entry

id take the extra torque of the 919 any day over that 900rr.

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post #14 of 103 Old 11-15-2010, 06:24 PM Thread Starter
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It's easier to ride the 919 hard than the 10R.

I wish I had similar ground clearance on the 919 as I had on the 10R --- but then having leg room is one of the reasons I went to the 919. ( i.e., rear sets would just go and scrunch me back up. )

Oh. And another 2k rpm.

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post #15 of 103 Old 11-15-2010, 06:25 PM Thread Starter
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Quote:
Originally Posted by nd4spdbh View Post
id take the extra torque of the 919 any day over that 900rr.
The 900RR torque curve is nigh identical to the 919.
At least to my eyes.

Pipe the 900RR, jet it to get rid of that lean shit and I bet that curve would match right up.

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post #16 of 103 Old 11-15-2010, 06:26 PM Thread Starter
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However, I must concede, as that chart is stacked, the 919 is vastly superior in the (i'm guessing) 4500-6500RPM range, where most street riders are likely to be.

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post #17 of 103 Old 11-15-2010, 08:21 PM
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Quote:
Originally Posted by curiousmike View Post
The 900RR torque curve is nigh identical to the 919.
At least to my eyes.

Pipe the 900RR, jet it to get rid of that lean shit and I bet that curve would match right up.
Big cams, big inlets and a 4 into 1 header = a bad hit on the torque curve somewhere, there simply is no way around it. All you can do is position the dip, and how bad it is. See how the 900RR dip is below the intended useage RPM band ?

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post #18 of 103 Old 11-15-2010, 09:12 PM
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the 919 also makes quite a bit more hp in the 5k, street usage range than the 900rr. but after 8k... all bets are off.

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post #19 of 103 Old 11-15-2010, 09:27 PM Thread Starter
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Looking at that chart, I wouldn't be surprised if it was in the neighborhood of +10 HP and torque at the 5K range.

The HP curve looks so linear on the 919; and I know I've heard others remark how "bland" the power band on the bike is.

IMO, the bike feels flat < 4500RPM -- 5k+ is where you really feel the power/torque kick in. But, again, that chart tells a different story than my butt.

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post #20 of 103 Old 11-15-2010, 10:43 PM
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shoot the 9 pulls great down low, thats one reason Im nervous to rip into it. aint broke!

stutz WTF is that avatar?

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post #21 of 103 Old 11-16-2010, 01:06 AM
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Man guys it makes no sense to even think about trying to turn the 919 into a 900RR or 929. You will no doubt spend thousands and a huge amount of time just trying to get a few more HP on the top end and then end up screwing up the bottom end and you'll be lucky if the thing will even run right. Just do a turbo and be done with it if you're really wanting more power! You'll keep the bottom end torque and have tons more on top end than the 900 ever dreamed of. I'm still trying to get use to all the power of mine and haven't even come close to topping it out yet, it's just seems to have no limit at the top end.

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post #22 of 103 Old 11-16-2010, 04:13 AM
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Its an unusual dyno chart for sure.
Our HP and TQ charts the TQ and HP line intersect at 5250.
This chart they seem to cross much closer to the redline.


Brian the piston is from a Honda NR 500. In 1983 Honda was able to get
130 hp at 19,500 rpm from the 3X NR500 motor.



VW even did a OP Diesel

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post #23 of 103 Old 11-16-2010, 06:21 AM
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Quote:
Originally Posted by curiousmike View Post
I owned an 05 10R - monster motor with tons of RPM.
I sold it for the 919.
I own an 04 ZX10R. I didn't sell it fer nuthin!!!! 46,000 miles and as mean and nasty as she's always been.

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post #24 of 103 Old 11-16-2010, 06:56 AM
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Quote:
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Brian the piston is from a Honda NR 500. In 1983 Honda was able to get
130 hp at 19,500 rpm from the 3X NR500 motor.
interesting piston, never seen one like that ill have to take a gander at that mill

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post #25 of 103 Old 11-16-2010, 07:05 AM
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Quote:
Originally Posted by curiousmike View Post
The 900RR torque curve is nigh identical to the 919.
At least to my eyes.
They are very different.
The peak is about the same.
The 919 low is greater than the 900 low.
The 919 does not have the wonky dips.
The 919 has far more "area under the curve"

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post #26 of 103 Old 11-16-2010, 07:10 AM
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Quote:
Originally Posted by nd4spdbh View Post
id take the extra torque of the 919 any day over that 900rr.
"Horsepower sells cars, torque wins races". - Enzo Ferrari

No, he didn't mean straight run aka drag racing, they don't do that over there.

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post #27 of 103 Old 11-16-2010, 10:04 AM
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Maybe LDH will chime in, but I'll bet that 900RR's lines look a lot better after a can and a rejetting.

My 929 has at least as much mid as the 919. I ran roll-ons with the 2. But at about 9000 rpms, the 919 party was over, the 929's afterburners kicked in.

Try a 599. 13,000 redline. I may be wrong, but in the real world, I think it's just as fast as a 919. You just have rev it more.

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post #28 of 103 Old 11-16-2010, 10:22 AM Thread Starter
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Quote:
Originally Posted by mcromo44 View Post
They are very different.
The peak is about the same.
The 919 low is greater than the 900 low.
The 919 does not have the wonky dips.
The 919 has far more "area under the curve"
I'm assuming you'd remove the wonky, EPA / CARB dyno dips.
Those are right at the RPM range that the bikes are tested for; those dips were common in the 90's on many bikes -- jet kit to straighten it out.

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post #29 of 103 Old 11-16-2010, 04:38 PM
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Quote:
Originally Posted by Stutz View Post
The stroke is to long to have a bunch more revs.
To keep the piston speed in feet per min below 4000
you can't rev it above 10,500
Piston Speed Calculator - Universal Entry
The bore & stroke on the 919 is exactly the same as the 900rr. There are design features that limit RPM on the 919 but stroke ain't one of em. At least compared to the 900rr.

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post #30 of 103 Old 11-16-2010, 04:47 PM
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Quote:
Originally Posted by catonsvilleguy View Post
The bore & stroke on the 919 is exactly the same as the 900rr. There are design features that limit RPM on the 919 but stroke ain't one of em. At least compared to the 900rr.
Thats what I thought. Cams, Compression and TB's mainly, right?

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post #31 of 103 Old 11-16-2010, 05:19 PM
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How many rpm's do you figure your 919-900rr can spin for an hour and not toss hot parts all over the place?

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post #32 of 103 Old 11-16-2010, 05:32 PM
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Quote:
Originally Posted by Stutz View Post
How many rpm's do you figure your 919-900rr can spin for an hour and not toss hot parts all over the place?

Max hp on the RR happens at 10.5k, not that people run at redline for an hour but I'd think the 9er mill can spin more just fine...

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post #33 of 103 Old 11-16-2010, 06:30 PM
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Quote:
Originally Posted by Stutz View Post
How many rpm's do you figure your 919-900rr can spin for an hour and not toss hot parts all over the place?
No idea.

The original question was asking about 919 peak rpm compared to the 900rr. I think the 900rr was a fairly bulletproof engine in typical Honda fashion and spins at least a little higher than the 919 with the same stroke.

You seemed to imply that one reason for the lower revs was that the 919 had a longer stroke. My point was merely that stroke was not a factor because these 2 motors have identical stroke specs.

Peace

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post #34 of 103 Old 11-16-2010, 08:19 PM
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Sorry for the misunderstanding. I know the motors have the same stroke.
Its just that Honda’s motors from back when ours were designed like to
have a max piston speed in feet per minute of around 4000. The 900rr’s
redline is right at 4000. Spinning these motors at 11,500 would stress
them a bit (4376 fpm). They will deal with it but they will fail sooner.

It’s kind of funny even the older 900f from 1980 had a piston speed in
feet per minute just over 4000 but its stroke was something like 69mm.


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post #35 of 103 Old 11-16-2010, 08:49 PM
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Quote:
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Thats what I thought. Cams, Compression and TB's mainly, right?
TBs, inlet tract and cams, intake closing event in particular, exhaust header dimensioning.
Static compression ratio has very little, if anything, to do with it.

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post #36 of 103 Old 11-16-2010, 09:01 PM
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Quote:
Originally Posted by mcromo44 View Post
TBs, inlet tract and cams, intake closing event in particular, exhaust header dimensioning.
Static compression ratio has very little, if anything, to do with it.
so a 929 head and rr header and you're in?

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post #37 of 103 Old 11-16-2010, 09:47 PM
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Quote:
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so a 929 head and rr header and you're in?
Yes, in concept. BUT I don't think the 929 head is a straight bolt on, or if is, then the FI/Carbs whatever they used and need, won't fit into the 919 frame. For sure, a very good idea in sense that intake/head/exhaust makes the power, and all the bottom end does is harness it.

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post #38 of 103 Old 11-16-2010, 10:36 PM
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the 929 is FI bigger injectors though I thought it bolted on...? I see what you mean about the top of the frame, hadn't thought about it but it may not be an issue if the head/intake combo is the same height between the bikes. Hmmmmmmm. Cams intake bigger injectors by bolting on a head someone talk me outta getting on ebay and taking apart my bike that runs great.

Turbo is the way if you've got the coin but Im ballin on a budget over here.

just sayin http://cgi.ebay.com/ebaymotors/HONDA...item3ef2ad4674

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post #39 of 103 Old 11-16-2010, 10:54 PM
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the ports for the intakes are angled WAY up... good luck getting the injectors and TB's to fit on the 919's frame

if you want a 900RR buy a 900RR.

If it was as easy as bolting on a 900RR head to the 919, it would of been done already. Im pretty sure the 900RR was carburated, and thus does not have the spots for the cam position sensor etc etc.

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post #40 of 103 Old 11-16-2010, 11:31 PM
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Quote:
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the 929 is FI
I just like dickin with things, I know the 900 was carb'd thats why Im thinkin 929.

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