Best of luck in your endeavor.

there's a guy over here who races a 696 that has gone from 67 to 86hp.  it revs past 10 where the power is flat from 9,300 or so, std it peaked at 8 and lost a little to 9 ish.

it's very modified.

I think you need to try the Street Triple.

Quote from: brad black on March 13, 2012, 03:08:08 PM
there's a guy over here who races a 696 that has gone from 67 to 86hp.  it revs past 10 where the power is flat from 9,300 or so, std it peaked at 8 and lost a little to 9 ish.

it's very modified.

Do you have any details on how he got 86hp ?  I raised the rev limit on mine to about 9.5K, it quits making power at around 9,000 or so but having the extra over rev is nice and I think it's well worth raising the rev limit on these motors even the extra 500 rpms makes it great for passing cars & such. The mapping I'm using was made with the intention of a raised limit not sure how much that makes a diff. but I thought it worth mentioning

Something that always gets me about my 696 is that when I twist the throttle, I always hit the rev limiter just as it seems the power begins to flow (6k to 8k is too small). I learned to ride a motorcycle at age 8, and never had a tachometer until my first 400+cc road bike. So most of my experience was based on feeling the engine's performance. When the powerband of the motor ends, you shift. But with the 696, the end of the powerband is so abrupt, it seems like the motor is still producing power, even up to the point where it cuts off fuel. I too would like to have that valley where I fell the end of the power flow, and have some forgiveness in shifting.

Quote from: brad black on March 13, 2012, 03:08:08 PM
there's a guy over here who races a 696 that has gone from 67 to 86hp.  it revs past 10 where the power is flat from 9,300 or so, std it peaked at 8 and lost a little to 9 ish.

it's very modified.

ooo want more info on that bike.

Wasn't there a guy from Finland or something who was making that kind of power after a port/polish of the heads, tuning, And some other mods?

I remember a dyno chart being posted on here or another board awhile back with the numbers.... But no information on who did it....  Wish I could remember what thread it was

Quote from: DoWorkSon on March 14, 2012, 11:22:38 AM
Wasn't there a guy from Finland or something who was making that kind of power after a port/polish of the heads, tuning, And some other mods?

I remember a dyno chart being posted on here or another board awhile back with the numbers.... But no information on who did it....  Wish I could remember what thread it was

stopintime has gotten big power out of his '800' (quotes, as I'm not sure it's 800 anymore...)

Quote from: ManaloEA on March 13, 2012, 08:32:13 PM
Something that always gets me about my 696 is that when I twist the throttle, I always hit the rev limiter just as it seems the power begins to flow (6k to 8k is too small). I learned to ride a motorcycle at age 8, and never had a tachometer until my first 400+cc road bike. So most of my experience was based on feeling the engine's performance. When the powerband of the motor ends, you shift. But with the 696, the end of the powerband is so abrupt, it seems like the motor is still producing power, even up to the point where it cuts off fuel. I too would like to have that valley where I fell the end of the power flow, and have some forgiveness in shifting.

Desmos like to rev, get your ecu reflashed & raise the limit. You will like it.

Quote from: Link on March 14, 2012, 07:42:33 PM
Desmos like to rev, get your ecu reflashed & raise the limit. You will like it.

I am considering a Power Commander. Would 10k be safe on a stock 696 with slipons?

Quote from: ManaloEA on March 13, 2012, 08:32:13 PM
Something that always gets me about my 696 is that when I twist the throttle, I always hit the rev limiter just as it seems the power begins to flow (6k to 8k is too small). I learned to ride a motorcycle at age 8, and never had a tachometer until my first 400+cc road bike. So most of my experience was based on feeling the engine's performance. When the powerband of the motor ends, you shift. But with the 696, the end of the powerband is so abrupt, it seems like the motor is still producing power, even up to the point where it cuts off fuel. I too would like to have that valley where I fell the end of the power flow, and have some forgiveness in shifting.

This is exactly how I feel! On the post about tunes I saw one that allowed the programmer to up the rev limiter at the owner's request that is what sparked this whole conversation. I want to raise the limiter and squeeze a bit more power.

you guys will need to send your ECU to a Rexxer shop to get them updated to a higher RPM limit.
and probably need the PC V to work the fueling for the higher RPMs as the stock maps wouldn't be built for the higher RPMs

Quote from: Raux on March 15, 2012, 10:35:01 AM
you guys will need to send your ECU to a Rexxer shop to get them updated to a higher RPM limit.
and probably need the PC V to work the fueling for the higher RPMs as the stock maps wouldn't be built for the higher RPMs

Do you think the bike will need injectors or are the stock ones sufficient?

Quote from: thurmanjr7 on March 15, 2012, 01:02:09 PM
Do you think the bike will need injectors or are the stock ones sufficient?

stock should be fine.

My understanding of the PC (I use a IIIUSB) is that the injector timing correction is added to the signal from the ECU.  If the ECU is does not have a map at higher RPM, maybe the PC is not the correct fueling solution (?)   

The PCIII uses current from the ECU to the injectors for its own operation.  It is not connected directly to a 12V source.  If at some high RPM the ECU stops sending pulses to the injectors, the PCIII has to shut down.  Is the PCV different?