I have owned my V since April 18th, and it currently has 2308 mls. My other 2bikes are a Hayabusa and was a ZX14. I have developed a really bad left hip, mostly from the repetitive motion of climbing off and on skoots while performing dyno testing and tuning on my dyno since 1993. Both the Busa and the ZX14 cause me much pain in that left hip when riding for more than an hour, sometimes less. My Busa was a "glad to be alive" present to myself back in 2000 after coming too darn close to dying from a m/c crash. The Busa is never going anywhere, so the last painful ride on the ZX14 in April convinced me that i can't have 2 skoots that hurt me, so i decided to sell the 14, which i did last week. I had already fell in love with the V and had ridden one at Kawi's demo ride, and on that demo ride my hip did not hurt, so i am
the proud owner of a red V.
Over the time and miles a few thing became apparent, which necessitated some mods.
First was the lack of lighting. I got spoiled with the ZX14 and it's 4 headlight design, so i installed Kawi's running lights. They widened the light, spreading it to the sides. Kawi's recommended adjustment has the light from them at about the same height as the low beam. I think i will alter the adjustment slightly to have them reaching out a bit further, kind of filling in between low and hi beam.
Second was the stock "wind deflector". I had lots of wind hitting me in the noggin, causing lots of buiffeting and drowning out the stereo. I installed Kawi's 12" shield with a cosmetic alteration. Since i liked the looks of the stock deflector, i masked off the bottom portion of the shield and painted it black, so it has some of the stock look. The taller shield helped quite a bit in keeping the wind blast off my noggin, and I can hear the stereo much better now.
Pics of the above mods...
The most recent mod is installing Kawi's Gel seat. I found the stock seat far too soft. The gel seat is much firmer, but is designed with the same shape as stock. What i have found is the need to have the drivers hump moved back so i have more room. I am still not as comfy as i would like. I will have to work on this after my vacation.
As a true motorhead i was not gonna leave the V stock. I wanted to improve performance and gas mileage, tho the mpg was not bad for this land barge. I averaged 40-42 mpg and saw 49 mpg while putting around. I wanted mor of that v-twin sound also.
The first thing to do was to get the skoot on my dyno to perform the baseline dyno runs and document the stock power and torque. The peak figures are as follows...h.p. was 64.97 @ about 5200 rpm, and torque was 79.39 pnds @ about 3300 rpm.
The fiirst mod was to remove the 2 restrictor plates in each muffler. This mod made the mufflers straight thru except for the catylizer. The next set of dyno runs is where we started to learn some of the idiosincrasies of the V. The follow up runs showed only an 1.5 h.p. and 3.8 pnds inrease. I truly believed it would produce more, but i also noticed i had allowed the engine to get a bit hotter while doing the runs, about 3/4. All engines have an "engine temperature sweet spot" where they make their best power. Cooler or hotter than that and the power is less. So I let the engine cool down and redid the runs, this time keeping the coolant temp where it was on the baseline runs, right around halfway . The power increased dramatically, power now up to 70.34 with torque @ 87.59 pnd. This represents a gain of 5.37 h.p. and 8.2 pnds of torque. NICE, with a little bit better exhaust tone.
NOTE TO SELF... after the next mod make the same 4 run comparison
of coolant temp to determine optimum coolant temp for consistent dyno runs.
Information about my dyno graphs....At the bottom of each graph you will see the info for each run. Each run is numbered and the notes are color-coded to match the runs shown. The run info includes, date and time,the weather conditions (temperature, barometric pressure, humidity), the SAE correction factor, peak h.p. and torque, and modifications made. On all the graphs there is a black line running from top to bottom. This is a cursor that i can position at any spot on the graph. It is very usefull in showing power differences at any rpm i choose as sometimes there are gains (or losses) that are differerent from the peak figures. The power and torque is displayed where the line crosses a run line and the rpm chosen is at the bottom. We also always perform 2 runs to further add to testing consistancy.
Graph of above dyno runs...
The next mod was to install a K&N filter. The stock filter has alot of surface area, but the anti-backfire screen adds restriction. Removing that screen on most skoots yields a slight power increase, but on this skoot i chose to install the K&N. The follow up runs would also give me a deffinate coolant temperature to use in further testing since i was going to perform 2 sets of runs at different coolant temps.
Th first runs were done with coolant temps bout 3/4, the next 2 at 1/2 way. The same power loss at 3/4 was noted, so all future dyno testing was done with the coolant temp just under the 1/2 way point before the first run.
Graph of the above runs...
My next phase of testing was to address a concern i had of what i felt was a delay in the fly-by-wire system's ( aka "fbw" ) response in relation to what i was doing with the throttle. I examined throttle plate opening while twisting the throttle, what i saw was a noticeable delay. The opening of the plates did not match what my right hand was doing. My mod for this was to convert the stock throttle into a "quick turn" throttle. I machined a spacer that altered the diameter of the throttle tube where the cables ride. In observing the plate opening with the throttle mod, i could see the plates opening quicker and further. More importantly b4 this mod, we performed baseline runs at 1/2 throttle, then follow-up runs. My assumption was proven correct as the fbw system was now opening the plates more for each degree of throttle application. The difference in power at half throttle was huge, going from 32.14 to 46.91 and troque from 72.49 to 79.65 pnds!
Graph of the above runs...
I test rode the skoot to get my "seat-of-the-pants" feel for these mods. There was a slight increase in noise from the mufflers, but the most noticeable change was the low/part throttle reponse. There was a huge improvement in throttle response, especially when taking off from a dead stop. That was where i originally felt the lag in the reponse. Power was better everywhere so i was pleased with what we had accomplished.
When I installed the K&N filter i examined the intake system closely. Very well engineered to help this skoot meet noise and emmision levels. As some of you have found out, big air kits really wake up this engine. I really liked the looks of the stock air boxes, so with having a machine shop right here in my shop, i decided to embark on modifying the intake. Now up to this point the best peak power was 72.44 h.p. and 93.67 pnds torque. I removed the right side air box lid exposing the throttle bodies and performed dyno runs to see what the engine's response would be. Boy oh boy did it like the extra air!! Peak power went up to 78.59 h.p. with 94.45 pnds torque. There was no change in power below 2500 rpm, from there the power increased. At 4500 rpm there was an 8.46 h.p. and a 9.85 pnd torque increase! This thing wants some air!!
Phase 2 to follow...