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Discussion Starter #1
I finally had time to alter a previous mod i did to the skoot awhile back, a heat shield to keep hot air from the air filter area.

Here is the link to that mod....

http://www.vulcanforums.com/forums/showthread.php?t=25924&highlight=ain't+pretty

There were pros and cons to this mod. Although it did help keep hot air from the intake, it also reduced the amount of air blowing into that intake area, and did cause the engine to run hotter in lower speed traffic. I was using the fan switch far too often. This week i decided to re-evaluate the path i wanted to take to improve on the latest mod.

The idea was a combination of re-locating the heat shield to lessen it's affect on engine temps and to increase air flow/reduce air temp available to the intake.

I relocated the heat shield further forward, here is it's new position...



This helped improve air flow out of the radiator and around the engine and was a good compromise.

The next order was to increase air flow to the intake. I borrowed an idea Suzuki used on the TL1000R, they incorporated the ram air intake openings into the leading edge of the side cowlings. We studied the architecture of the body work and decided to cut an opening in the black plastic inner cowl, jut to the right of the radiator...



Another view...



And the view from the position of the air box...



And with a flashlite illuminating the passageway...



The piece of cowling cut away to un-obstruct the air flow...



Riding the skoot with these mods proved the relocation of the heat shield was a good compromise, but the biggest gain was in the huge increase in the amount of cool air available to the filter area. There was a slight gain in power and mpg.

One of the last mods made to the skoot was to fabricate and install a "reverse cone" end cap for the V&H 2-1 megaphone exhaust. The baffle supplied witht this pipe was so restrictive it made less power than my slip-ons, so i used a 2 1/2" core and modofied the baffle to accept that core. That brought the power equal to the slip-ons, but the low speed was just not right. Not enuff back pressure due to low exhaust velocity and the tuning affect of the whole exhaust. Sticking with the inadequate velocity/poor tuning affect I fabricated a "reverse cone" end cap which i attached to the end of the megaphone. I started out with a 2.2" hole diameter, felt the low rpm improvement but felt the engine choking at the higher rpm's. I increased the hole dia. to 2.4" and felt an overall improvement in performance. Nice fringe benefit is that the exhaust sound was decreased considerably, i liked that!!
With this cap in place tho the butt dyno and the mpg meter told me there was the severe necessity for re-mapping.

The cap...



And a better look inside the megaphone...



You can see the large diameter area inside the end of the megaphone, this area allowed the exhaust gasses to expand too quick with my large diameter short length baffle which droped exhaust velocity and decreased the scavenging affect. With the reverse cone end cap the exhaust gasses must "squeeze" thru the end cap after their expansion in that large area, increasing exhaust velocity and improving the scavenging affect of the exhaust.

SEE PAGE 2...
 

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Discussion Starter #2
Continuation...

The last mod was to re-map the skoot using a new PCV with ignition timing adjustability. I installed this new PCV and played with the ignition timing. Advancing the timing at the low rpm/low throttle position areas of the map proved benificial going by the butt dyno and the mpg meter, so i just neede to find the time to get my skoot back on the dyno.

That happened this week, starting with my previous fuel map and a "zero" ignition map, i found the a/f ratio to be so far off it was not funny! Rectifying this helped re-shape the power band, altering ignition timing added to the power improvements. EVERY single throttle position required extensive changes to achieve the proper a/f ratio. What i ended up with was a HUGE gain over the last dyno session.

Dyno chart for H.P....



Stock power was 64.97, Septembers session peaked at 84.49, and i now have 87.67! I have high-lighted the power at 4000 rpm, that's the black line and you can see the improvements there.

And for torque...



Stock was 79.39, Septembers session was 101.71, i now have 106.03, and look at the gains at 3000 rpm!!

I rode the skoot last nite and all i can say is...OH MY GOD!! The torque this thing now has is incredible, along with absolutely phenomenal throttle response. This thing now runs hard,and my gas mileage has increased to almost 50 mpg on the hi-way, dropping to 46.5 in traffic. The engine is silky smooth, it was such a surprise to ride a skoot which now has over 24,000 miles on it and it is better than it has ever been. EVER!!

All the time, labor,scratching my head and triAL and error has paid off and exceeded my expectations!! I did not want to stop riding last nite!!

I also had time to remap my Hayabusa this week as it now has a stock engine that had been running with the 196 H.P. map, it responded well and is making 169 H.P. It's nice that i finally found the time to take care of my skoots, the "shoe maker's kids now have new shoes"!!

RACNRAY
 

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That happened this week, starting with my previous fuel map and a "zero" ignition map, i found the a/f ratio to be so far off it was not funny! Rectifying this helped re-shape the power band, altering ignition timing added to the power improvements. EVERY single throttle position required extensive changes to achieve the proper a/f ratio. What i ended up with was a HUGE gain over the last dyno session.
RACNRAY
So what did you end up doing to your ignition map? I sent you an e-mail with my two maps to show you what I did. But I have no idea what the a/f ratio is.
 

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Discussion Starter #4
RnR, that dyno map is impressive. It looks similar to the stok v2k map. Lots of low end power very useful for everyday riding. Helps keep yor wrist from twist and improved mpg is the bennies. all this and a smooth running square motor to boot!
What did you have to do to the map to bring all this hidden power out of that motor? More fuel? More air? Advance timing?
YES...the new found added power and torque is really nice. My g/f and I went out for a ride Sat nite, that extra torque was really appreciated, and with the extra weight and some stop n go traffic the mpg stayed above 46!!

The gains in power from the blue run to the red run is typical for a Vulcan, the big air kit, good exhaust and proper tuning is responsible for those gains.

The mods i performed between the red and green runs are...eliminating the intake vacuum leaks, relocating the air temp sensor, my heat shield and fresh air system and the reverse-cone end cap on the pipe.

During the dyno tuning i found there had been a HUGE change in the a/f ratio from september's dyno session. While all of the above mentioned mods all combine to produce the gains seen, adding the reverse cone end cap i feel was responsible for altering the engine's a/f requirements and increasing the engine's potential to make more and better power. The huge changes in the a/f ratio were going of course the WRONG way! B4 the end cap no matter what i did with the PCV i could never get the performance results i should of had, and that is what got me thinking about the exhaust baffle mod i had done and the loss of exhaust velocity. The only thing a PCV can do is to allow the alteration of the fuel injection to achieve whatever a/f ratio is desired, it cannot make up for a flaw in the design of an exhaust or intake system.

This thing is so responsive and torquey that i am shifting from first to third and from third to fifth skipping the gears in between, and can get into 6th gear at about 40 mph in normal driving. Even accelerating hard getting on a hi-way on ramp i can run it up to 4000rpm, skip a gear and there is no hesitation going up 2 gears, it just pulls hard. This thing is gonna make me lazy!!

Neat thing is the fresh air intake is not outwardly visibly noticeable, and brings so much fresh cool air to the intake AND to the engine itself and ME TOO!!

RACNRAY
 

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Discussion Starter #5
So what did you end up doing to your ignition map? I sent you an e-mail with my two maps to show you what I did. But I have no idea what the a/f ratio is.
DAVID...I did not get that email. One thing i COULD NOT do was to be able to add that 4dg of advance in the higher throttle position ranges. We had spoke previously about the differences in advertised timing figures between your skoot and mine, yours having 8 dg less full advance than mine, so it does make sense those advance nmbrs were in the maps if those maps were developed on an earlier model like yours.

Please re-send the email with your maps.

RACNRAY
 

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DAVID...I did not get that email. One thing i COULD NOT do was to be able to add that 4dg of advance in the higher throttle position ranges. We had spoke previously about the differences in advertised timing figures between your skoot and mine, yours having 8 dg less full advance than mine, so it does make sense those advance nmbrs were in the maps if those maps were developed on an earlier model like yours.

Please re-send the email with your maps.

RACNRAY
OK I resent it. This address is correct right?
[email protected]
 

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Ray looking at our bikes is there a way to utilise the fake vents in the fairing to route air either to each side of the motor or to the top of the motor? I know in the winter it would suck but just looks like there should be a way to bring air in with cutting up the fairing. Just a thought.
 

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Discussion Starter #8
Ray looking at our bikes is there a way to utilise the fake vents in the fairing to route air either to each side of the motor or to the top of the motor? I know in the winter it would suck but just looks like there should be a way to bring air in with cutting up the fairing. Just a thought.
Due to the front fairing being completely sealed air exit holes would still have to be cut. On top of that some ducting of that air with tubing/hoses would have to be fabricated. It could be done. The location of those vents are in the perfect spot to get pressurized air, with appropriate ductwork (meaning HUGE volume ductwork) it may even provide a slight "ram air" effect if routed to the intake system that had the stock inet sealed.

I have the running light kit installed or else i would have done just this!!:eek:

I made a ram-air system on a couple of late 90's CBR900RR's with stock motors that flat out spanked the competition, and ran so hard on the top end that everyone thought we had built motors!

RACNRAY
 

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It's amazing the difference in your results from stock. Since the manufactures "lean" it out for EPA, do you beleive there is a huge difference in emissions from a stock bike?
 

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Discussion Starter #10
It's amazing the difference in your results from stock. Since the manufactures "lean" it out for EPA, do you beleive there is a huge difference in emissions from a stock bike?
Emmissions testing is performed at low throttle/rpm areas and does not affect the power an engine makes outside of those areas.

Where the stock bikes are really restricted as to power levels is in meeting noise standards. Decibel meters listen to noise, and noise can come from the drive train, engine clatter, and of course sounds coming from the
intake and exhaust systems. Our big V-twins make alot of intake noise and would NEVER meet sound limits if some type of BAK was factory installed, and of course same for the exhaust.

As to the level of emmisions my skoot produces compared to stock i would hope less, i consisantly get better mpg than i did stock and i hope that translates into less bad stuff going out into the atmosphere.

RACNRAY
 

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Discussion Starter #11
Update

I have put about 800 miles on the skoot since this last dyno session. I am gettin real spoiled with the new found power, but what is nice is that every tank of fuel has averaged at least 46.5 mpg! I know this is not accurate, but it is much better than what i was getting which was about 42 mpg.

Things i have noticed...the cruise control works much smoother. Since the engine accelerates much better I don't feel the c/c having to open the throttles so much as I travel on the hi-way. We have an overpass seems just about every mile down here and the skoot used to require quite a bit of increase in throttle opening to climb the overpasses. Long stints on the hi-way would see the mpg drop due to the constant climbing, the mpg would never recover on the down sides of the overpasses due to another climb coming right after.

In may areas of the rpm/throttle range the engine was running EXTREMELY lean due to all of the changes made since the last dyno session in September, and those areas really had a negative affect on diveability, power and fuel mileage.

RACNRAY
 

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Discussion Starter #12
Absolutely filthy air filter

Over the last few months I have noticed a drop in power and mpg. The throttle response was not as crisp as it used to be. These were subtle changes and it got to the point where I knew something was amiss. HMMM, what's goin on here?

I decided to take a look at the air filter. I popped the a/b cover off and could see some debris trapped in the pleats at the front of the filter, so off it came for inspection. A closer visual inspection revealed a very dirty filter, so I performed our cleaning procedure.

Here is where I realized how affective my fresh air system was in getting more air to the filter. The amount of dirt that came out of that filter kinda surprised me. Thru the years my shop has specialized in sport bikes and most have ram-air induction intakes. Those skoots require more frequent air filter servicing as the intakes take in air from the front of the skoot. All the stuff being kicked up by the vehicles in front will be taken into the intake openings and contaminate the filter.

Well I don't have a ram air system but this fresh air system really does help out on the road as it displaces the hot air coming off of the engine that would normally be feeding into my BAK by delivering outside air to the intake.
I'll just have to service the filter more often. Included in that air is dirt!!

BTW, with the filter cleaned the seat of the pants dyno tells me this thing is back to what it was and the mpg has improved. I will get some longer rides this weekend to form a better analysis.

RACNRAY
 

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Had the same symptoms on the wife's car. MPG gradually declined from high 20s when she bought it to low 20s. Was thinking the engine was getting worn out (200k miles) but a change of the DIRTY air filter brought it back to where it was supposed to be.

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