| Author | Message | ||
     Terrys1980 |
I've started noticing a hole when accelerating and passing 7k rpm. I thought the denoid would fix the issue but it didn't. I have exhaust tips and ecm installed. Anyone else experiencing this? | ||
| Davegess |
Who's ECM and tips? Far these the EBR ones? Not the I can help  just curious. | ||
| Ebrfan |
My bike is stock at this point, but from what I understand the showerheads start working around 8,000 rpms in stock programming. There is a noticeable growth in the bike's power at this point. The race tips programming may be different with respect to when the showerheads come on and this may be where your problem is. | ||
| Terrys1980 |
IDS ECM and Dean's tips. Not sure if the shower heads make that much difference in power and that the shower heads aren't doing much besides preventing the need for a larger lower injector. | ||
| Froggy |
I'm running the same setup on my SX, I can't say I've noticed a hole like you mentioned. I never really looked into dyno comparisons, but I've read that doing the setup without the secondary pipe will reduce power. | ||
| Snacktoast |
I've read that doing the setup without the secondary pipe will reduce power. Whoever wrote/typed that doesn't know what they're talking about, or isn't telling the complete story. The secondary removed, when accompanied with a matching tune, makes a few more HP up top than a completely stock setup. There is an ever so slight dip in the midrange as a result, but we're talking 3-4 FtLbs compared to stock, so not what the OP is experiencing. You won't feel that on the butt dyno. | ||
| Terrys1980 |
Just to give you an idea of what it felt like the first time it happened I thought I was hitting the rev limiter. | ||
| Snacktoast |
I think a few of you might be misunderstanding the use and purpose of the shower head injectors. These are used in fuel systems as a supplementary injector to the primary (in this case, port) injector. Their purpose is to supply fuel in high RPM/load conditions where there is more demand than the primary injector can supply. It is positioned further away from the port than the primary injector to provide extra vaporization time. At the same time, it allows the fuel to be exposed the intake flow, which is turbulent. This cools the air flow considerably, resulting in a denser intake charge that usually will generate more power. | ||
| Ebrfan |
There is no mistake here as to what the showerheads purpose is. And if they are not coming on at the correct time, like when the port injectors can't keep up with throttle demand, the mixture would lean out (causing a feeling of a hole in power) until the showerheads kick in and correct the mixture and bring on the power. You can send your ecm to IDS and they will look at your ecm mapping to see if there is an issue with it. | ||
| Terrys1980 |
I don't run it WTFO and they are likely coming on at pretty much WOT. This is just accelerating in 2nd gear from 50 mph from about 5500-6000 rpm. I'll get some riding in tomorrow to try and pinpoint it a little better. Time to stop messing around and get a real exhaust and PC5. Anyone want to buy tips and ECM? | ||
| Noone1569 |
I've got a pc5 for the 1190s I'd sell for 150$ | ||
| Stevel |
Without accurate exhaust data from a wide band lambda sensor, anything here is a guess. That said, it is likely a lean out condition occurring. At 7000 rpm, the engine is coming into its center tune speed. This is where all the pipe lengths (intake & exhaust) are the most efficient causing the engine to be over scavenged. This is normal, but is normally compensated for by increasing additional fuel to compensate. It is a common misconception that exhaust back pressure is bad. It is not necessarily. It is essential to both power and efficiency. It is important to understand that an ICE is a system and that changes on one end must be optimized with changes at the other end. Consider this as a lesson learned. | ||
| Dannybuell |
an ICE? In Circuit Emulator? PC5? | ||
| Terrys1980 |
Internal combustion engine and Power Commander 5 | ||
| Mackja |
One issue the early bikes had was the fuel vent opening on the tank was manufactured with to large a vent hole letting to much air flow into the engine causing a lean condition. EBR sent me a vent line insert with a smaller whole, after the company went down I had the same issue with my sx, I made an inserts out of a treaded hex head plug drilled the center 1/16th inch and placed one on each vent hose, fuel tank side and one in the air box side vent line, problem solved. | ||
| Froggy |
I had my SX out yesterday and tried accelerating WOT in second gear for a highway merge. I had the traction control on level 6, the TC did kick in somewhere around 6 or 7k RPMs and did bog it down for a little bit before letting the bike take off again. I didn't get a chance to try it again with the traction control totally off, but made me wonder if that is possibly the issue in your case? | ||
| Terrys1980 |
Mackja - good Info, I'll have to look into that when I get back home in a couple weeks. Froggy - traction control is always off  | ||
| M1combat |
More info please Mackja... | ||
| Snacktoast |
I think the condition that Mackja describes was due to a vent opening on the airbox tray for the charcoal canister that was manufactured too large by the vendor. Not every bike was affected, but the typical symptoms were a bog that wasn't always present. It also would show up on a hot restart. If your bike is hard to restart when hot (think stopping for fuel, then trying to leave the gas station) then it might be affected. The fix offered was a limiter "jet" that was inserted into a hose to control the amount of purge. Traction control can absolutely limit the acceleration rate as well. If you're experiencing this, the first recommendation would be to turn off the TC and see if the condition improved. If it does, dial back your TC setting and see if it's acceptable. | ||
| Mackja |
Snacktoast that is correct, both my bike would have a lean condition that would cause he engine to buck and shudder most noticeably in 3rd gear around 4500rpm, when I installed the EBR exhaust tip kit the issue remained but at a higher rpm. By reducing the air flow in the vent system managed to solve that problem. I was able to get one air jet from EBR before the shut down, after that I just made my own. | ||
| Pmjolly |
Mackja, could you show a picture or provide dimensions for what is needed to do this? I want to look into this on mine. | ||
| Mackja |
I used two of these, drilled a 1/16th hole and placed then in the vent hoses, one on the tank vent hose outside the airbox, and one in the vent hose airbox side.  | ||
| Pmjolly |
Thank you, sir! | ||
| Snacktoast |
Pmjolly, do you know which hose the "jet" gets installed into? If not, let Mackja or myself know. | ||
| Pmjolly |
I'm not exactly sure. I wont have time to mess with it until weekend after next. I imagine I can figure out where the tank vents. | ||
| Snacktoast |
It's kind of a "J" shaped hose goes from the airbox base to the fuel tank vent on the frame - right side, forward portion of airbox base, right up top. |
