Dan M

Do you have a custom map or off the shelf? If all tune up adjustments are proper I'd suggest going back to the scene of the crime. The new exhaust will make it breath easier which means lean. Seems to indicate the PC3 map is too rich if things changed with that mod. There are quite a few off the shelf maps available here. You may want to try something different. You can always go back.

We can only hope. I know we've covered this ground before but at least a slight evolution of the V11 is in order. It is a 9 year old model after all. Doesn't seem too unreasonable to want 10% more power and 10% less weight. Does it?

...and I still don't have my cush drive adapter. I did find out today that it "should be on the pallet" with the rest of his shipment so evidently it shipped in time to escape the flames. Let's see, ordered wheels 01st of February. Received wheels (less cush drive) 27th of March. Seven phone calls to Yoyodyne from then until now. Hopefully I'll see it before the new 170 Diablo in my office dry rots...

I agree too. This seems to be more of an issue on heavier bikes. I had a Valkyrie that did it and my RT shows it to some degree. The V11, not so bad. I think low tire pressure will contribute to this problem. I inadvertently rode more than 200 miles on the RT with a close to new Metzler Z6 with less than 30psi in it. Not long after I noticed that off center wear. The tire had only about 1500 to 2000 miles at the time. Those of us who live in the "plain" states with more straight line riding probably see this more.

I've never seen them. My '02 only has damping adjusters. Would be nice though...

Greg, Have you quizzed the owners of the bikes with worn cams as to what oil they were using? Is there a pattern?

I ask the same question when renewal time comes around and then just renew all of them anyway. Motorcyclist is the one that is usually on the fence for me.

Pretty typical for them to look like that after failure. Sealed bearings have a relatively small abount of grease to begin with. Once it failed the lube that was there burned off. It was probably going for awhile but the motor noise covered it up. Once the balls started to fall out he noticed the shakey handling. That piece of metal was part of the bearing like Tom said. Not the seal but the cage that holds the balls in place.

"Rider" is good for this.

This is terrible. I enjoyed his posts. Condolences to family and friends.

Quite interesting Jens. There was quite a bit of worry here in the 80s when lead was eliminated. Many companies did and still do sell a lead substitute additive (snake oil maybe?) for older engines. My experience using unleaded fuel in older engines is limited but I've never had or witnessed any trouble doing it.

Note for Tomcat. Leave the regulator disconnected. Do you see what you started?

Thanks for the links Emry. This one especially: http://apps.bosch.com.au/motorsport/downlo...chtip0505_1.pdf Seems to agree with what I have been failing to get across. Ryland, I did not say load goes down when RPM goes up. I said load goes down when power output goes up. Load is calculated as a percentage. An engine making more horsepower under the same conditions experiences less percentage of load. This is how the ECU looks at the data. The ECU's absolute pressure sensor is not connect to the engine's vacuum. Hence it is merely a baro sensor to compensate for barometric pressure. Not a "manifold absolute pressure" sensor. I don't know if it adjusts on the fly but usually in less sophisticated systems they sample baro then the key is cycled on and sets the value for that run. This approach can hamper operation if one were to start the engine at sea level and climb elevation. Later systems adjust on the fly, I just don't know if our ECU does. As I've been saying from the beginning, it is all about accuracy. Without knowing load it is simply not very accurate. I'm glad at least Emry agrees.

You said it. The model cannot compensate for the variables. Air density changes power output for a specific throttle opening. Hence changes load. The system that does not sense vacuum or air flow cannot compensate, that is why is is not accurate! Here's a test for you. Run an engine at a set throttle opening on a hot, dry day with a vacuum gauge hooked up. Mist cold atomized water in front of the air intake. Watch vacuum gauge. The change is small but the vacuum rises as does RPM because the power output of the engine also rises. What happens when power goes up? Load goes down. Same throttle opening. A fixed fuel model cannot know this or compensate. Funny how these two different sites refer to each of these as load sensors. Don't you think? http://www.kemparts.com/TechTalk/tt06.asp http://autorepair.about.com/cs/generalinfo/l/bldef_495.htm Bottom line is I think we all know how this stuff is measured and works. I think we are at odds on the terms we are using. Hint: Never say dampen around here.

This is correct. Except the fuel arrives but it is not under any pressure until the regulator restricts it's flow to create pressure. Otherwise it would just flow back to the tank unrestricted under very low pressure. It does vary pressure with vacuum as so much has been written about in above posts (please read the text). It just has 2 values that it varies between. It is not constantly variable. Everyone that I have ever tested since they have been common on cars (20+ years) has had 2 pressure values. With vacuum applied and without.

That is exactly what I did say. Try reading post #43

Hey Jason, I made the same inquiry with MG cycle about a year ago and got the same response. Looks like they still catalog them but no longer sell them. Good luck finding one.

Hey Ratch, Are you sure about this? I've been selling Spectro for about 15 years. I do not buy MC oil in bulk as I don't do enough volume. I only stock liters and 4 liter bottles. On some old stock (two label changes ago) there is no rating, it only states that it exceeds all manufacturer's standards.... On the current bottles (both single liters and 4 liter) it states that it meets API SF/SG and JASO MA quality requirements for the Golden Spectro. In the product guides all the part numbers for a particular line have the same part code other than a prefix for the container size be it liter, 4 liter or 55 gallon. Do you think they make a separate, different blend for the barrels? Why manufacture double products? Yikes! Is this turning into an oil thread?!?!?!? Edit: I'm thinking the bulk is not labled because it is not a direct to the consumer item. I sell buy Valvoline in bulk, it is only labled as to the grade. Their bulk gear lube however does have quality ratings.

Nice Job Gavo.

Thank you Emry! Dave, I actually did the testing and offered the data. As you said there were many assumptions in prior posts. I do this sort of testing every day. The reason I jumped in to this discussion was to offer solid data collected by actual testing not assumptions or conjecture. I don't know what more proof is needed. I have no authority here, I'm just presenting facts as I've found them. I just wonder why you accept all of the assumptions as gospel but then try as you will to poke holes in results from actual testing. EDIT: Raz, check this out (read the first sentence please) http://www.kemparts.com/TechTalk/tt06.asp more stuff here: http://autorepair.about.com/cs/generalinfo/l/bldef_495.htm Why is everybody measuring load???

How would it know if the pulse-width on the previous revolution was right? It is not about needing different A/F ratios under different loads, it's about maintaining proper A/F ratio under different loads. The correct amount of fuel requires the knowledge of the amount of air. Load limits the speed at which the engine accelerates. That speed of acceleration governs how much air can be pumped in. To be accurate, fuel has to be matched to air flow. This was the beauty of carburetors, load (vacuum / airflow past the venturi) governed how much fuel was drawn into the intake. While fuel injection is far more precise, it needs to know airflow to get it right. As I've said, our bikes do it without knowing load. The value (compensated for by temperature) is governed by RPM and TP alone. It is just not accurate. This is why there are so many of us using PC3s or other devices to modify our fueling. If we had a system that considered load and to take it a step further, an O2 sensor to monitor what was coming out for further fine tuning, no one would need a PC3. The mix would be right at all times.

Again, sorry to all who find reading through all of this minutiae boring or a waste of time. Ryland is bringing up valid points and I feel like giving him valid answers is what a technical discussion board is all about. I do after all have some qualifications even if Dave doesn't believe me.

You are missing something. Other than the threshold for overcoming the regulator spring, fluctuations in manifold vacuum have no effect on the pressure in the fuel lines. The regulator is just using vacuum to mechanically switch the regulator. Think of it as a regulator with a manual lever to throw to switch from low pressure to high. the "lever" that is getting thrown is the vacuum diaphragm. The regulator can be considered as on or off. "On" with vacuum applied allowing fuel to pass back to the tank at a lower pressure than "off". The fuel pressure is in the fuel circuit (pump, lines, injectors, and finally regulator) atmospheric pressure and manifold vacuum do not alter it. The regulator is the last component in the circuit, it blocks the flow back to the tank causing pressure in the system. When vacuum is applied to the port, it overcomes one of the springs via the diaphragm and allows fuel to pass more easily back to the tank reducing pressure. It only has two values, with or without vacuum applied, high or low, if you will. If there was a mechanical switch instead of a vacuum diaphragm there still would only be two values, how hard you pushed the switch would have no effect. When you apply vacuum, nothing changes until you get to the threshold when the vacuum overcomes the spring. Then the change is made and it remains that way until sufficient vacuum is released for the spring to relax. Whew. Pretty redundant here. Sorry if I beat the shit out of this topic.

One more thing. There seems to be some confusion about the relationship between vacuum and fuel pressure. There is none. Vacuum is just used to trigger a regulator at a specific value. Fuel pressure is governed by the regulator at two preset values. Let's say for the sake of agrument that the regulator applies at 15"Hg. and the fuel pressure spec is 35psi with the regulator applied and 40psi with it not applied. Vacuum is just the switching device. If the engine is producing less than 15" vacuum the fuel pressure in this model will be 40psi. If the engine is producing more than 15" vacuum the fuel pressure will be 35psi. The idea is high load = low vacuum ~ low load = high vacuum. This is why vacuum is a handy means of actuation. Make sense?