sa1713

Doink! I forgot to mention Coderighter used the old vacuum hose system that connected to the EVAP system. In that system there already was a 4 into 1 T. If you don't have that, I obtained a 4 into 1 from a 6th gen and will use that to tie into the vacuum switch.

Coderighter dumped his EVAP system and ran that vacuum plumbing to the switch. The EVAP plumbing is a 4 into 1 with the 1 now being used to link to the switch. On my non-EVAP model, I'm going to unplug those four vacuum hoses that connect to the sides (2 each side) of the airbox, and T those into a 4 into 1. Then I'll run a hose from that to the switch.

I'm working on that option as we speak as I'm installing a PCV with Autotune on my 98. The PCV will work back to the 00-01 model years as a plug and play. Since the 98-99 don't have O2 sensors, I'm having a bung welded onto my header to accept the Bosch unit. The PCV's wire harness plugs into 98-09 without issue. I hope to have results witin a week or two.

More engine info. Got some pics of the tear down. The cylinder heads are a bit crispy with carbon, as you can see in the photo where he scraped the soot off. Those are the areas where the EBD will add material and "weld it shut". On the cyl that had the bad cam, a bit more carbon as the lobe had been worn to not allow full motion, capturing the burnt gases and not allowing them to escape. The work on the water pump was more than I first reported. He also milled down the cover to decrease the area. Decreasing the area allows less cavitation. Here is a shot of the Autotune sensor. I've located it here as it is the only place that won't foul the suspension linkage, and I can route the harness up and near the driver's peg holder. Coderighter and the boys down under have kept up with the PCV testing. Once I get the bung welded on, I too will jump into this. Coderighter was kind enough to assist with the vacuum switch I'll be using to turn the Autotune on and off depending on load/no load. I can't install the PCV yet as the bike is at the pipe dude for the custom up pipe/ Y to connect to the Laser cans. I hope to have it back mid next week.

To address the heat issue, why not just add some fuel when the engine temps hit a certain mark? That option is available to us no?

A bunch of mounting points with nothing on them (probably a good spot to put a Stebel or something actually... hmmm, next project maybe). Where exactly do you tap in the vacuum switch? I can't imagine Honda would completely redesign everything for non-EVAP markets, so where ever the vacuum source is, it's probably just plugged off (or still in use for anything else that taps into it). Coderighter and I determined the difference between the EVAP models and non is where the four injector hoses terminate. On non EVAP bikes they terminate on the sides of the airbox. EVAP bikes have those same hoses terminating into a 5 way T where one hose exits to an EVAP solenoid. Coderighter removed all of his EVAP system (including the solenoid) and used the vacuum hose exiting the 5 way as the vacuum source for his vacuum switch. This switch turns Autotune on/off depending on accel/decel. On my 5th gen non EVAP model, I sourced a 5 way T and some vacuum hose from a member and I'll plumb that to the vacuum switch to work the same as Coderighter's.

Other than the additional O2 option, will these upgrades change your/our setup?

I'm checking with the EBD to see if the cams can be worked as well. On another note regarding the PC V for my 98 non Cali model. Coderighter installed a PC V on his 6th gen and also has the Autotune. He has mapped by gear/speed, temp, and has a vacuum switch for turning the Autotune off/on during accel and decel. We've discovered that the 5th gen wire harness matches along years so I can tap into it for the map by gear/speed and engine temp without issue. The vacuum switch was another story. Coderighter removed his EVAP canister and solenoid and used the vacuum hose to tap into the four vacuum hoses connected to the injectors. On my bike, no such thing, the four hoses die at the airbox and never join each other. So, I'll find a 4 into 1 connector, add a length of hose and drop a vacuum switch onto that. This will solve my vacuum source hunt. Many thanks to Coderighter for diagnosing my situation. More as I get it.

Larry, Thank you for the air box post. Very educational. With the porting, polishing and dome work, along with the larger diameter header (38mm v OEM 36mm), do you think a larger intake would be beneficial? Coderighter and I have PM'd each other to death regarding retro fitting the PC V to the non evap canister model years. Speed and temp mapping is a snap. What I need to do is find a vacuum source to run a switch from in order to turn the Autotune off/on based upon accel/decel. Keep chiming in please. All info is very welcomed. More as I get it.

PC V with Autotune arrived this week. I've looked at the installation instructions and they look straight forward. Coderighter is digging into some more techical aspects but we believe that the map by speed/gear and temp as well as the vacuum shut off will be the same for the 5th gen as his 6th. I have a spare 5th gen wire harness that I'm using to locate all of the connections. If they are actually located where I think I've found them then it won't be too hard to install. And if all this is not enough, I'm almost finished with the underseat exhaust project. I installed the AL tray on a spare subframe and i'll install that sometime this weekend. More as I get it.