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DannoXYZ last won the day on November 15

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About DannoXYZ

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    Mesa, AZ
  • In My Garage:
    CB125T Ninja EX250F EX250J CBR250R-MC19 CBR250RR-MC22 NSR350 VF500F CBR600RR VFR750F

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  1. Ferry to S.F. was U$18,50 one-way. I got monthly pass for U$335. Ends up about same as commuting - $6 bridge toll across Bay Bridge or Golden Gate Bridge - $5 bridge toll back to North Bay - $10 petrol/car-maintenace Ferry is more relaxing, has food, and has nice views along way. Richmond-San Rafael bridge Bay Bridge to Oakland Two Brothers islands
  2. Speaking of ferries... I used to take one to S.F. for work... about 60-minutes. Much better than 2.5-hr commute by car.
  3. Which RR did you get? Shunt or series circuit? One of problems with 5/6th-gen engines is there's not enough oil flow across stator to keep it cool. That's why you had failed original one. Compounding this issue is shunt RR circuits (original SCR and new MOSFET) will drive stator at 100% full-time. Some of power will go to driving lights, ECU, accessories, etc. But remainder of stator capacity will be dumped to ground. MOSFET may be more efficient at converting more of stator's power for available use, but it still drives stator @ 100% and will eventually fry it. 1. Test stator again, it may have failed due to overheating 2. replace RR with series unit SH775 or SH847 which only sucks enough power from stator to meet current electrical needs. They run much cooler as result, can touch RR after ride and it won't fry you like previous shunt design. Meaning, stator is also similarly cooler.
  4. Yeah, symptoms of problem is warped disc. But actual cause... we'll see...
  5. Leave 'noid-light connected to injector-harness. Does it blink when bike has "no start" condition? Look in manual for SV adjustment. There is a stopper that determines their almost-closed setting. They should allow a little bit of air through. All valves should be synced at that position. The fluctuating idle vacuum would seem to indicate someone sort of vacuum-leak in manifold.
  6. Regardless of which piggyback you get, wideband O2 is cheaper and more capable now than ever. Best unit on market is TechEdge.com.au with full digital interfaces (all other products on market may have digital readout on display, but controller actually just sends analogue voltage signal to it. Display is just voltmeter). I just picked up my 2nd unit from them, a DIY 2Y system with built-in display and on-board datalogging. Can record AFR, RPM, TPS, speed, etc. for 20-minutes. Then dump to computer to draw pretty graphs and analyse. Way, way more capable and more accurate than anything else on market for about U$250. :)
  7. Vacuum has direct relation to fuel-pressure in fuel-rail and resultant AFR. By maintaining fixed pressure-differential between injector inlet to outlet regardless of load-conditions (intake-manifold vacuum), it's much, much easier to calculate required injector duty-cycle. A 4-ms pulsewidth injects exactly same amount of petrol regardless if engine is at idle or WOT. 1. native FPR pressure is 2.5-bar, 36psi. However, very rarely would this pressure ever be present in fuel-rail. 2. under actual operating conditions, such as at idle, rail pressure would be 2.5-bar (36psi) - 20in.Hg (-10psi) or about 26psi at idle. This is true test of FPR, If it doesn't reduce pressure properly to 26psi, then engine will get loaded up with too-rich mixture and eventually die. So now we have useful indicator of idle vacuum, clearly something is wrong. Not sure why it's fluctuating so wildly, it's clue of some sort. This would also detrimentally affect MAP-sensor as it would see huge variation in output voltage. While MAP-sensor always has higher variations at idle and smooths out at higher-RPMs, it's usually not this wild! Look for cracked lines and Ts in system. Especially going to MAP-sensor. You really want stable vacuum-signal of 20-22in.Hg at idle. I suggest putting original FPR back in so we don't have additional possible errors introduced into system. Next measure fuel-rail pressure at idle under 2 conditions: 1. FPR vacuum-hose disconnected and plugged. What is pressure in fuel-rail up to point engine dies? 2. FPR vacuum-hose connected. What is pressure in fuel-rail up to point engine dies? 3. is time to engine dying different with hose disconnected or connected? 4. disconnect all sensors, key ON, measure 5v sensor reference voltage at ECM connector. What is this voltage? More data from un-molested system will be valuable in narrowing down what actual problem may be.
  8. Colour shows thickness of oxide layer is 1/2-wavelength. So blue ends up being 235-nanometers thick! Nothing to worry about taking that little off. 🙂
  9. "FOR IMMEDIATE RELEASE - Lost Honda warehouse found with numerous unopened crates of VFR750R models! Get your orders in today!!!"
  10. Thanks guys! 👋 Having almost been run off-road many times due to encountering glaring lights mid-turn from HID or LED bulbs installed in reflector housings, I certainly don't want to do that to anyone else! 🙂
  11. Common 304ss isn't as ductile as 1020/1022 mild-steel which is what most muffler shops deal with. Best to pre-heat pipe with oxy-acetylene torch before expanding... about 450-500C. In between stress-relieving to annealing temps. Especially if it was orginally made from seamed tubing. Need to keep heating during expansion because it will work-harden. Due to higher amount of springback, you'll want to measure as it's expanding and account for this. Do in single pass. More than one cycle with test-fit will most likely cause crack.
  12. Not really apples-to-apples comparison. Cruising down freeway, engine's only generating 18bhp to maintain speed. On track @ WOT, that 600's hitting chain with 120bhp! Sprockets & chains has improved tremendously in past couple decades since these bikes were new. Metallurgy and lubrication technologies are so much better, modern 520 is probably way ahead of 530 stuff back then. I get 20K-miles from 520 set-up without any problems.
  13. ECM would fail due to low-voltage well before injectors, which are current-driven. As long as you have enough voltage to generate sufficient current to activate solenoid, they'll work. Threshold's around 9v or so. Yeah, fuel-system cleaner with healthy dose of PEA does wonders. These have enough to be worthwhile: - Red Line SI-1 - Techron Concentrate Plus - Gumout All-in-One - 3M Max Strength Fuel System Cleaner #08814 - Royal Purple Max Atomizer 18000 I'm still betting on vacuum leak.
  14. Uhh, all sensors share common regulated 5v power-source from ECM. Same with all coils and injectors sharing one common power line directly from battery... Not sure how any kind of triage can occur...
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