PCIII Accelerator Pump feature
#1
03-02-2007, 03:20 PM
PCIII Accelerator Pump feature
When I ordered my PCIII from Fuelmoto I mistakenly told Jamie I had 8 degree injectors based on my build date. When I found out the dealer had switched the injectors on my 06 bike before I bought it, I got a new map from Jamie and installed it for the 25 degree injectors. Bike started great and ran fine but had a bad hesitation for a second if I snapped the throttle.
Since the hesitation seemed exactly like what I had experienced before on a carbed bike, I reckoned installing the accelerator pump feature onto the PCIII might help. It did. Seems to have totally eliminated the hesitation...
I am only throwing this out in case anyone was wondering about the accelerator pump feature. I need to ride some more to determine the impact on mileage tho, but it really helped rideability...
FYI my bike starts at the beginning of the 2nd revolution of the motor - which to me is FINE and I do not consider that to be an issue...
Since the hesitation seemed exactly like what I had experienced before on a carbed bike, I reckoned installing the accelerator pump feature onto the PCIII might help. It did. Seems to have totally eliminated the hesitation...
I am only throwing this out in case anyone was wondering about the accelerator pump feature. I need to ride some more to determine the impact on mileage tho, but it really helped rideability...
FYI my bike starts at the beginning of the 2nd revolution of the motor - which to me is FINE and I do not consider that to be an issue...
#3
03-02-2007, 09:25 PM
RE: PCIII Accelerator Pump feature
ORIGINAL: steveh326
When I ordered my PCIII from Fuelmoto I mistakenly told Jamie I had 8 degree injectors based on my build date. When I found out the dealer had switched the injectors on my 06 bike before I bought it, I got a new map from Jamie and installed it for the 25 degree injectors. Bike started great and ran fine but had a bad hesitation for a second if I snapped the throttle.
Since the hesitation seemed exactly like what I had experienced before on a carbed bike, I reckoned installing the accelerator pump feature onto the PCIII might help. It did. Seems to have totally eliminated the hesitation...
I am only throwing this out in case anyone was wondering about the accelerator pump feature. I need to ride some more to determine the impact on mileage tho, but it really helped rideability...
FYI my bike starts at the beginning of the 2nd revolution of the motor - which to me is FINE and I do not consider that to be an issue...
When I ordered my PCIII from Fuelmoto I mistakenly told Jamie I had 8 degree injectors based on my build date. When I found out the dealer had switched the injectors on my 06 bike before I bought it, I got a new map from Jamie and installed it for the 25 degree injectors. Bike started great and ran fine but had a bad hesitation for a second if I snapped the throttle.
Since the hesitation seemed exactly like what I had experienced before on a carbed bike, I reckoned installing the accelerator pump feature onto the PCIII might help. It did. Seems to have totally eliminated the hesitation...
I am only throwing this out in case anyone was wondering about the accelerator pump feature. I need to ride some more to determine the impact on mileage tho, but it really helped rideability...
FYI my bike starts at the beginning of the 2nd revolution of the motor - which to me is FINE and I do not consider that to be an issue...
#4
03-02-2007, 09:45 PM
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RE: PCIII Accelerator Pump feature
ORIGINAL: steveh326
I reckoned installing the accelerator pump feature onto the PCIII might help. It did. Seems to have totally eliminated the hesitation...
Just wondering what settings you used for the ACC Pump? Jamie suggested Sensitivity =50, Fuel =10, Rev =20
How does that compair to what you used?
Ride Safe,
Mike
#5
03-03-2007, 11:13 AM
#6
03-03-2007, 11:17 AM
RE: PCIII Accelerator Pump feature
it only makes sense that mileage will suffer - all the accel pump does is add more fuel when you twist the wick...
since thew accel pump only really kicks in when you snap the throtle, I figure if I can control my right hand (yeah right...lol) it may not be too bad, otherwise, its easy enuf to disable the feature.
since thew accel pump only really kicks in when you snap the throtle, I figure if I can control my right hand (yeah right...lol) it may not be too bad, otherwise, its easy enuf to disable the feature.
#7
03-03-2007, 12:29 PM
RE: PCIII Accelerator Pump feature
Interesting discussion. Why would the 25 degree injectors require a different map? The fuel volume delivered isn't changing, just the spray pattern, right? I haven't seen any maps on the dynajet site for different injector models...
I got 25 degree injectors last week at my 2,500 mile check-up. I reported some backfiring and they took care of me and replaced the injectors.
Jake
I got 25 degree injectors last week at my 2,500 mile check-up. I reported some backfiring and they took care of me and replaced the injectors.
Jake
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#8
03-04-2007, 12:25 AM
RE: PCIII Accelerator Pump feature
When we took my dads Ultra into the dealer for his 95" kit, and PCIII install they knew knothing about the accel pump feature...
I set it up using the 90, 15, 20 - then modified it according to feel - made a huge difference in performance.
Fuel effeciency has suffered a bit, but the performance gain was worth it.
I set it up using the 90, 15, 20 - then modified it according to feel - made a huge difference in performance.
Fuel effeciency has suffered a bit, but the performance gain was worth it.
#9
03-04-2007, 01:02 PM
Road Master
RE: PCIII Accelerator Pump feature
ORIGINAL: F117ewo
Interesting discussion. Why would the 25 degree injectors require a different map? The fuel volume delivered isn't changing, just the spray pattern, right? I haven't seen any maps on the dynajet site for different injector models...
I got 25 degree injectors last week at my 2,500 mile check-up. I reported some backfiring and them took care of me and replaced the injectors.
Jake
Interesting discussion. Why would the 25 degree injectors require a different map? The fuel volume delivered isn't changing, just the spray pattern, right? I haven't seen any maps on the dynajet site for different injector models...
I got 25 degree injectors last week at my 2,500 mile check-up. I reported some backfiring and them took care of me and replaced the injectors.
Jake
Fuel sponging is when the fuel sprayed from the injectoris absorbed into the soot and carbon buildups in the port and intake valve. When these parts are cold,injected fuel is absorbed bythe soot rather then going directly to the combustion chambercausing a lean condition, especially during throttle transitions. Then when these parts warm up the absorbedfuel is released causing an over rich condition.As the engine builds up more soot and as temps change, this condition can cause unpredictable results. Changing injector location or spray angles can alter the affect but never solve it. Many non bike typeECM's that I have worked with have tables set up just to control these affects.
Fuel pooling is when the fuel sprayed from the injector contacts theintake port and accumulates as a pool of fuel during certain conditions, such as very lowintake air velocities and cold ports.Again, this pooling is robbing from the fuel that should have gone to the combustion chamber causing a temporary lean condition.If fuel has pooled and we increase the port velocity the fuel is sheared up and we have a temporary overly rich condition. Obviously port temps play a role in this activity. Many ECMs also have tables set up to control this condition that are heat Vsair flow Vs RPM based.
Possibly this could explain why a injectors with the same flow rates butdifferent spray angles require different fuel maps. Also, why some bikes do not develop a problem until they get a few thousand miles on as more soot and carbon builds up.
#10
03-05-2007, 11:11 AM
RE: PCIII Accelerator Pump feature
I truely have no clue, but my theory is the additional smaller spray streams (8 vs 3) and the wider angle (25 vs 8)allow for more efficient atomization of the fuel, and a more efficient burn, which is wht PCs instructions on their website is to lean out the mid and high range a couple points...
I likened it to when I added a Davinici booster on the S&S carb on my other bike - resulted in better atomization and got rid of a persistent flat sport I had...
I likened it to when I added a Davinici booster on the S&S carb on my other bike - resulted in better atomization and got rid of a persistent flat sport I had...
ORIGINAL: geargrinder
Surprisingly, your questions havebeen asked before but no one seems to know for sure what the answer is.It's Sunday, I see nothing but snow, riding season has been delayedso I have a few theories to bore you with.When a fuel injector sprays fuel, an EFI designer has many factors to concern themselves with. Two are the fuel sponging and poolingeffects.
Fuel sponging is when the fuel sprayed from the injectoris absorbed into the soot and carbon buildups in the port and intake valve. When these parts are cold,injected fuel is absorbed bythe soot rather then going directly to the combustion chambercausing a lean condition, especially during throttle transitions. Then when these parts warm up the absorbedfuel is released causing an over rich condition.As the engine builds up more soot and as temps change, this condition can cause unpredictable results. Changing injector location or spray angles can alter the affect but never solve it. Many non bike typeECM's that I have worked with have tables set up just to control these affects.
Fuel pooling is when the fuel sprayed from the injector contacts theintake port and accumulates as a pool of fuel during certain conditions, such as very lowintake air velocities and cold ports.Again, this pooling is robbing from the fuel that should have gone to the combustion chamber causing a temporary lean condition.If fuel has pooled and we increase the port velocity the fuel is sheared up and we have a temporary overly rich condition. Obviously port temps play a role in this activity. Many ECMs also have tables set up to control this condition that are heat Vsair flow Vs RPM based.
Possibly this could explain why a injectors with the same flow rates butdifferent spray angles require different fuel maps. Also, why some bikes do not develop a problem until they get a few thousand miles on as more soot and carbon builds up.
ORIGINAL: F117ewo
Interesting discussion. Why would the 25 degree injectors require a different map? The fuel volume delivered isn't changing, just the spray pattern, right? I haven't seen any maps on the dynajet site for different injector models...
I got 25 degree injectors last week at my 2,500 mile check-up. I reported some backfiring and them took care of me and replaced the injectors.
Jake
Interesting discussion. Why would the 25 degree injectors require a different map? The fuel volume delivered isn't changing, just the spray pattern, right? I haven't seen any maps on the dynajet site for different injector models...
I got 25 degree injectors last week at my 2,500 mile check-up. I reported some backfiring and them took care of me and replaced the injectors.
Jake
Fuel sponging is when the fuel sprayed from the injectoris absorbed into the soot and carbon buildups in the port and intake valve. When these parts are cold,injected fuel is absorbed bythe soot rather then going directly to the combustion chambercausing a lean condition, especially during throttle transitions. Then when these parts warm up the absorbedfuel is released causing an over rich condition.As the engine builds up more soot and as temps change, this condition can cause unpredictable results. Changing injector location or spray angles can alter the affect but never solve it. Many non bike typeECM's that I have worked with have tables set up just to control these affects.
Fuel pooling is when the fuel sprayed from the injector contacts theintake port and accumulates as a pool of fuel during certain conditions, such as very lowintake air velocities and cold ports.Again, this pooling is robbing from the fuel that should have gone to the combustion chamber causing a temporary lean condition.If fuel has pooled and we increase the port velocity the fuel is sheared up and we have a temporary overly rich condition. Obviously port temps play a role in this activity. Many ECMs also have tables set up to control this condition that are heat Vsair flow Vs RPM based.
Possibly this could explain why a injectors with the same flow rates butdifferent spray angles require different fuel maps. Also, why some bikes do not develop a problem until they get a few thousand miles on as more soot and carbon builds up.