For me the biggest reason to go FI is they'll keep running on a
30+degree angle ;o) Second is cold starts, hell any start. I can
stand in my living room and start the PT Crusier. All 3 of my
carbureted vehicles require uh.. finesse to start for the first
time that day.
But ya most of the
Well, at least I'm sticking to engineering. We're about to start going over
PWM and ADC/DAC in microprocessors class; I'm totally stoked. I finally
learned what the crap goes on in a rectifier circuit, now I get to learn how
sensors /actually deliver information/ to a processor. I'm familiar with t
Shame, we need more aerospace engineers, actually engineers in general..
When I worked at Lockheed they had a hard time retaining them. If I was only
younger and smarter..
On Thu, Oct 6, 2011 at 11:50 PM, Kurt Nolte wrote:
> I once gave very serious thought to becoming an aerospace engineer. Deci
I once gave very serious thought to becoming an aerospace engineer. Decided
I didn't like fluid dynamics that much, so I went EE. :D
-Kurt
On Thu, Oct 6, 2011 at 11:48 PM, Allen Thomas wrote:
> Your absolutely right, can't argue with math! lol! I guess what I'm
> saying is that my typical wee
Your absolutely right, can't argue with math! lol! I guess what I'm saying
is that my typical weekly commute is not highway but back roads, and I'm
doing the same speed as I would on the NH, same route, just cruising along
in 2 valve mode. I know I'm comparing apples to oranges as far as the bike
You're still increasing the force of drag with the square of the velocity,
so... higher velocity is going to be more drag, no question.
Fd = 2*p*(v)^2*Cd*A
where
Fd = force due to drag
p = density of the fluid you're moving through
v = velocity
Cd = drag coefficient (which is probably what you were
Plus the gearing especially for the highway is a serious overdrive, and the
wind protection is fantastic so i would expect the drag to be a lot less.
The VFR cruises effortlessly, when I first got it every time i looked at the
speedo I was doing 90.
On Thu, Oct 6, 2011 at 11:32 PM, Allen Thomas w
True it is a much higher performing bike, but most of the time I'm riding it
around in 2 valve mode, with all the elecronics doing their thing to
optimize milage/emmisions. When it is in 2 valve mode it really is
comparable to the NH, at least according to the "seat o pants" dyno.
On Thu, Oct 6, 2
Okay, going to take a stab at this.
One, your bike makes 46% more power than the Nighthawk with only a 6% bump
in displacement (ish). It weighs ever so slightly more, only really
applicable during acceleration.
The bike is setup to encourage higher speed travel, which increases drag and
increases
Yea a 2003 VFR800, a little over 500LBS with 110HP. I really like the bike,
the power is about perfect, but the delivery of it is not so much. It can
put you in a scary situation if your not careful, but it doesn't have so
much power that it surprises you, just don't crank it to the stops in 1st
ge
Good thoughts, Kurt.
On Oct 6, 2011, at 7:45 PM, Kurt Nolte wrote:
> I will say that, with a stock engine, the two EFI conversions I have been a
> part of have provided approximately 25% bumps in mileage over the carbureted
> version.
>
> One was a pickup, 80s vintage. 2.2L inline engine. Ran
Allen: VFR 800cc? Weight? Power?
The huge allure for me to EFI is the "hands off" nature of most EFI setups
and it's adaptability.
-Kurt
On Thu, Oct 6, 2011 at 10:44 PM, Allen Thomas wrote:
> I think the big issue is that people generally don't know how to tune a
> carb anymore. My almost 30 y
Oh yea and my VFR has other wiz bang high speed low drag gizmos lie VTEC-E,
and airbox flappers that are all supposed to make the engine run more
efficiently.
On Thu, Oct 6, 2011 at 10:44 PM, Allen Thomas wrote:
> I think the big issue is that people generally don't know how to tune a
> carb any
I will say that, with a stock engine, the two EFI conversions I have been a
part of have provided approximately 25% bumps in mileage over the carbureted
version.
One was a pickup, 80s vintage. 2.2L inline engine. Ran fantastically, owner
just got bored and wanted to put EFI on it (he also loathed
I think the big issue is that people generally don't know how to tune a carb
anymore. My almost 30 year old brother has never owned a carburated vehicle.
My VFR with its pre and post cat O2 sensors and computer that uses them to
dynamically meter fuel during cruise only gets marginally better gas m
starting a new thread for this one...
So let's say you have a well-tuned carburated engine, then you switch it to
have tuned-port injection (since I would think that would be the most realistic
swap.)
How would mileage compare?
I know that FI has some benefits such as on cold-starts, but I'm pr
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