Dynojet

comet

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Thanks Richard. Don't worry about the specs, it's academic as I'm going to install a Bosch coil anyway. I was just interested in understanding the readings from the OEM coil. For the primary circuits I'm getting a reading of 0.8 ohms. The meter gave a reading of 0.3 ohms just by touching the prongs together (there's no way to zero it) so I assume the actual reading would be 0.5 ohms.

For the secondary circuits I got a stable 3.3 reading on 4a (with the scale set to 200M). I couldn't get any reading with the scale on 20M - does that make sense?

The 4b reading was confusing me as it was all over the place. Sometimes there was no reading at all, then if I got a reading it would fluctuate wildly. What I found is that with the prong anywhere against the 4b post I either get no reading or a fluctuating one. I can get a stable 3.3 reading on 4b, but only if I push the prong against the very bottom of the post where it's fixed to the plastic housing.

Anyway, faulty or not, this coil won't be going back on.

Thanks for your help, in this and all your other posts.

PS - I must have been writing this while you were posting the circuit diagram, as I've just seen your post.
Paul
 
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Hello Richard , Great diagram ! That really clears things up . It is always nice to see what you are measuring .
 
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Hi there,

I have just joined the forum, and I have some good news for you.

I "donated" my 2011 961 Sport to Dynojet last month as a test mule for their Power Commander set up. A very professional and courteous business.

I had the bike returned last week, and took it out for the first time this weekend.

It is transformed! Much better fuelling between 2500 to 3000 rpm, and much smoother acceleration right to the limiter, in every gear ;) lol

Dynojet provided me with the before and after power graphs, clearly showing the bike in standard state was running way too rich, and with a nice hike in rear wheel hp too. Interestingly the bike was making more hp than when Cycleworld Dynojet tested a 961, but then they wouldn't have thrashed it as hard as I have done on mine.

I am well pleased, and no doubt soon Dynojet will have more details to share.

Happy days

Rojah
 
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That is good news, looking forward to having one fitted when there released.
 

glb

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Rojah


Thats great news Any ideas when they intend to put one into production here
 
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Rojah said:
Hi there,

I have just joined the forum, and I have some good news for you.

I "donated" my 2011 961 Sport to Dynojet last month as a test mule for their Power Commander set up. A very professional and courteous business.

I had the bike returned last week, and took it out for the first time this weekend.

It is transformed! Much better fuelling between 2500 to 3000 rpm, and much smoother acceleration right to the limiter, in every gear ;) lol

Dynojet provided me with the before and after power graphs, clearly showing the bike in standard state was running way too rich, and with a nice hike in rear wheel hp too. Interestingly the bike was making more hp than when Cycleworld Dynojet tested a 961, but then they wouldn't have thrashed it as hard as I have done on mine.

I am well pleased, and no doubt soon Dynojet will have more details to share.

Happy days

Rojah

Hello Rojah , This is great news and you must be happy ! Please be sure dyno readings are in SAE otherwise numbers read in DIN are 10 % higher. Also use 4th gear pulls and smoothing = 5 . Please post asap and let's compare. If you are making significantly more than 70 , and this is SAE , this is wonderful .! My bike did 69 on last run . Please do a search on this site . Thank you .
 
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Hi TonyA,

Thanks for your comments. I didn't want to post the actual graphs at this stage, as Dynojet have been so good with me, I thought that I would let them have the pleasure.

But the peak figures were as follows, bike has 8500 miles and "louder" peashooter pipes fitted.

Max power std 72.02hp @7050rpm Max torque std 57.4ft-lbs @6000rpm

Max power Dynojet 74.1hp @7230rpm Max torque Dynojet 58.44ft-lbs @5770rpm

Engine feels much happier to rev out to the limiter now especially in 3rd and 4th gears, but still gobs of torque lower down. Fun!

Regards

Rojah
 

iwilson

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hmm, not a lot of hooplah unsurprisingly, gains of less than 3% are not going to get anyone excited. A graph with the before and after results is sorely needed here. Glad you're happy with the improvement.
 
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Hello Iwilson , The numbers he had to start with are way above mine now. I am at 69HP/53 Torque . But an additional 2HP and 2 ft lbs on top of what I have will interest me.
 
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Battery boxes can crack too. Take a look next time tank is off. Mine hasnt cracked but my dads did.
 
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I think you wanted to post this under the chain guard discussion, which oddly enough is in the "cylinder head temp" thread. LOL However, I checked mine and its clean and fine. I didn't do the hard core cross country hike that your dad in in the elements, to be fair. That said, I don't baby it when I ride either.
 

BritTwit

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iwilson said:
hmm, not a lot of hooplah unsurprisingly, gains of less than 3% are not going to get anyone excited. A graph with the before and after results is sorely needed here. Glad you're happy with the improvement.
The numbers show that the PW will work on the 961 to zero in on the optimum AFM for best performance through the rev range. This will improve throttle response and power. This is the first piece of the puzzle in improving performance on these bikes.

However, the airbox on the Commando, and I suspect the Dominator too, is the real restriction to producing much more power. The plenum volume is just too small to support free breathing at higher RPMs for a 1000cc motor. Having a de-catted, free flowing exhaust is good, but without also relieving the intake restriction of the airbox, little can actually be gained.

I doubt that there will ever be an updated airbox to correct this problem, so the next step would be for some willing owner to bin his stock airbox, and substitute pod filters on the throttle bodies. Of course this will also require relocation of the airbox sensor and the crankcase breather line.
 

BritTwit

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Raphi said:
Do you mean something like this?
Yes.
For sure, tuned velocity stacks would provide better top end performance, but the pictured units would provide no air filtering protection for the motor.
I think either K&N or Uni Filter have pods that incorporate plastic velocity stacks inside the filter that would eliminate the airbox restriction and provide the benefits of a bellmouth intake to the throttle bodies.

Eliminating the airbox does create an unfortunate aesthetic issue, but a faux airbox ( 2 fiberglass side covers) could be fabricated to cover, and even channel air into the area.
 

GKRyder

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Where do you think are the rest of the electrics in the above bike.

Still in tail? Or just a 'display' bike.

Looks plenty cool though.
 

Fast Eddie

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Rojah said:
Hi TonyA,

Thanks for your comments. I didn't want to post the actual graphs at this stage, as Dynojet have been so good with me, I thought that I would let them have the pleasure.

But the peak figures were as follows, bike has 8500 miles and "louder" peashooter pipes fitted.

Max power std 72.02hp @7050rpm Max torque std 57.4ft-lbs @6000rpm

Max power Dynojet 74.1hp @7230rpm Max torque Dynojet 58.44ft-lbs @5770rpm

Engine feels much happier to rev out to the limiter now especially in 3rd and 4th gears, but still gobs of torque lower down. Fun!

Regards

Rojah
With such small gains, does this suggest that the factory set up ain't so bad after all ?
 

iwilson

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No, my dyno runs show the fuelling is still not optimum, no doubt the timing is also set with a reasonable safety margin. Personally I think it has 'enough' for its market niche. I'd just like to see it cleaned up a bit more - it's a little frustrating seeing it run massively rich at some points without the means to do anything about it.
 
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