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July 31st, 2007, 04:44 PM   #1
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Factory pro HDJ?

Hallo. Has anybody tested Factory Pro HDJ Emulsion Tubes? and what do you think about it? In theory it seems to can do some good. other wise it seams that the owner is a little anti Dynojet or is it just me thinking that regarding dynos and jetting-kit. He may have a point in what he is saying. but some off his products seams good. I think.

Regards Patrik
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July 31st, 2007, 09:44 PM   #2
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Well factory pro has their own jetting kit, as well as the HDJ. Factory pro also sells a "kit" that includes a drill bit and a tap to enlarge the main air jet as well.

Here Sweedish, check out this link, Buzzard was doing his home work on this very subject the thread is a great read. http://www.husaberg.org/index.php?name= ... pic&t=5326

I followed his jetting set up along with the HDJ. I did not test with and without it so I can't verify the results,but, I can tell you that his jetting set up works pretty darn good!!
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August 1st, 2007, 05:42 AM   #3
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dale

you reckon you're interested in jetting right/

well years ago an aussie, JD and i got talking about the MAJ. aah! says the aussie, i drilled my MAJ out to 2.3 and my bikes a flyer!

i went testing that weekend, it was hairy! i was on crown land and the gamekeeper was around. eventually he caught me (nearly).

anyway, i did the tests and came back to tell them all that a 160maj was the right one and we'd misunderstood the jetting.

so a few did try the 160maj and said it was an improvement. that's all those with lean jetting advocated by me.

fact is, if you run a rich MJ which all the americans do, you need any kind of air in there to lean it off. it's only when you have the right MJ at maximum poser that you can experiment with the MAJ from MP through to max revs.

i trust you knew that this was what the MAJ is for?

regards

Taffy
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August 1st, 2007, 07:18 AM   #4
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Originally Posted by Taffy
dale

you reckon you're interested in jetting right/

well years ago an aussie, JD and i got talking about the MAJ. aah! says the aussie, i drilled my MAJ out to 2.3 and my bikes a flyer!

i went testing that weekend, it was hairy! i was on crown land and the gamekeeper was around. eventually he caught me (nearly).

anyway, i did the tests and came back to tell them all that a 160maj was the right one and we'd misunderstood the jetting.

so a few did try the 160maj and said it was an improvement. that's all those with lean jetting advocated by me.

fact is, if you run a rich MJ which all the americans do, you need any kind of air in there to lean it off. it's only when you have the right MJ at maximum poser that you can experiment with the MAJ from MP through to max revs.

i trust you knew that this was what the MAJ is for?

regards

Taffy
Taffy,

Thanks for the info. Can you define the word "Poser" and "MP" for me?

Dale
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August 1st, 2007, 10:05 AM   #5
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"power" my man

taffy
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August 2nd, 2007, 07:10 AM   #6
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Originally Posted by Taffy
dale

i trust you knew that this was what the MAJ is for?

regards

Taffy
Actually, no. In all the threads I've read here about jetting that's the first mention I've seen on modulating the MAJ. I've seen your rec's on the PAJ in relationship to the PJ.

Dale
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August 2nd, 2007, 10:12 AM   #7
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well you know how a power graph tails off past peak power right?

well what happens is that the pulses of the engine get so close you just have one continuous stream of air and fuel. but at the same time the engine isn't using as much because it can no longer fill the cylinder efficiently. you are past peak power and what's known as best BMEP. BMEP means maximum efficiency of a cycle of the engine.

so the engine runs over rich from peak power to peak revs. right.

so you need less fuel right?

well the MAJ feeds straight into the emulsion tube. it leans off the jetting past max power.

BUT, BUT, BUT if you are an american (huge dig there but you've got broad shoulders right?) you are so rich that you could probably do with three holes feeding air.

this company have worked it out that this drilled ET as a stand alone mod will help "lean off" the jetting. result: a real bigbob go faster goody!

because everyone runs rich even from the factory EVERY SINGLE MANUFACTURER FITTED THE LARGEST SIZE. a 200 MAJ. the aussie in our little group, then JD checked that the hole size without the MAJ even fitted was 2.3mm which equals a 230MAJ.

the aussie went out and said "strewth it goes like a sheila with a rat up her arse (or words to that effect!) JD stuck it in his 'puter and said yes it will be an improvement let's all drill the MAJ tube out to 3mm.

i with my traditional english reserve (i'm only half welsh!) decided to test it. alas in their rush to say that it's great, we never really truysted the aussie and JD's bike was VOR. after a coupla numpties said it's better (with their 180MJs still fitted i might add!) i tested.

and yes i really was chased by the gamekeeper as i was on crown land. prince charles himself fired his shotgun at me (honestly!).

anyway, with a 155MJ i tested.

no MAJ (=230)
back to the std 200
180 MAJ
160 MAJ

the final result was something like

150MJ and 160MAJ

the bike revved on for another 1.000 revs and the 150MJ gave more power.

when i get a chance i'll put up the tests and you will follow the story even better. but essentially you're introducing air at peak power (poser!) to peak revs.

hope you can follow that. and BTW it might be eric that has a keen interest in jetting at present - i can't remember!

regards

Taffy
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August 2nd, 2007, 12:04 PM   #8
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Originally Posted by Taffy
well you know how a power graph tails off past peak power right?

well what happens is that the pulses of the engine get so close you just have one continuous stream of air and fuel. but at the same time the engine isn't using as much because it can no longer fill the cylinder efficiently. you are past peak power and what's known as best BMEP. BMEP means maximum efficiency of a cycle of the engine.

so the engine runs over rich from peak power to peak revs. right.

so you need less fuel right?

well the MAJ feeds straight into the emulsion tube. it leans off the jetting past max power.

BUT, BUT, BUT if you are an american (huge dig there but you've got broad shoulders right?) you are so rich that you could probably do with three holes feeding air.

this company have worked it out that this drilled ET as a stand alone mod will help "lean off" the jetting. result: a real bigbob go faster goody!

because everyone runs rich even from the factory EVERY SINGLE MANUFACTURER FITTED THE LARGEST SIZE. a 200 MAJ. the aussie in our little group, then JD checked that the hole size without the MAJ even fitted was 2.3mm which equals a 230MAJ.

the aussie went out and said "strewth it goes like a sheila with a rat up her arse (or words to that effect!) JD stuck it in his 'puter and said yes it will be an improvement let's all drill the MAJ tube out to 3mm.

i with my traditional english reserve (i'm only half welsh!) decided to test it. alas in their rush to say that it's great, we never really truysted the aussie and JD's bike was VOR. after a coupla numpties said it's better (with their 180MJs still fitted i might add!) i tested.

and yes i really was chased by the gamekeeper as i was on crown land. prince charles himself fired his shotgun at me (honestly!).

anyway, with a 155MJ i tested.

no MAJ (=230)
back to the std 200
180 MAJ
160 MAJ

the final result was something like

150MJ and 160MAJ

the bike revved on for another 1.000 revs and the 150MJ gave more power.

when i get a chance i'll put up the tests and you will follow the story even better. but essentially you're introducing air at peak power (poser!) to peak revs.

hope you can follow that. and BTW it might be eric that has a keen interest in jetting at present - i can't remember!

regards

Taffy
Thanks Taffy,

That makes a lot of sense and follows how the two stroke power jet carbs worked. The power jet would feed fuel up to a certain point, and then cut off towards the upper end the rev range leaning the mix.

A question: Do you think the HDJ helps in atomization of the fuel like they claim.

Another question: How oxygenated are your fuels over there in jolly ol' england. I would assume that you all have just emmission type stuff on all your cars, and would imagine that BP has developed cleaner burning fuels by gov't regs with the additon of some type of oxygenators. Over here the gov dictated MTBE be added to the gas. Then it was discovered that this was bad, so now there on with Methanol @ 5 or 10%. And what octane do you run? Here we can only get 91 from the pump anymore, and of course it's no lead.

The reason I ask is because, of course, the higher the octane the richer it will run.

And yes, I like most americans I run with have shoulders capable of carry a lot of weight......... And this one is now down to running mj's in the 162 to 165 range.

Now then, since you brought it up. In my testing with the smaller mj's, while running a max poser test on a road, sand wash etc... The smaller mj's make the bike feel like it's starving a bit at peak revs, (using 200 maj with HDJ). When using the larger mains 178 or 182, it definitely pulls harder up to the max revs. So, am I correct in assuming, based on your above dissertation, that my running the 200 maj with the 162mj that the mix is too lean at max revs? Or even in the upper rev range??
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August 2nd, 2007, 08:37 PM   #9
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Taffy
I wonder if I got this right and if this is correct
by increasing the MAJ to 2.3/3mm you have increased the atomizing of the fuel
in doing so you have more comlete burn= less CO and hydro carbons and more CO2
with better atomizing you are exposing more fuel molecules to O2 making it necessary
to decrease size of MJ to maintain the same air fuel ratio

I have just installed the factory pro needle jet and it seems more responsive off idle
but accel pump messes with the off idle response 6mm before she starts squirting seems
alot better next is remove it completely

Cheers taffy
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August 3rd, 2007, 03:51 AM   #10
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it's important to understand that it's only past eak power that this sis supposed to help. however it does start while you are at peak power ever so slightly.

so in other words (and i'm trying to remember back 6 years here) i went 230 > 200 > 180 > and noticed that i had more overrev but i also under stood the principal of it so i checked the MJ and it improved with a 150MJ.

this is on a wr400 remember!

the reason was that i was introducing LESS air at peak power so at peak power i therefore had a rich condition.

i then lowered the main jet to get peak power right.

i then did my usual trick of one (first with the same 180 of course) over one under so i went back to 200MAJ and then tried through to 160maj and was happy with the result.

i could have gone lower still but i had other tests to do.

as far as helping co2 and emmisions go per, i would say that a bike must always have well mixed fuel air and that anything that helps this is better.

however, why didn't keihin do this? there must be a reason. they aren't stupid.

thing is, you now know what the MAJ does and it's a freebie!

to find out about this new device you should have valid lowest jetting tests. change one thing at a time and when completely exhausted with the basic jetting you should then try it.

if anyone would like to send me one i would love to test it!

regards

Taffy
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