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The Kawasaki VN 1600 Engine 'Ping'
What To Do... And HOW TO DO IT
Since the release of the Kawasaki VN 1600, owners have raised concerns about the engine pinging under load. Particularly whilst the engine is cold. In some cases, the pinging is so severe that owners are very weary to commence riding until the engine has reached full operating temperatures. However, the engine continues to display the pinging. Reports of engines still pinging if the motorcycle is under load even at highway speeds are common.
Several modifications have been carried out by concerned owners. These include extremes such as cylinder head modifications and camshaft regrind's.
Quite basically, the VN 1600 engine is a good, strong reliable unit, capable of delivering a lot more response and torque then it does in its original form. But, there are several factors that inhibit the engine from delivering its full potential.
First, Australian fuel octane ratings are mostly at the lower end of the requirements laid out by the factory. This be must enough concern to cause Kawasaki to place a warning sticker adjacent to the fuel filler cap. Adding an octane booster supplement does appear to work in most cases, but it can be messy, and in general, a pain to remember. However, the addition of a supplement only makes the fuel burn more efficient. It does not over come other problems.
The fuel injection system is controlled by a mapped computer system and therefore, it is hard to vary the fuel injection at various RPM stages, or to various loads and riding styles. Small adjustments like fuel supplied at idle are virtually non-existent, let alone adjustable as with a carburetor system.
Secondly, The intake of atmospheric air is located at a very long distance from the actual injection body. This air is initially sucked in to the air cleaner body located on the left hand side of the engine. Means of air intake is via a rather small opening located on the lower rear case of the air cleaner. However, being passed through a plastic tube between the engine cylinders further constricts the air. By nature, this tube heats up from engine heat displacement, which in turn heats the air. The air is then routed via a torturous path through the right hand side air cover before it finally enters the throttle body.
On the way a sensor checks the air temperature and controls the amount of fuel delivered to the injectors. As we all know, the hotter the air, the thinner the air, the less fuel supplied. A complete reverse to what is required. Both for engine ping, and engine performance.
Thirdly, as the engine is built overseas, it is designed to very strict pollution laws and requirements, amongst which, is the usual noise requirement. The reduction of exhaust noise is effected by down sizing the exhaust pipe diameter, and then passing it through a primary silencer located before the actual mufflers. Not the best for extraction of exhaust gasses as fast as possible.
So..... We have a very capable engine, restricted by lack of cold air and intake volume. Restricted by fuel management, and restricted by an exhaust system.
Cylinder head modifications and camshaft changes will not change the lack of basic engine needs.
Now, there is an answer to all of the above problems. This involves three separate elements, which compliment each other, but can be installed in various stages. Each stage covers the inherent existing problem.
The three elements consist of an air intake system, a 'piggy back' adjustable fuel management system and an exhaust system that will remove the larger amount of exhaust gasses.
While any of the units can be fitted in any order (preferably all at the same time), there is a definite system of order. The fitting of the computer system can be carried out first, but for it to be setup correctly, i.e., to deliver the correct amount of fuel under all conditions, the engine must be able to inhale enough air of the correct density (colder = more dense) air. So there really is a need to start at one end and work towards an end result.
The first step is the fitting of the cold air induction unit.
All that is required is a sound basic mechanical knowledge. The unit is supplied with everything that is required to install the unit and has comprehensive instructions. No modifications are required to fit the unit and the original air intake system may be re-installed at a later date. The unit comes with a cleanable air filter medium and a replacement medium can be acquired from the original vendor.
Basically, the unit intakes cold air at a volume of twice the engines requirement. The air is drawn into the unit away from any hot heat radiated from the engine cylinders. As the velocity of the motorcycle increases, air starts to be rammed into the unit. So, instead of the engine having to suck the air, it is being force fed.
Because the unit is fitted directly to the injection throttle body, the air is fed directly to where it needs to go.
The unit still incorporates the necessary engine sensors so the original computer system continues to function as normal. That is, being able to register the temperature and condition of the air being supplied.
The design extends the throttle body chambers so as to form two velocity stacks, thereby increasing the air velocity, and again, in turn increasing the amount of air drawn into the fuel injection system. A very quick and simple way to increase the overall performance of the engine.
The unit is designed as to not impede leg movement. Full access to the foot brake is not hampered at all.
It also incorporates a unique system of collecting and disposing of any moisture utilising the original water dispersion system. Access to the air filter medium only requires the removal of two retaining nuts.
The fist step is the fitting of the air induction unit.
The second stage requires the fitment of a Techlusion TFI computer system.
This computer is a totally adjustable fuel injection management system. The unit 'piggy backs' the original engine ECU and couples to the engine fuel injectors. The unit looks at the original factory fuel injection map and adjusts the map similar to the way the factory does. However, it has four totally adjustable trimmers and adjusts the fuel injection similar to the way a carburetor is adjusted. That is, idle speed, accelerator pump, and jet change.
Therefore, the injection can be infinitely adjusted from idle speed through acceleration, to cruising speeds. Again, no engine modifications are required. Fitment of the unit requires knowledge in both electrical and mechanical systems. The unit comes with a very straightforward information booklet that includes the installation instructions and also instructions for the tuning of the fuel system. Basic settings are included for the VN 1600.
If your knowledge does not cover the requirements, your local dealer can fit the unit . Once the unit is fitted and your experience grows, the unit can be adjusted 'on the go'.
So, with the two units fitted, the engine can now breathe real air and has the fuel supplied at the engine revolutions where it's needed. The problem 'pinging' which to a large part is caused by too little or too less fuel at the wrong time is solved. These two stages go together, there is no advantage supplying fuel without the air to go with it. Like wise, there is a real advantage of supplying cold air, but the engine still requires fuel management.
Experience shows that the fitting of the air induction unit and the Techlusion TFI computer not only increases engine torque and horsepower, they also combine to return excellent fuel economy. Something that usually does not go hand in hand with better engine performance. Again, the computer system can be removed at a later date without any modifications. It can also be refitted to other brands of two cylinder motor cycles.
So, at this point, the engine is getting what it requires to be able to breath. Cold air and enough fuel. It will be more responsive, more powerful, start better, idle better, and run better. In other words, run like it was designed to do.
The engine 'ping' will be gone. The engine will feel responsive, but will tend to feel choked as the engine revolutions increase. That is, it will perform well at the lower end of the revolution range, but will tend to feel sluggish at the higher end. The reason is that it needs to be relieved of the extra exhaust gasses that have been generated. Even as a standard engine, the exhaust system is very restrictive. A combination of engine pipe reduction and the exhaust resonator serve to restrict the free flow of the exhaust gasses.
The third stage requires an exhaust system modification.
There are several exhaust combinations that mainly originate from the United States. A lot of these systems do the job quite well. A lot of the exhausts systems generate an excess of exhaust noise. They usually work out to be quite expensive. The purpose of this exercise is to create a free flowing exhaust system that meets the needs of the previous modifications, while still being reasonably quiet and relatively affordable.
Tests conducted, show that utilising the original manufacturers exhaust system and modifying that system to suit can achieve this criteria. The process involves the removal of the resonator, and directing the engine pipes directly to the mufflers. This removes the down sized engine pipes at the same time. The mufflers are relieved, but only to the extent that is required. The end result is a system that is not excessively noisy, and looks original, complete with the original heat shields.
In conclusion,, the VN 1600 can be made to perform exactly like one would expect from an engine of this capacity. The entire engine 'ping' has been dealt with. The performance characteristics have been vastly enhanced. All at a minimal cost.
Power and economy have increased, there is no response lag on hot days and there is no need to gear down to avoid that dreaded engine rattle.
