On top of that , the PCV unlocks the factory rev limiter at 5500 RPM . Since UCEs are push rod type long strokes , there is a limit to how much they can rev in a minute , that limit is calculated and imposed by RE through a system where the ECU cuts of fuel supply when the engine reaches a certain RPM . But with PCV , this can be adjusted along with the maps . More RPM means more work done at the same time, so more power , hence higher top speed . PCV , Free flow exhaust and inlet , Race high lift cams , lighter push rod , forged pistons , polished valves and chamber , dome pistons and much more can make the UCE put 36-40 horses at the wheel and a lot of torque which is accessible every ride . Otto made a ton on his CGT 535 , Visit Classic motor works , there are many veterans over there. Wealth of knowledge !
Balaji S thanks Balaji that was informative. I will visit the website. Everyone will not be able to understand the topic if that is too technical, so kept it simple. 👍
Yes but the PCV on its own will not add anything, a free-flow exhaust and inlet are necessary. With those and the PCV plus the Dynojet Autotune AT-200 on my Classic EFI-500, we have hit the ton sitting upright by hitting the RevXtend limiter at 6000rpm, about 170kph. Based on Hitchcocks' "Goldie" map. No modifications to cams or piston etc. However the most notable improvement is not to the top speed, it takes some while to get there, but to the low end, extended power band and more torque down low; and as I have actually been tuning for because there are few opportunities for that top speed, nor is it legal. Although the bike is rock steady at high speed, the wind buffeting is unpleasant. Estimated output from dyno 34bhp 57Nm. The rev limiter cuts the ignition, the motor misses sparks. Based on a conservative 'maximum piston speed' (an arbitrary estimate) the maximum revs of an EFI motor is 6800rpm, although for track racing they will take them to 9800 or more (not recommended for road bikes). So to cut out at 5500 is rather low. There is no point in utilising RevXtend unless your bike can hit the 5500 limiter in top gear. Nor is there much point going over 5000rpm except in top gear because the torque i.e. acceleration, is falling off. An important aspect of the mapping is to the ignition table as well as the fuel, it doesn't produce this power without altering the ignition timing.
Imo you will not achieve 160kph with just the PCV Fuel Injection Module. An Ignition Module is also required or the combined Fuel and Ignition Module. This is borne out when using a dynamometer to tune any bike, the ignition needs to be advanced towards the top of the power band. Tuning also requires a free-flow kit on inlet and exhaust, without which the PCV will do practically nothing. Personally I would not tune this engine for top speed but for mid-range for improved acceleration. In other words more torque, a lot more torque, because this is where this engine lives - and there are few opportunities to go ton-up safely, or legally for that matter. Whatever you do to it, it is never going to be a crotch rocket and a bigger bike will always out-perform it, except on country lanes (which is what I got the bike for). I now have so much torque and widened power band that I've been obliged to fit the 19T gearbox sprocket which makes all the gears longer, but the gear changes are now in the right places for cornering. However I find I am changing up into top/5th gear around 70mph/110kph when accelerating although it will happily plod along in top from about 40mph/60kph; it may be slightly over-geared now, and I may revert to the 18T as that gearing is more suited to hilly roads and town traffic. The 19T is more suited to cruising, I do not do much cruising.
Been there done that, no it doesn't. If anything the engine is more efficient and uses less fuel in normal use. Good and proper maintenance is what extends longevity of the motor.
Keeping within the design parameters is every bit as important as proper maintainance.Bike manufacturers design a bike to perform in a certain way taking into account reliability,performance and fuel economy,they're looking for the perfect balance. You'll only get the benefit of a Power Comander by changing the air filter and the exhaust.This allows the engine to breathe easier,flowing more fuel and more air,letting the bike rev better.More revs means more fuel being burned,more heat generated and more wear. Basic physics.
Should i buy a second hand gt what price should i pay and how much mileage it gives and what about any bad maintenance points and can this bike be still service d by RE
Purchasing second hand GT - Good idea but do check few components for bend. Front disk in disk brake, Chasis weldings, Weldings at the battery section, forks. Price to pay for second hand - 1.5 to 1.8 depending on the make and maintenance. Mileage: 25 to 30 kmpl Bad maintenance and issues: Refer my video ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-cwDKxa3BdJE.html&lc=UgwynCUhpWlUAZdQ4Kh4AaABAg Can this still be serviced: Yes
Addy _8421 I have purchased from hitchcocksmotorcycles and their service and quality is good. They also supply sufficient instructions for installation. If you let them know your pin code, they will let you know the shipping charges
Addy _8421 close to 2k rupees. Depends on weight, item quantity etc. You can email them and they will let you know the charges. I didnt have to pay customs directly, it was done by Hitchcock's.
It depends on your riding situations, I would suggest get the bike serviced by a good mechanic, get oil changed regularly and run at a regular speed to get results.
In Britain, a ton is colloquially used to refer to 100 of a given unit. Ton can thus refer to a speed of 100 miles per hour, and is prefixed by an indefinite article, e.g. "Lee was doing a ton down the motorway"
