| Author | Message | ||
     129uly |
Anyone carb their 06 uly? | ||
| Buewulf |
I might get around to carbing the Uly as soon as finish mounting a hand crank on my Pathfinder so I don't have to mess with that pesky starter.  Just curious, why would you consider doing that? I have seen XB engines mounted in (ugh) chopper frames that are carbed, but I can't say I have ever seen one utilized with the fuel frame except on this one drag bike I saw. The carb resided in the airbox on that one. | ||
| Natexlh1000 |
When the XB engines were first produced, there were a few that tried to adapt a downdraft carb from either a snowmobile or a car. I don't think it worked out. | ||
| Teeps |
Does a Ulysses engine in a hard tail custom chopper frame count? | ||
| Reepicheep |
Yes. It counts as heresy. And stupidity. Go butcher some Sportster, and leave the Uly alone. | ||
| Tootal |
Larry, your last e-mail said it was running good. Do you have problems now? | ||
| 129uly |
I just like the simple things. All you need is know how, not a computer. | ||
| 129uly |
Thanks for asking, Tootal, road the "dragon" today all is good no problems. Thanks again for your help. | ||
| Tootal |
I just like the simple things. All you need is know how, not a computer. Many years ago I would have agreed with you. I keep a pair of DCOE side draft Webers tuned on a BMW race engine and we've had great success with them. I got the last carbed Road Glide made back in 2002 and I keep it tuned well also. Having said that, I must say my experience with the Uly's fuel injection has been eye opening. Yes, it takes a computer but you can do so much more with ECM SPY than I could dream of with a carb. Elevation, air density and temperature are all compensated with FI. Trying to get a carb to run right in changing conditions is a lot of tuning. I'm afraid the FI on the Uly has changed my mind about all that. I wish I could put FI on my Harley now! | ||
| Fotoguzzi |
can I put a kick starter on my Miata? | ||
| Hughlysses |
I want a left grip spark advance!  | ||
| Ratbuell |
I haven't had a single issue with the EFI on my 06. Or with the EFI on my 1125. Or with the EFI on either of my 4.0 jeeps, or any of my 2.2 turbo engines. I spend MUCH more time "tinkering" (i.e. making it behave) with my carbureted bikes. Not difficult work, nothing I can't handle and nothing I don't kinda enjoy, but it would seem a monumental step backwards to put a tinker-needing carb on what has been a stone-dead-reliable motorcycle. Literally, I turn the key, press the start button...and I go. For over 30,000 miles so far. | ||
| Jdm1200 |
I have the ULY and 2 old Harleys with Carbs, plus a dirt bike and 4 wheelers. Other than the occasional cleaning my carbs are no trouble at all. I have/do have some issues with the FI but I have not taken the time to play with the software and try to get it sorted out. I like both. | ||
| Woodnbow |
I have an 08 Uly an 09 FLHP and a 93 FXRS. All three are very reliable and perform very well. The only carbed bike is of course the FXRS with a 42mm Mikuni. That carb is plug and play and I'm sure it would run very well on the Uly motors assuming you could find a way to mount it. Way more trouble than it's worth, especially given the proven track record of the stock system. I did once pull EFI from a 2000 Road King and replace it and the ignition with another 42mm Mikuni but that was the Magnetti Morelli system for early FI HD's and it was spotty in service. Some owners loved them and had no problems with them. I had issues with it and none with the Mikuni. | ||
| Tootal |
On the Road Glide I took out the temperature gauge and put in an Innovate Motorsports G5 gauge and their LC-1 controller. I can see just what my carb is doing by watching the air/fuel ratio in real time. The Mikuni is an excellent carb but I found that when you travel it doesn't do elevation and temperature changes very well. When I got to Sturgis I had to rejet since it was running so rich. I must have rejetted 5 different times to match elevation changes through Colorado and back. The stock CV is much more forgiving but watching that gauge just keeps showing me how great FI really is. | ||
| 129uly |
How about an App for tuning and Tps reset? | ||
| Froggy |
https://play.google.com/store/apps/details?id=org. ecmdroid I find using TunerPro on a real computer to be faster and easier than dealing with Android. | ||
| Reepicheep |
For diagnostics and tps resets, I have been pretty happy with ECMDroid. I don't mess with maps, I have a hard enough time dialing in the jets on my two strokes. | ||
| Electraglider_1997 |
Hugh, Many years ago I test road a used bike for a friend and it was a 900 Harley Sportster with a left grip spark advance. Never before or since have I ridden a bike with that complication. That was back in the very early 70's when I was in high school. My pal didn't buy that bike but then instead way over paid for a POS dohc Honda 450 that never really ran for him. | ||
| 46champ |
If I remember correctly the left grip spark advance was for the Magneto motors. You retarded the spark to start, lessening but not eliminating the chance of being booted over the handlebars when you attempted to start it. | ||
| Panhead_dan |
I have been wanting to do the carb thing too. A side draft could be used if I make a manifold adapter. It could still be right in the airbox. That, and an electronic ignition. This would allow me to remove the ECU, all the sensors and a mile of wire from the bike making it lighter and limiting the number of possible failure points drastically. Simple and reliable. Electronics are for people that do not work on their own machines. When they fail, you are a pedestrian. Not so with a carb and a hall-effect ignition. If a carb has issues, it can be fixed in a couple minutes with a #2 phillips. I can not imagine any way for a hall-effect ignition to fail. | ||
| Fotoguzzi |
on my other forum a person going back to a carb is labeled a Luddite.  | ||
| 129uly |
Panhead, are talking a uly? If so a 40cv and nose cone ingition, like ultima in my 100 in evo? | ||
| Panhead_dan |
"Panhead, are talking a uly? If so a 40cv and nose cone ingition, like ultima in my 100 in evo?" Yes. A cone timer cover should do the trick. If it will work with points, it can be made to work with a hall-effect switch thingie. I still want to study the possibility of using the stock parts in my '06 Uly for this ignition. And yeah, definitely a CV. 38 might be better in a 74" engine but a 40 should work too. | ||
| Teeps |
Panhead_dan Posted on Friday, February 13, 2015 - I have been wanting to do the carb thing too. A side draft could be used if I make a manifold adapter. It could still be right in the airbox. That, and an electronic ignition. This would allow me to remove the ECU, all the sensors and a mile of wire from the bike making it lighter and limiting the number of possible failure points drastically. Simple and reliable. Electronics are for people that do not work on their own machines. When they fail, you are a pedestrian. Not so with a carb and a hall-effect ignition. If a carb has issues, it can be fixed in a couple minutes with a #2 phillips. I can not imagine any way for a hall-effect ignition to fail. Right on! But I cannot allow electronic ignition. Must use points, condenser & coil. Even better a magneto. Please take lots of photos too! | ||
| Panhead_dan |
A magneto would be cool as long as it doesn't stick out where it would be in the way. Also, a mag has more weight to it than I want. I want no points. A hall-effect ignition could actually be just sealed up inside the case because you would never need to see it again. That and it weighs nothing. | ||
| 129uly |
Is the slot in the end of the cam the same for FI as carb? I | ||
| Arcticktm |
Why not go all the way and remove the entire engine and convert to pedals? Just think of the weight savings and simplicity of that! How many on here have ever been stranded due to an EFI failure? For a $35 cable and free software, I can make all the "jetting" changes I want and not have to worry about having the right jets or tearing the bike down to do it. | ||
| Froggy |
In all my years here, the closest two things to EFI failure are physical damage to the ECM, (which is not a fault of the EFI,) and the second is failing fuel pumps. The system itself is dead nuts reliable otherwise. | ||
| Ratbuell |
+10000. And the conversion will require either a new pump or an inline pressure regulator. Efi fuel pressure will turn a CV into a fountain. Or did you plan to mount the carb below the lowest tank point...somewhere near a footpeg...for gravity feed? Seems a major waste of time to me...the efi just doesn't fail. |
