 Techline-Oct09-Evolution Fuel Delivery-Pt I Gassing Up continues
This article concludes in the next thread.
Reformulated Gasoline
The 1990 Clean Air Act mandates the Environmental Protection Agency (EPA) to issue regulations requiring gasoline to be reformulated so as to result in significant reductions in vehicle emissions of ozone-forming and toxic air pollutants. RFG is required to be used in nine major metropolitan areas of the United States with the worst ozone air pollution problems. In addition, several other areas with ozone levels exceeding the public health standard have voluntarily chosen to use RFG.
RFG will have no adverse effects on vehicle performance or the durability of engine and fuel system components. In fact, the nation’s major auto manufacturers support — even recommend — the use of RFG. (This, of course, is not true for Harley-Davidsons due to the aforementioned rubber components.) There are hundreds of different formulations for making gasoline. And the ingredients used to make RFG are no different from ingredients used to make conventional gasoline. RFG and conventional gasoline differ only in the levels at which the ingredients are used, thereby reducing the use of ingredients that contribute to air pollution. Like other gasolines, however, RFG is formulated to burn in a manner that will suit the power requirements of the vehicles in which it is used. While vehicle performance has always been considered when choosing a fuel formulation, emissions performance of fuel formulations had generally not been considered until the Clean Air Act required reductions in vehicle emissions. Now, with RFG, emissions performance is considered along with the other requirements to produce high-quality gasoline. This means that in terms of RFG’s effect on drivability, vehicle owners should notice little change in vehicle performance, but harmful emissions will be reduced dramatically.
In order to understand why RFG should provide the same performance characteristics, but better emissions properties when compared to conventional gasoline, it’s important to note how it differs and how it is the same as other gasolines. RFG has lower levels of certain compounds that contribute to air pollution. It will not evaporate as easily as conventional gasoline and contains chemical oxygen or oxygenates.
Nonoxygenated gasoline coexisted, problem-free, for years with rubber
O-rings and seals. These rubber components will also tolerate low levels of oxygenates, usually less than 10 percent. However, higher percentages will certainly distort crucial seals. Sometimes, vendor suppliers of component parts to Harley-Davidson and other manufacturers will not be up to the task at hand. Responsible manufacturers like the Motor Company will institute mechanical and safety recalls in these circumstances.
The Harley-Davidson M-1063A Safety Recall involves replacing the original rubber diaphragm assembly in the carburetor with a replacement one, as specified in Recall Code 088 (#93797), which is more tolerant of this type of gasoline. H-D also says that reformulated gas is now safe to use.
However, the Motor Company advises that if your bike has an adverse response to a particular gasoline in terms of starting, running quality, or mileage to switch brands or try one with a higher octane rating.
H-D dealers are required to perform recall service to any bikes still in inventory before selling them, which is logical but apparently needs to be said. The dealer also has to perform the service whether the Harley-Davidson was purchased from him or not. I praise Harley-Davidson for stipulating this, because in my personal experience some highly successful and busy, but arrogant, dealers would turn away warranty or safety recall work if the bike were purchased elsewhere, in order to punish the
customer. Harley-Davidson’s corporate management does not tolerate this type of behavior with a safety issue. Good for them!
S&S Cycle
S&S is the venerable, progressive, high-performance aftermarket king. S&S developed its own proprietary, closed-loop, fuel-injection system and electronic control module.
Closed-loop EFI uses O2 sensors that read the exhaust composition in the exhaust pipe(s). The main difference between open loop and closed loop is that the air/fuel ratio in a closed-loop system will be at 14.7:1 parts air to one part gas during hot idle and cruise no-load situations. Cold idle and acceleration increase engine load and must use a richer air-to-fuel valuation. A 14.7:1 ratio, also called stoichiometric ratio, is when gasoline produces the most complete combustion possible thereby increasing gas mileage and decreasing harmful emissions. Open-loop EFI, like the
H-D Magneti-Marelli system, does not approach stoichiometric air/fuel ratios, but runs at richer ratios throughout the rpm range, especially during hot idle and cruise situations.
In an S&S newsletter issued August 1, 2006, the company addresses ethanol-blended fuels with an article titled Closed-Loop Fuel Injection and Ethanol Blended Fuels. I quote, “S&S Cycle Inc. has completed testing of its closed-loop variable fuel-injection system with E20 blended fuel (20 percent ethanol). The results of this test show that the system adapts to the fuel to achieve best performance and drivability with the reduced energy content of alcohol-blended fuel, and all components in the system are impervious to the alcohol in the fuel. The Proven Performance S&S closed-loop variable fuel-injection system determines the air/fuel ratio by measuring the oxygen in the exhaust. The electronic control module then adjusts the injector opening time to compensate for the ethanol content of the fuel, minimizing ethanol’s effect on performance. The addition of ethanol to fuel blends being sold to retail customers has been a problem for many engine management systems and carbureted vehicles without closed-loop, fuel-control capability. The S&S closed-loop variable fuel-injection system will easily accommodate the E10 (10 percent ethanol) and E20 (20 percent ethanol) blends that have been, or will be, mandated by some government jurisdictions … Engine management systems and carburetors without provisions for ethanol require recalibration or rejetting to run properly on blended fuels. This is acceptable if the rider lives in an area where the fuel is all blended the same, but riding over distances may take the rider into a region where the fuel is blended with less or more ethanol, resulting in poor performance and drivability. S&S has been actively working on emissions and regulatory projects since we started selling engines.” So stated Scott Sjovall, vice president of product development for S&S Cycle. He continued, “Our closed-loop variable fuel-injection system is a great example of how projects can be both environmentally friendly and performance enhancing.
The closed-loop system works constantly to keep your engine running at peak efficiency, resulting in more power and lower emissions even with changing fuel and weather conditions. With our system, E20 is no problem. During testing, S&S determined that the closed-loop variable fuel-injection system will allow the engine to run on E20 without a loss of horsepower or torque. Fuel economy tests showed a reduction in fuel mileage of about 4 percent due to the reduced energy content of the fuel.”
Fuel Tank Basics
What I am about to describe is not an isolated incident, as I have seen this happen numerous times in the old days when just about everyone smoked cigarettes. The chopper and decker (touring bikes) riders of yesteryear did not have cellphones, credit cards, or flashlights. Motels were a rarity, with most sleeping outside in sleeping bags or just lying beside a bonfire. Problem-solving occurred on the spot because the rider couldn’t proceed with the ride until the bike started. The group wouldn’t leave a brother-in-the-wind behind, so everyone stayed until the down bike was up and running.
Now, I have not seen this in recent years. Maybe because camping is not as common as it once was, the average IQ of H-D riders has increased, or there are too many conveniences like cellphones that present other options. On the other hand, I don’t sleep out that much myself anymore, preferring a warm bed and a bar, so I may be missing the action. Anyway, at night with a broken-down ride, the first thing that should be checked is if there is gas in the tank. Myself, if I cannot see into the tank, and I don’t have a flashlight to visually observe gasoline though the gas cap bung, I simply grab the handlebars and shake the bike to hear the swish of gas.
However, some would pull out their trusty cigarette lighter, which was the old flint and wick style since Bic was yet to be invented. Leaning over, the rider would pull the ever-present cigarette out of his mouth so he could get his eyeball down close to the gas cap bung to have a look-see. Flicking the flint roller on the lighter would provide the necessary illumination to determine visually if there was gas in the tank. One thing for sure, there were evaporating, highly flammable fumes. Invariably, the evaporating fumes ignited into a flash ball of fire. So, if you ever observe a grizzled old biker without eyelashes, you will not have to wonder why.
Harley-Davidson gas tanks are internally pretreated at the factory to resist oxidation (rusting). However, if necessary to clean out sediment deposits and other types of chemical sludge, or if the internal treatment has not prevented rust, then clean the tank using this procedure. In a well-ventilated area, drain the gas safely into an approved storage gas receptacle. Then use very hot water and fill the tank. Swish it around, and then drain. This will help cleanse the tank of highly flammable fumes and get rid of floating oxidation and/or sediment. Put some nonmetallic balls or pellets into the tank and shake vigorously while rotating the tank. I concentrate on the lower portions because loose sediment will gravitate to this location before coagulating or solidifying. Metallic ball bearings are a bad choice for this process because they have the potential to spark any gas fumes, although I have not personally seen this happen. Then blow out the tank with compressed air to remove loosened debris. Avoid directing compressed air straight at the tank sealer as a whole new set of problems arises if it begins to separate from the tank. Use dish detergent and hot water to thoroughly wash and flush the tank. Next, do the same with hot water. Hot water evaporates and dries more efficiently than cold water. We do not want water in the gasoline. Lastly, blow out again. Do not assume the tank is clean because you cannot see anything. The dirt particulates between the float needle, and its seat are sometimes invisible.
Sealing a fuel tank is an irritating and time-consuming repair. Many service departments will simply replace the expensive painted tank. I am a repair kind of a person that likes to save customers and myself money if possible. Reseal the tank with a three-stage sealer. One such excellent product is from Kreem Products. The three-stage kit is available from most motorcycle distributors (Mid- USA #05419; CCI # 3991004) and local bike repair shops. Kreem also sells a five-stage kit for problematic tanks that is available from its web site.
For the three-stage kit that I normally use, the first step is a cleaner, the second etches the metal, and the third seals the inside of the gas tank(s). The sealer is volatile until it dries. If you want to get high or risk an explosion, do the procedure in a confined space. The high will also produce a wonderful pounding headache. Yes, that was sarcasm. Be smart; perform the process outside.
The sealer takes about 24 hours to dry. Always be conscious of the gas tank’s welds, particularly at the bottom. Make sure lots of sealer dries in these locations. Also, ensure that sealer has sealed all parts of the tank(s). Gently swoosh the sealer all round the inside. I set the tank at different angles every hour or so to ensure a comprehensive job. Yes, you can go to bed as long as you did not start the process just before bedtime, since by then the sealer will be tacky and not flow anymore.
This article concludes in the next thread. check back issue for more information and photos. |
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