Re: 2013 kawasaki ninja 300 - rush is addictive

Broke my right side footrest holder the other day... Cost rs. 3113/-... Time for parts availibility - 10 days... Bleh...

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i have that annoying squeaky noise too... But I can't for the love of GOD figure where it's coming from... I'll get the fork checked this week...

i hVe none of the other problems except the chain and exhaust tip rusting... A couple of diesel washes cured the chain and the exhaust tip is too minor for me to bother about it...

Re: 2013 kawasaki ninja 300 - rush is addictive

Finally..



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Leo Vince LVI full exhaust and AreaP Micro Fuel Controller Installation. Part I

Leo Vince LVI full exhaust and AreaP Micro Fuel Controller Installation. Part I

Acknowledgements: I will like to thank Vikram and Vijay of Motozone Pune, Mumbai for their time and effort without whom this build would not be possible.


Note.: The post is too long therefore will be posted in parts.

Finally after nearly 5 months of foraging and collecting of all parts I have been able install my Leo Vince LVI full exhaust.
This is going to be a long post with lots of photos and explanations, so people, get yourself a mug of coffee or a tub of popcorn and make yourself really comfortable.

Background

For almost 2 years I have been holding on to buy a Triumph Daytona 675. I had made the financial arrangements immediately after Triumph’s announcement and was ready to buy it the day their shop in Mumbai opened doors for business. However, its been frustrating and disappointing to note the delays and continued postponement of Triumph’s business plans. At one stage I was so frustrated that I decided to use the amount collected for the Daytona as down payment for a 2012 Yamaha R1. In fact, I went to Kamala Yamaha and finalized the deal on a Saturday and was suppose to make the down payment on Monday. On Sunday, I made the cheque for the down payment ready and called up Kamala Yamaha to confirm my appointment. However, on Monday due to a family medical emergency I had to cancel the appointment. By the time the medical emergency was over, a substantial part of the amount collected for the bike was gone. It was time to rebuild the kitty and waiting for the Daytona seemed to be fait accompli.

In the meantime, quite a few friends who could see my frustration tried to get me interested in going for the Ninja 250. I was never too keen on the bike and some how I felt the bike was nearing the end of a product life cycle and something had to give if Kawasaki wanted to stay relevant in the class. Sometime around November/December 2012 photos of the new revamped Ninja 250 started emerging from South East Asia and I took an instant liking for the bike. A few days later as an added bonus came the news that there would be a 300cc version and it was likely that the same would be brought to India.

Before I selected the Ninja 300 as my next bike, I did a bit of background work on the Internet and discussed the pros and cons with a few knowledgeable friends in U.K. and U.S.A. One of the main criteria for selection of any bike for me was support in terms of aftermarket performance parts and suitability of the platform for making performance upgrades. It is a well-known fact in the performance-tuning world that some platforms are considered to be favorites of tuners and favoured by them to work on. While the reasons are varied and many, the foremost reason is the biggest bang or number of HP gained, for the given amount of effort and investment.

The Ninja 250 has been around for more than 2 decades in some form or the other. In fact it is so popular that most racing clubs across the world have created rules and classes, which favour the Ninja 250. The bike is considered an extremely important machine for club racing and forms an important part of grass root training for budding racers. Therefore, the Ninja 250 had a very healthy performance parts and tuning ecosystem. The same would logically extend to the Ninja 300. Friends in U.K. and U.S.A. urged me to go for it with promises that they would support me and help me source whatever I required. The final push came from my wife, who insisted I buy the bike and assured me that I could still go for the Daytona if I still wanted it after its launch (I have since then changed my mind and decided to go for the KTM RC390).

So the day I booked the Ninja 300, I started identifying and planning for the performance parts for the bike.

A full exhaust system or slip on? Which make?

The first and foremost part to be identified for changing was the exhaust system. If you look at any sports bike magazine you will find bewildering array of options available. The first thing to decide was the type of exhaust system to go for. All my friends with whom I discussed the options for performance mentioned that I need to invest in a full exhaust system. While the investment of a full exhaust system is substantial, a slip on exhaust does not do much for performance. For the given amount spent on a slip on one gets a louder can with lesser weight (about 2 to 3 kgs). One might argue that one could initially invest in a slip on and then convert it to full system at a later date.

However, the cost of such option is much greater than opting for a full system.

Having decided to go for a full system, it was time to identify the make and model of the full system. Five months back it was quickly apparent that there were only a handful of full systems available in the market at the time. The full systems were available from Yoshimura, TBR, M4, Leo Vince, Arrow and AreaP.

My first criterion was finding out if any of these had a db insert available with the system. I was not looking for all out performance, and was not interested in a can that was loud enough to bring the wrath of neighborhood on me. I could live with trade off of a little less performance for a relatively quite system. The Yoshi and M4 did not have a db insert and were ruled out immediately. The TBR and Arrow offered a db insert as extra fitting. While AreaP did not offer a db insert, it did offer a quite core system. However, I personally felt that the quite core looked out of proportion with rest of the bike.

The second criterion was to find if any of these exhausts were available in India. I did have the option of ordering one from U.K. or U.S.A., but then I was hesitant in ordering one as I would still need to take care of shipping it to India and there was the headache of customs to take care of. I didn’t want to ask any of my friends or relatives to carry a bulky box with them. Therefore, I started searching for any suppliers in India. I found that J D Promoto in Mumbai was official distributor for Arrow exhaust and I approached Johny Pereira the proprietor for the system. While Johny did not have system nor was he aware that Arrow offered one, he promised to find out from Arrow and get back to me. In the meantime I took a look at what was being offered by Leo Vince.

I am already using a Leo Vince Corsa full exhaust system on my R15 and have been really happy with the performance. Leo Vince offers 2 full exhaust systems. The first one is the Leo Vince Corsa and the second one is the LVI. There is marked difference in the way both these systems make power. The Corsa is an all out performance system. In fact, it makes less power than a stock system from 3,000 to 5,000 rpm. It really starts heaping on power post 9,000 rpm till redline is reached. Therefore, the system is top heavy and is actually designed for the racetrack.


LV Corsa full exhaust power output for Ninja 300.

The LVI is designed with street use as the primary criterion. It starts to make more power than the stock right from 3,000 rpm. The power starts to tapper out post 8,500 rpm and dips sharply at 9,500 rpm before picking up to reach the redline. This is a system that will be really road friendly and tractable through day-to-day traffic.


LVI full exhaust power output for Ninja 300.

The Corsa system has a round muffler which looks (personal opinion) out of place and too small when fitted to the Ninja 300. The round muffler also looks contrary to the sharp angles and edges of the over all bodywork. The LVI on the other hand looks like it has been designed just right for the Ninja 300. The size of the muffler and the oval shape are just perfect and the black carbon fiber would go so well with the white colour of the bike. In fact the LVI slip on is offered by Kawasaki Europe on its ‘performance’ version of Ninja 300. Leo Vince also had one more thing going for it; it was the official performance exhaust for Kawasaki bikes.

Therefore, I had identified the Leo Vince LVI as the system to go for. I waited for a few days to hear from J D Promoto about the Arrow system. When I did not hear anything from there, I contacted Zulfi at Bachoo Motors to ask him if he could source a LVI full exhaust for me. He asked me to come down to his shop to discuss the same. I went down to his shop on a Friday morning to meet him. He checked out the system on Leo Vince website and told me that he could arrange for one within 7 working days. He mentioned that the exhaust system would be specially air freighted from Italy. He quoted a price, which was comparable with any price I would have paid in U.K. and with shipping and customs duty would have in fact landed up being more than what he had quoted. I agreed to go down and make an advance payment within couple of days. I went on a Tuesday and made the advance payment. On Friday, I received a call from Zulfi that the system had arrived and I could collect the same after making balance payment. Overall, a very satisfying experience.

Incidentally, I got a call from J D Promoto about the Arrow exhaust system after my having bought the LVI, the price quoted was far more than the LVI.

Fueling

Thus when you derestrict the exhaust system by removing the catcons and optimizing the flow of gases with bigger headers, the air fuel ratio needs to be compensated for the change.

As noted earlier, the Ninja has been around for quite sometime in one form or the other (in fact it has been around for so long that many of its current set of riders were not even born when it was introduced). Therefore, a number of companies have worked on the fueling aspect of the bike for dozens of years and have created a substantial data and knowledge bank for the bike in almost every state of tune we can imagine.

The big question was which fueling solution to opt for. It became quickly apparent that there were fueling solutions that cover the very basic fueling need at one end of the spectrum to the ultra sophisticated kitchen sink at the other end of the spectrum, which had every tunable parameter you could imagine. Famous names such as DynoJet and Bazzaz offer products that not only allow you control the fueling, but also ignition timing. Tuning with Power Commander V allows control to such granular levels as mapping for individual cylinders and for each gear. Bazzaz offers units that offer not just fuel management, but also quick shifter and traction control. However, the main overriding criterion was whether I could even use most of these features. I do not have the knowledge to leverage of most of these features nor have I found anyone who could help me with them (as yet). Therefore, while I was tempted to buy the so called ‘best’, I also knew that it was very unlikely that I would be able to use its full potential.

My R15 was my first experience with a fuel-injected bike on a long-term basis. For its engine build I was using a Race Dynamics’ PowerTronic RR unit. The RR unit allows for a lot of controllability through tunable fuel maps and ignition maps. The complete experience taught me a lot of things and brought about an understanding, which may not have been possible by just reading and researching.

The most important things that experience taught me are:
1. For maximum results and optimal use of any given hardware, it is necessary that every bike in its individual state of tune be put through multiple dyno runs to build reliable fuel maps. There is NO substitute to this if you want maximum results.
2. All the sophisticated hardware is nothing but brick if you don’t have good software and data (fuel maps).
3. Correct fueling is the key to unlocking power, without it all your efforts will come to naught.

My study and further discussions with my friends also led me to come to the following conclusions.
4. While most companies will offer you what I call “canned” fuel maps, these maps will NOT give you maximum results. Such maps can give you only as close as 80% percent of accuracy.
5. Most companies also advertise the so-called auto tune feature. This feature which uses a wide band O2 sensor to measure the exhaust gases is again not a perfect substitute for Dyno runs. The procedure to auto tune requires a minimum of 500 kms run before you should accept the changes and trim the values in the fuel table. It requires you to load a ‘canned’ fuel map and then make runs to build your individual map. The procedure is long and tedious. A good DIY for this is available here DIY: Dynojet Autotune How-To with PCV - ninjette.org. Yet even DynoJet executives admit that while auto tune will get you close to the ball park, it is not going to give you the results that tuning with Dyno runs make possible (DynoJet makes and sells Dynometers too).

Unfortunately, a dyno for 2 wheelers is not available in Mumbai. I went through a whole lot of literature from DynoJet, Bazzaz, Two Brothers Racing and also considered the option to re flash my stock ECU. I went through all the Ninja forums to find the perfect solution to my dilemma. The one name that came up during my search was Kerry Bryant of AreaP. Kerry has done extensive work on the Ninja 250 and AreaP was offering a Micro Fuel Controller in association with a company called Fuel Moto that’s specializes in doing dyno runs and creating fuel maps.

I wrote to Kerry asking if a special map could be created for my requirement based on my bike’s state of tune and the climatic conditions of my area. I got a very prompt and positive reply. This started the ball rolling. Since AreaP does not ship to India, I had to ask my cousin to source it for me and coordinated with Kerry to send across the information required.

Kerry was provided the following information:
1. Leo Vince LVI EVO full system exhaust with db insert.
2. BMC panel type air filter (have opted for Pipercross since then. Check my earlier posts on this thread).
3. Fuel: Unleaded 91 Octane RON.
4. Climate data as listed.

One of the plus points of opting for the AreaP/ Fuel Moto Micro Controller was that they would provide me with maps for lifetime. I can make changes to my bike and they will create a fuel map accordingly and send it across to me.

With the above information, Kerry created a fuel map and preloaded it on the Micro Fuel controller before shipping it out to my cousin.

Before I proceed further I would like to comment on the hardware provided by AreaP. Below is photo of the hardware.



As you will note it says Micro EFI tuner by DynoJet. So yes, the unit is rebadged DynoJet Fuel Controller aka DFC. Below is a photo of the DFC.



The DFC was one of the very first fueling units made by DynoJet for fuel injected bikes. If you go on the DynoJet website the DFC is not highlighted, it is at the bottom of drop list and is not pushed by DynoJet. Not surprising as the DFC’s price is half that of Power Commander V. What you will also note is that a DFC unit for Ninja 300 in conspicuously absent from the list of products available. It seems that a marketing and branding tie with exclusivity has been reached between Fuel Moto and DynoJet.

So does that mean that what Fuel Moto and AreaP are supplying is just relabeled hardware? On the contrary, what it means is that they have selected to tie up with makers of what is arguably the de facto standard for this industry and have instead chosen to specialize in the data part of the system.

Next: Installation of Leo Vince LVI full exhaust system.

Re: 2013 kawasaki ninja 300 - rush is addictive

Wow!! [MENTION=26077]abhimanyu31[/MENTION] it takes a lot of courage and a lot of dedication and interest to mod with a 4l bike bro..Thumbs up (y).. Would love to read the rest. Do it ASAP. I guess you are having a great time with the exhaust
Would love to learn a lot from you guys in future. Am still a college kid xD
Will pray that I get money to do all this

Re: 2013 kawasaki ninja 300 - rush is addictive

Waiting waiting. This is getting really interesting..!!


Cheers
Ride Safe
Krishna

Leo Vince LVI full exhaust and AreaP Micro Fuel Controller Installation. Part II

Leo Vince LVI full exhaust and AreaP Micro Fuel Controller Installation. Part II

Installation of Leo Vince LVI full exhaust system

So finally after 5 months of plotting and planning we have reached the stage for executing the installation.

Before we started installation we decided to install swing arm spools to ensure a positive lock with the paddock stand. Vikram was insistent and now I too agree that the spools are essential if you are going to any work on your bike irrespective of whether you add performance parts or keep you bike stock.




Once that was completed we removed the bodywork. The stock exhaust is in 2 parts i.e. the header pipes and the muffler. First the heat shield was removed.




Then the muffler was removed.




After the muffler was removed, the front exhaust pipe nuts were removed and exhaust pipe mounting blot at the bottom near the rear suspension was removed and oxygen sensor was unhooked from the connector. Below is a photo of the stock exhaust system.





The stock system is heavy and as for the quality, less said the better. However, the rust on the stock muffler. People who are going to live with stock system should resign themselves to the fact that no matter what they do, they are not going to be able to prevent it from rusting.

Once the stock system was out. The LVI was unpacked. The LVI comes in nice box and is well packed to prevent any damage during transit or storage.





The LVI comes with all the parts including nuts and bolts you will require to install the system. However, it will not come with copper exhaust gaskets. It is normally advisable to change these gaskets when you change the exhaust. I had sourced these gaskets through the SVC and had them ready for installation.




Once we had checked the fitting of all the parts we started installing the system on the bike. First the exhaust flanges were bolted on the exhaust ports after putting in new copper gaskets. All fasteners were left loose till the final assembly is completed.





Then the mid section was installed.



Then the primary header pipes were installed.




Finally the carbon fiber muffler was installed.



Once all the parts were fitted and checked of alignment, the springs were installed to hold the joints together.





After the springs were mounted, all nuts and bolts were tightened. The exhaust comes with 2 db killers. One is already mounted on the muffler. Another one that offers even more sound suppression. We decided to run with the db insert that is already mounted on the system.




The complete process took us about 30 minutes from the moment we loosen the first nut to the moment we tighten the last nut. The exhaust system comes with a comprehensive installation booklet. However, since Vikram and Vijay have a number of such installations in the past we did not need to refer to it. They knew exactly what needs to be done and how it needs to be done.

Re: Leo Vince LVI full exhaust and AreaP Micro Fuel Controller Installation. Part II

^ Looks awesome! How loud is it (subjectively) with DB killer installed compared to the stock exhaust?

Re: Leo Vince LVI full exhaust and AreaP Micro Fuel Controller Installation. Part II

[MENTION=26077]abhimanyu31[/MENTION] , can you pls post a full pic of the bike with this exhaust ?

Re: Leo Vince LVI full exhaust and AreaP Micro Fuel Controller Installation. Part II

[MENTION=9385]abhimanyu[/MENTION] :- Please post a video with the exhaust note. How much did it cost? I too am interested in the Leo Vince for my N650, but the exhaust is bloody expensive 70K . On top of it PCV another 35 K. 1 lakh+ just for the exhaust mod is driving me nuts.

Re: 2013 kawasaki ninja 300 - rush is addictive

[MENTION=26077]abhimanyu31[/MENTION], congratulations on the hot looking exhaust mate
Was waiting all this while for this post
I have one question:
The stock O2 being the narrow band sensor. Can you use the O2 sensor from the stock exhaust to work with the LVI so it compensates the fuelling for altitude change, or weather changes like it would do on stock. If this is possible, would you still need another map to compensate for the different weather at a place other than your base.



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Re: 2013 kawasaki ninja 300 - rush is addictive

Abhi: Yet to read the full post but I am amazed by the details you have put it... worth reading for sure and I will. All the very best for these purchases and enjoy the premium biking with twin cylinder and race fit exhaust system.

Re: 2013 kawasaki ninja 300 - rush is addictive

From my discussion with Kerry I have been given to understand that a O2 sensor will not work with the Fueling Unit. Essentially, the fueling unit is interrupting the signal between the ECU and injectors. It reads the TPS and then based on the values in the table stored in the unit it sends a signal to the ECU thereby 'fooling' the ECU into modifying the fueling signal to the injector. All other sensors are still connected to the ECU. Therefore, the fueling unit does not replace the fuel maps that are present in the ECU, it simply augments them and adds the required value.

When the O2 sensor is attached to the circuit, it confuses the ECU. Due to the inputs from the O2 sensor, the ECU would get inputs from the fueling unit which tell it to modify the fueling by a said value, whereas the input from the O2 will tell it to modify the fueling with another value. Thus it creates a situation where it starts hopping from one value to another. It is for this reason that the O2 sensor is removed and a O2 sensor eliminator is plugged into (was suppose to mention this in part 3 of the post) the O2 sensor socket. The sensor eliminator sends a signal to the ECU to lock it in open mode.


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Will cover this in my next write up.

Will post one in the next write up. The bike was still open after installation of exhaust for installation of the AreaP fueling unit.

Will try and do so. Yes, it is expensive, but then the quality of the exhaust is simply superb. As I have mentioned in my first post the fuel map is the key. If you are opting for PCV, then my advice is that you source it from Fuel Moto. They will customize the fuel map for your requirement which will be far superior to the canned map that is available on the Dynojet website.

Re: 2013 kawasaki ninja 300 - rush is addictive

^^^Thank you for the reply



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..and finally I crashed my Ninja

Yesterday i did a small riding tour (150kms) on NH-58. Everything was so perfect, crossed 175kmph (yes, with all riding gears on)
While coming back just 100mtr away from my home, took a small L turn and i have no idea what actually happened. Lost the balance and had a crash on right side, my helmet banged on the tar road.

Saved my head from a serious bang. Visor gone.. time to look for a new helmet :P


RJays All Seasons II Jacket






No serious injury except some scratches on right knee, pain in right shoulder & neck.


anyways, I'm superexcited to ride again

Re: ..and finally I crashed my Ninja

^^^ thank god you have been able to walk away from the crash. Change the helmet ASAP. Do NOT ride with the same helmet. It cannot protect you anymore. Take care and ride safe.