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

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

Installation of AreaP/ Fuel Moto Micro Fuel Controller

The Micro Fuel Controller comes in plain white box. The box contains the Micro Controller, software DC, USB cable, installation instructions and Velcro strips.

The Micro Fuel Controller consists of the following features:
1. Store up to 3 different fuel maps which can be switched by simple turn of knob.
2. Real time tuning for injector control with +250% to -100% range control.
3. OEM type plug and play connectors. No cutting and splicing of wiring required.
4. Ability to tune for individual cylinders with 250 rpm resolution. Upto 600 tuning points including deceleration and idle.
5. Included software (PC based) allows full control over tuning points.
6. Compatible with Power Commander V maps.

Not included in the kit was the O2 sensor eliminator. The U.S. version of the Ninja 300 does not have an O2 sensor, therefore, the same is not included in the kit. I had to order it as extra.



The Micro Controller was put in the storage box under the rear seat.




And the wiring loom was then rooted through the right side of the bike along the sub frame.



The connector box on top of the battery was moved aside and battery terminals were disconnected.



The primary TPS sensor connector (grey colour) was disconnected. Note the black connector for secondary TPS sensor and the servomotor below it. The Ninja 300 uses 2 butterfly valves in the throttle body. The first one (primary) is connected to the throttle cable and the primary TPS measures the opening of butterfly valve and sends a signal to the ECU. Based on the inputs and other parameters the ECU then signals the servomotor to open the secondary butterfly valve. The secondary TPS reads the opening of the second (secondary) butterfly valve and sends a signal to the ECU. The throttle body, TPS sensors and the injectors are of Keihin make.



Connectors to the fuel injectors (green female socket) were disconnected.



The O2 sensor eliminator was installed into the socket for O2 sensor.





Unlike the Ninja 250, the Ninja 300 comes with a nifty bracket on which the O2 sensor mounts securely and is not kept hanging about.



The role of the O2 sensor: It is generally assumed that a bike with an O2 sensor has a closed loop fueling system. This is not exactly true. While there are high-end bikes that have a true closed loop fueling system most bikes have a semi closed loop system. For a truly closed loop system a wide band O2 sensor is required. Most bikes are mounted with a narrow band O2 sensor. These bikes actually have their fueling divided into 2 areas. One area is closed loop and the second is open loop. The role of the O2 is very specific and narrow with such sensors. More than performance, these sensors are configured to measure for the closed loop area of the fuel, which is calibrated to operate at or around Air Fuel Ratio (AFR) of 14.6:1. In most cases the closed loop area is from 0% throttle to about 60% of the throttle. A narrow band sensor can only measure a very narrow value i.e. is the AFR 14.6:1 or not (it has a tolerance level of +/- 0.3). Based on its inputs the ECU adjust the fueling to ensure the next fuel cycle tries achieve the desired AFR.

Although the system has some ability to adjust and adapt for factors such as variation in fuels, production tolerances of stock components, etc., it simply is not tuned for free flow exhaust components. It has one agenda and one only i.e. to maintain AFR at or around 14.6. Therefore, the O2 sensor needs to be removed. However, simply removing the O2 sensor generates an error from the ECU and the engine check light will come on. Therefore, a sensor eliminator is used to lock the system into open loop mode and prevent the system from throwing an error.

Once the O2 sensor eliminator was connected, the connector from the connector from ECU to the TPS was connected in line with the Micro Fuel controller and the cable from the Micro Fuel controller was connected to the TPS connector.




The fuel injector connectors were installed in line with the Micro Fuel controller. The 2 connectors from the Micro Fuel controller are marked by orange and yellow cables in the respective looms. The socket with the orange cable is to go to cylinder # 1 i.e. the right side cylinder. The socket with yellow cable is go to cylinder # 2 i.e. the left side cylinder.





Once all the connectors were connected, the whole assembly was checked and rechecked for proper fastening and correctness of the assembly.

Vikram then switched on the ignition (the battery was disconnected) to drain any residual power still in the sensors and reset the complete system.

After waiting for couple of minutes, the ignition was switched off and the ground wire from the Micro Fuel controller was attached to the negative terminal of the battery. Vikram then took a small bulb and connected one end of the bulb to positive terminal and ground the other end to the chassis. Upon inquiring about this he informed me that this is to ensure that there is no abrupt surge of charge when we connect the main cable to the positive terminal. Vikram then attached the main cable to the positive terminal.

It was time to test the outcome of all our efforts. Fingers crossed, switch on the ignition and the bike does its self-diagnostic check. No signs of any errors, looks like the O2 sensor eliminator is doing its job. Flick the engine kill switch and push the start button. The bike starts in the first instance and settles to warm up just as the stock bike would.

The first thing that you will invariably notice is the sound of the exhaust. It will give you goose bumps. It is like an Italian opera. It is like Luciano Pavarotti of motorcycles is himself present here. The sound just has NINJA written over it. The complete character of the bike has just been transformed from Bruce Wayne to Batman. The bike sounds as Italian and delicious as the Ducati 848 EVO. It is guaranteed to make heads turn. After allowing the bike to warm up. It was switched off and all the bodywork was put together.

Unfortunately, we were all so excited that all of us forgot to take any video or photos of the test run that was done. Vijay took the bike out for a spin outside. He did couple of runs while Vikram and I stood by the side and watched. The results were unbelievable. Under acceleration, the rear suspension was squatting noticeably and the rear was wiggling and struggling to maintain grip. These runs were normal acceleration runs and not high rpm launches with clutch slipping. On the second run the bike popped wheelies when changing from 1^st to 2^nd gear and 2^nd to 3^rd. If the rear suspension is firmed up further it will be even more wheelie prone. According to Vijay, he was not pushing to the max as it was still new.

So there is definitely more power being made than stock and from the seat of the pants it feels substantial. The throttle response is very quick and sublime. Someone in the earlier post has queried about the amount of db. Well, it is loud and has bass to the exhaust note. At idle while loud, no cop is going to think much about the sound and give it a second glance. Upto 5,000 rpm the sound is within acceptable limits. It is not louder than any other vehicle running besides it, though its different. After 5,000 rpm, all hell brakes loose. It sounds and feels like a superbike.

I am extremely happy with the way the bike has transformed from a gentleman in Brooks Brothers 3 piece suit to a assassin clad in white Shinobi Shozoko with a Shinogi Katana sword. Welcome home Ninja San!!!

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


[MENTION=26077]abhimanyu31[/MENTION] Well does it sound anything like this. It's not a LVI full exhaust it's a GP Corsa with Fuel Moto FI.

Please do post a video of your bike and if possible a fly by video also

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

^^^ that does not even come close to what it sounds like. With the stock system you get a hint of the twin cylinder under all that bodywork. It's only when you rev the stock above 6,000 rpm that it starts sounding like the twin cylinder it is. It is just too muted, the stock system is simply too suppressed in the name of noise emissions. The LVI brings out the twin character just standing and idling. You can hear and feel the twin throb. The muffler is designed to be street legal and conforms to EII standards. Therefore, while it's loud it's still within limits. The Corsa on the other hand was designed for the race track and there are no secondary considerations. Therefore, almost how it sounds will have been the last thing on the designers' minds.

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

Great Stuff, Abhimanyu. Loved the detailed description of the setup. A video would be welcome and also eager to know any change in the efficiency?!

Re: 2013 kawasaki ninja 300 - rush is addictive

[MENTION=26077]abhimanyu31[/MENTION],

The LV exhaust is a couple of Kgs lighter than the stock one. Does this affect the balance of the bike in any way?

I am guessing most of the weight of the exhaust (cat-con?) is concentrated near the CG of the bike and hence doesn't make much difference?

Re: 2013 kawasaki ninja 300 - rush is addictive

Will be posting couple of videos and performance figures once I get hold of my GoPro and data logger that has been borrowed by a friend. But trust me, a video is not going to justice to the sound and feel of the ride.

As I have mentioned in my post the LVI is 3.14 kgs lighter than the stock exhaust system. About 1 kg of weight is reduction is from the headers and mid pipe which include the cat cons. The remaining is from the muffler. I have not felt any difference in the weight distribution as such. The bike feels normal and there is no noticeable change in the handling of the bike.

Ninja 300 Farkle

Ninja 300 Farkle: Installation of ASV C/5 adjustable levers, MRA windscreen and Lethal Threat’s Devil Babe tank pad.

In addition to the installation of the LVI exhaust system and AreaP/ Fuel Moto Micro Fuel Controller, we took the opportunity to install a few accessories.

MRA Light Smoke windscreen

Most Ninja 300 owners will tell you that the plain transparent windscreen quickly looses its appeal for them. After a few days of ownership, it is unavoidable to find the screen losing its sheen and becoming dull with scratches. No matter how careful you are with your bike, this is unavoidable as the material used for the screen is not scratch resistant. I was looking for a good, durable aftermarket windscreen. I had identified Hotbodies and Puig as the leading makers of the aftermarket windscreens. Of these I was more in favour of the Puig as it looked sleek and seemed to fit the profile of the bike better.

In the meantime J D Promoto announced on their Facebook page the availability of MRA windscreens. I sent a message asking if they could arrange for light smoke windscreen for Ninja 300. They responded by mentioning that a lot of windscreens was already on its way and was expected within 15 days. About 10 days later I got a message informing me that the windscreens had arrived. Couple of days later I went a picked up the windscreen.

The installation of the windscreen is fairly simple, yet it is also awkward and requires 2 people to do it properly without any fuss. The reason it awkward is the fact that the windscreen, rear view mirrors and the number plate are all held by 2 common bolts on each side. Therefore, its better if someone is holding the rear view mirrors and the windscreen while removing and installing the complete assembly. The reason it is simple is the fact that all you need to do is remove 4 bolts and the whole windscreen assembly come off (unlike the Ninja 250 assembly).

The first thing that we did was removed the bolts as described above.




Next the new windscreen was installed.




Next the rubber beading included in the kit was attached along the edge of the windscreen and crimp fasteners included in the kit were used to lock the beading in place.





ASV C/5 Adjustable Levers

Right from day 1 owning the bike I had decided that I needed adjustable levers for better control and comfort while riding. I have small stubby fingers, which make the stock levers a bit awkward for me personally. There was no doubt in my mind about the need for adjustable levers, the only question was which make.

Pazzo, CRG, PSR, etc, are famous names in adjustable levers and many of them are used in competition racing including Moto GP. Upon consulting a friend in U.K. he pointed me in the direction of ASV Inventions. He advised me to not look any further than ASV and that I would not regret the decision to opt for the levers.
ASV levers are not easily available. Therefore, the levers needed to be ordered directly from ASV Inventions. Since the levers were not readily available, the same were prepaid for and were received a month later.

One of the unique features of the levers was the adjustability. While most levers have 6 to 8 increments, the C/5 has a range of 150 increments. The adjustments are also much finer. The levers also feature sealed bearing inserts that allow for smooth lever action and make operating them effortless.

Each lever comes in its own individual box, well packed in foam. The box also consisted of a well documented installation manual and a 5 year warranty card.




The finish of the levers is exquisite and second to none. The matt finish is simply superb and the red colour adjusting knob accentuates the quality of the levers.

The old levers were removed.




A dash of lithium grease was applied to the mounting bolt. The C/5 lever was then mounted.



The levers look amazing and just go with the white color and smoke windscreen.





Lethal Threat’s Devil Babe tank pad

The last item on the agenda was the Lethal Threat’s Devil Babe tank pad. I will leave the commenting on the same to you all .

Re: 2013 kawasaki ninja 300 - rush is addictive

^^damn you got one super sexy ninja now.. It would be great if you can tell us from where you got all these and price of each parts..


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Re: 2013 kawasaki ninja 300 - rush is addictive

@abhimanyu31 Your ninja looks really sexy. The exhaust looks really perfect on the ninja.Please tell us the prices of these parts and from where you got them

Re: 2013 kawasaki ninja 300 - rush is addictive

I have already mentioned in my posts where I have sourced these parts from. Anyway, here is a consolidated list:
1. Leo Vince LVI Carbon full exhaust: Bachoo Motors, Tardeo, Mumbai. Rs. 55,000/-
2. Copper Exhaust Gaskets: SVC Seawoods Navi Mumbai. Rs. 185/- each.
3. Fuel Moto Micro Fuel Controller: AreaP, U.S.A. US$ 275/-
4. DynoJet O2 Sensor Eliminator: AreaP, U.S.A. US$ 60/-
5. MRA Light Smoke Windscreen: J D Promoto, Goregaon Mumbai. Rs. 6,000/-
6. ASV C/5 levers: ASV Inventions, U.S.A. Brake lever: US$ 85/-, Clutch lever: US$ 125/-
7. Lethal Threat's Devil Babe Tankpad: Amazon.com Rs. 2,000/-
8. Kraftewerk Swingarm Paddock Stand Spools: Motozone, Pune, Mumbai Rs. 1,500/-

As the parts were collect over a 5 month period I got some of them reasonably cheap vis-a-vis some parts. The hammering that the Indian Rupee has taken against the all mighty U.S. Dollar will make these quite expensive today.

Update on Leo Vince LVI full exhaust and AreaP/ Fuel Moto Micro Fuel Controller

Update on Leo Vince LVI full exhaust and AreaP/ Fuel Moto Micro Fuel Controller

One week and 500 kms have been completed. The bike starts on first attempt in the morning and runs just perfect from cold start to running temperatures. The engine temperature is noticeably less and the stock smoothness is intact. The fuelling seems to be spot on and there are no dips or surges across the power band. An indication of good fuelling is the colour of the headers which are turning into light even gold/brown colour.



This is as close to a perfect map I am going to get without dyno based runs and tuning. Impressive, considering the fact that this map has been customised with the data given in my previous posts. Hats off to Kerry Bryant, AreaP and Fuel Moto. They are truly masters in the art of creating fuel maps .

Re: 2013 kawasaki ninja 300 - rush is addictive

^^ should we pay for the map separately if they will give it for free if we get fuel moto?? And dukes exhaust turns into purplish brown after some time... Is it because of material used to make header pipe? Or default map is bit on a leaner side?

Re: 2013 kawasaki ninja 300 - rush is addictive

If you buy your fueling unit from AreaP or Fuel Moto, then the customized map is a part of their service and included at no extra cost with the fueling unit. Also this customized map service is free for lifetime. If you make any changes to your engine build, write to them and they will send you a map with requisite changes.

Material used in a header pipe does make a difference in the way the header colours. This is especially true for titanium as a material. However, I don't think titanium will have been used in making the Duke's header pipe. Therefore, while I not entirely sure, my guess is that at least in the no load area of the fuel map it is running a bit lean.


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Installation of Spiegler Stainless Steel Brake Lines

Installation of Spiegler Stainless Steel Brake Lines
Spiegler Brake LinesSpiegler Performance Parts - Why Spiegler Brake Lines?.

I went ahead and ordered red lines with red banjo and banjo nuts. I thought that red would look great with my white Ninja 300 (though my sister will beg to differ; she calls me Jughead for my liking for blues and reds ).

I received the lines recently and was looking forward to installing the same. I was also looking forward to upgrading the brake oil by switching over DOT 5.1. I asked Vikram of Motozone if he could source the same. Vikram tried to source the DOT 5.1. oil, however the same is not readily available and needs to be ordered. After 2 frustrating weeks where we even got in touch with the official Motul distributors we took the decision to go for DOT 4 oil and change over to DOT 5.1 as soon as it becomes available (we have ordered it and expect to received within a month).

Incidentally, Spiegler recommends Motul brake fluid for its lines.

Installation

As is always the case, Vikram called me on a Friday afternoon to inform me that I could bring the bike and lines and he would take care of all the other things. He ordered the Motul DOT 4 fluid. In addition to the brake fluid, he ordered couple of cans of Motul Carburetor Cleaner to clean all the brake parts and internals. According to Vikram in absence of dedicated Brake Cleaner, the Carburetor Cleaner is best of cleaning all the internal components brake system. He is absolutely against use of solvents like petrol, kerosene, etc., as in his experience these solvents distort the rubber parts. He also informed me that he intended to dismantle the whole brake system and clean it before putting it all together.

Motul DOT 3 & 4 fully synthetic brake fluid.


Motul Carbu Clean


Vikram started the dismantling by removing the front brake system. He first removed the caliper from its mounting. The brake pads were removed.



I would like to comment on the brake pads at this point. Many people have complained about the quality of brake pads and how they wear out abnormally fast. My bike has completed 3,000 kms and the pads were nearing the end of their service life. The maximum that these pads could last were 500 kms more. So yes, there is a problem with these pads. They do seem to have a very short life span. Surprising as the make is Nissin and not some cheap second rate company.

Once the pads were out, Vikram pumped the brake lever to push the caliper pistons out.



Once the pistons were out of the caliper, Vikram cleaned them with the carb spray.


After spraying and cleaning the pistons, they were dried with fresh clean tissue paper and then warped in clean tissue paper and put aside in a box to move on to the next step.



After cleaning the pistons, Vikram remounted the caliper on the fork. This allows for easier dismantling of the brake line. He loosened the brake line and removed the bleed nipple.



The brake line was loosened from the master cylinder side.


The master cylinder and oil reservoir were removed from the handle bar.



The cap was removed from the oil reservoir and residual oil was drained out.


The piston was removed from the master cylinder and cleaned with carb spray.



The master cylinder and oil reservoir were cleaned and dried.


The calliper was cleaned with the carb spray.


The master cylinder was reassembled.


The calliper was reassembled.


Spiegler line was installed.


DOT 4 oil was poured into the oil reservoir and the brake was bled.


Vikram noted the remarkable easy with which the oil flowed from top to the brake calliper and bleed nipple. The Teflon lining does help the hydraulic fluid flow smoothly. Once the front brake was completed, the procedure was repeated for the rear brake.






Once again thanks to Vikram of Motozone Pune, Mumbai, for making the whole experience a painless one. Motozone has taken really good care of my Ninja

Re: Installation of Spiegler Stainless Steel Brake Lines

[MENTION=26077]abhimanyu31[/MENTION],

is it ok to use brake fluid to clean the caliper internals?