• Hi everyone,

    As you all know, Coffee (Dean) passed away a couple of years ago. I am Dean's ex-wife's husband and happen to have spent my career in tech. Over the years, I occasionally helped Dean with various tech issues.

    When he passed, I worked with his kids to gather the necessary credentials to keep this site running. Since then (and for however long they worked with Coffee), Woodschick and Dirtdame have been maintaining the site and covering the costs. Without their hard work and financial support, CafeHusky would have been lost.

    Over the past couple of weeks, I’ve been working to migrate the site to a free cloud compute instance so that Woodschick and Dirtdame no longer have to fund it. At the same time, I’ve updated the site to a current version of XenForo (the discussion software it runs on). The previous version was outdated and no longer supported.

    Unfortunately, the new software version doesn’t support importing the old site’s styles, so for now, you’ll see the XenForo default style. This may change over time.

    Coffee didn’t document the work he did on the site, so I’ve been digging through the old setup to understand how everything was running. There may still be things I’ve missed. One known issue is that email functionality is not yet working on the new site, but I hope to resolve this over time.

    Thanks for your patience and support!

EJK

The difference is the advance FI system in the Magnetti/Marrelli ECU. I wish I had the knowledge to fiddle with Hex Codes...and the equipment. Someday I guess someone will tackle it.
 
As much as I don't like the idea of disconnecting the o2 sensor, I think the EJK provides a more focused approach to the stalling issue, and it's more adjustable. For instance, I'm planning on testing the TR650 at slightly leaner than stock levels at higher RPMs (-.5), and see how it goes.
 
drzcharlie said:
Bear with me here but in my opinion disconnecting the 02 sensor is a serious shortcoming of the EJK. Why? First when missing an 02 the BMW ECU's go into a sort of "Limp Home Fueling Pattern" This means the EJK has to add extra fuel for the same result. It also eliminates the ability of the ECU to adapt to fuel differences (think alcohol fuel), wear, fuel pressure variations, sensor wear et al.

Second, the EJK adds features which the BMW ECU's already have. The already add a lot of fuel when you turn the throttle and at higher RPM/TPS. When you boost the baseline with an AF-XIED, fuel gets added everywhere. Most Dyno Operators measure mixture incorrectly. Leading companies like Dynojet and Dobeck to believe our bikes are leaner than they are (not they aren't lean). At WOT I am running 6% richer or an AFR of about 12:1 which is plenty rich.

Harley XIEDS change bias amplitude, that is not how the AF-XIED for BMW's works. These units constantly monitor the o2 sensor, process it and output a lambda-shifed, full scale signal. In the end the EJK switches out the o@ during times when it is lengthening pulses. This is a very basic approach that wrestles with the ECU. Its primary benefit (IMHO) is for those who want to think about fueling in carburetor terms, hence the name "Electronic Jet Kit" or EJK. This ok but (IMHO) it doesn't address how a modern FI ECU functions.
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I'm biased against the Afixied.

If they were to make it so it would revert to normal or disengage after 3,500 rpm or so, they might be on to something.

I tried talking to them about this, to no avail.
 
mag00 said:
I'm biased against the Afixied.

If they were to make it so it would revert to normal or disengage after 3,500 rpm or so, they might be on to something.

I tried talking to them about this, to no avail.
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Agreed. I would be very happy to go this route. That's really all we need IMHO.
 
Mag00 - have you installed your Lexx yet? Did you have any trouble finding one with the right connectors? Part number?
 
spiderman said:
Mag00 - have you installed your Lexx yet? Did you have any trouble finding one with the right connectors? Part number?
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No, I have been lazy and it is hot here. I ordered up some plug converters, one worked, the other didn't. I'll have to make something that works, or chop wires, don't really want to chop wires.
 
mag00 said:
No, I have been lazy and it is hot here. I ordered up some plug converters, one worked, the other didn't. I'll have to make something that works, or chop wires, don't really want to chop wires.
Click to expand...

Hopefully you mean chop wires on the LEXX and not the bike. At least that way if things don't work out you won't have a hacked-up harness.
 
Thanks V8. I forgot that other thread. For some reason I thought you had mounted it on the bars, must have been someone's "pop-up" post.
 
Well, yesterday the package with the EJK showed up, and today I was able to install it and ride for quite a bit. Before installing it I've removed the Accelerator Module (an IAT spoofer), and performed a TPS reset as described in other thread, including the idling until the fan switches on part. I've ridden the bike for 10 km after the reset (without the EJK), and while the stuttering tendency was increased, at the same time I found the behavior at higher rpms more enjoyable. If anything, this confirms that the mixture is too lean in the "green zone", while it's just about right in the red one.

Installing the EJK is really a breeze, and I'm not going to post pictures since V8Astro already provided plenty of them. The only difference with his installation is that the lambda sensor is still there, just disconnected, and I wrapped the cables around the fuel pump assembly so that there is room for both the EJK and the toolbox over the battery. Once installed I've immediately increased the green setting to 5.5, as suggested by V8Astro, and the green/blue point to 1 as well, and left everything else stock. I rode for a few kilometers to work, and the bike, right of the bat, runs great. The idle is almost as smooth as a twin engine, and the increase in responsiveness and torque to the slightest turn of the accelerator is really noticeable. In the 3000RPM to 5000RPM range is smooth as a baby's butt, but over the range the engine kinda fell flat, instead of giving the usual kick. Fortunately enough today I got to ride around quite a lot so I had to chance to fine tune the settings a bit, remembering the ones V8Astro was using. I've lowered the red zone to the lowest possible amount, and also slightly adjusted the yellow zone. In the end I've go a setting very similar to V8Astro's: 5.5-3-0.5-1-3-3.

Now I really like the way the bike behaves, and it's much more predictable to drive, although I think that I will increase the green zone to 6 or 6.5 to improve the engine braking. The one, huge improvement is heating. I commute in Rome, and I spend much of my time waiting at the traffic lights. Before the EJK, even with the accelerator module, the fan was a constant on/off, today, with a temperature of around 34-35 Celsius, and plenty of idle time, the fan has never started, and the temperature indicator never went beyond one bar over the midpoint.

All in all I think that the EJK is not only useful, but mandatory if you wish to prolong your and your engine's life. The lambda spoof may work as well, but the EJK is more adjustable, and as far as I understand it, is also useful when the engine is cold.

The only drawback is that the lambda sensor is disconnected, while still attached to the manifold. I would still like to still heat it while disconnected. Does anyone knows where I can get the labda connectors (both male and female) so that I can create a patch cable?
 
I just installed a Wiseco fuel controller -- it's just a rebadged Dobeck like the EJK and FMF ones. On the box it says that you can install an O2 sensor for closed-loop operation as an additional option. Nothing is mentioned in the written instruction pack regarding an O2 sensor. For the time being, I'm leaving my O2 sensor connected.
 
If you guys wouldn't mind, the EJK model # that works on our bikes is listed, can we get the part numbers for other makes people are using? Along with any other necessary changes? Plug adapters, etc.

Since they all work the same, it might make it easier to find the cheapest/most hassle free/best customer service/available solution. Thanks.
 
The Lexx is $168, but the ends are wrong, and finding the adapters is difficult. Still procrastinating on hooking it up. Still in the 100's

I would love for someone to pull a plug after about 500 miles and post a pic.
 
EJK lists a discount for anyone on a forum. They have an online form under discounts at the bottom of their homepage.
 
The Wiseco is #FMC038 --- it's a plug n play for the TR650 although it's listed for the 2001-2004 F650 BMW, as has been previously posted. I don't think that Wiseco is selling them any longer though. I bought mine via Amazon from Lion Parts -- their catalog #105715 for $183.97 including shipping.
 
Well, I was looking around for this and came across a seller on ebay. We'll see if all plays out as it should, but $166.46 shipped for the wiseco unit, with 10+ available. At that price for the plug in version, I went ahead and ordered one, so I'll do a 6k mile test on this and can report back one month from today.

I was hesitant getting one of these before my trip with all the altitude and temperature changes, but we'll see how it does. But it should work quite well for the normal commute and weekend rides though where I stick between about 500-1500 ft above sea level.
 
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