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bmcintyre
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« on: September 24, 2017, 06:04:39 AM » |
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I recently had a minor problem I want to figure out and hoped someone here might have some advice. 2000 interstate. Recent work: Desmog, valve adjust, oem petcock, Dan Marc 1/4" solenoid valve, timing belts.
Went on my first road trip and after riding several days in Tennesee/ NC area, on the way home the fuel was at 2 bars, not flashing yet. Couldn't seem to accelerate, would hold at around 70mph but when I tried to speed up to pass, it would'nt accelerate
Edit. Accidentally posted before I was done. Please read post following this one for more info.
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« Last Edit: September 24, 2017, 06:12:14 AM by bmcintyre »
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bmcintyre
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« Reply #1 on: September 24, 2017, 06:09:42 AM » |
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I recently had a minor problem I want to figure out and hoped someone here might have some advice. 2000 interstate. Recent work: Desmog, valve adjust, oem petcock, Dan Marc 1/4" solenoid valve, timing belts.
Went on my first road trip and after riding several days in Tennesee/ NC area, on the way home the fuel was at 2 bars, not flashing yet. Couldn't seem to accelerate, would hold at around 70mph but when I tried to speed up to pass, it would'nt accelerate. When I switched to reserve, the problem went away. Not sure if that was coincidence or not.
On the next tank, I ran it down until it was flashing and couldn't duplicate the problem although I couldn't go quite as fast due to traffic.
Any idea what could cause that? I'm worried that there's something I need to address before I get stranded somewhere but not sure where to start.
Is it possible the Dan Marc is causing restriction and when the fuel level gets low enough the gas pressure is not enough?
Thanks for any advice.
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Blackduck
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« Reply #2 on: September 24, 2017, 07:04:20 AM » |
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Reserve is lower than the main inlet so don't think fuel height in the tank is an issue.
Maybe your gauge is a little off and you were actually running out on the main.
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2001 Standard, 78 Goldwing, VRCC 21411
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sandy
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« Reply #3 on: September 24, 2017, 07:12:27 AM » |
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Some have had issues with fuel flow with the danMarc but I'd guess that your petcock is beginning to fail. Get a "Cover set" and rebuild the diaphragm end of the petcock.
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gordonv
Member
Posts: 5760
VRCC # 31419
Richmond BC
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« Reply #4 on: September 24, 2017, 10:05:53 AM » |
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Find the problem before you start fixing things. I felt it is a fuel delivery thing. When you added the Dan Marc, did you just splice it in, or cut out a length of fuel line and add the devise? I believe it's been mentioned, there are a couple of Dan Marcs, and one has a smaller orifice than the other. Which one did you use, model #? I would start by inspecting the fuel line for it's lay. Then testing the petcock for flow. Then remove the Dan Marc and go for a nice ride. Lastly, since your fuel was around reserve, open the gas cap, in case of venting issues. All simple, time consuming, and free things to do, other than paying for fuel to go on some nice long ride.  |
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« Last Edit: September 24, 2017, 10:48:40 AM by gordonv »
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1999 Black with custom paint IS   |
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The emperor has no clothes
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« Reply #5 on: September 24, 2017, 10:07:00 AM » |
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Some have had issues with fuel flow with the danMarc but I'd guess that your petcock is beginning to fail. Get a "Cover set" and rebuild the diaphragm end of the petcock.
Along with this, I'd recheck the length of your fuel line. It's real easy to have it a inch too long and then have it kink slightly when it gets warm. |
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The emperor has no clothes
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« Reply #6 on: September 24, 2017, 10:08:40 AM » |
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Find the problem before you start fixing things. I felt it is a fuel delivery thing. When you added the Dan Marc, did you just splice it in, or cut out a length of fuel line and add the devise? I believe it's been mentioned, there are a couple of Dan Marcs, and one has a smaller orifice than the other. Which one did you use? I would start by inspecting the fuel line for it's lay. Then testing the petcock for flow. Then remove the Dan Marc and go for a nice ride. Lastly, since your fuel was around reserve, open the gas cap, in case of venting issues. All simple, time consuming, and free things to do, other than paying for fuel to go on some nice long ride. if I read it correctly, he installed the .250 orifice larger one. I've been using that one with no issues. |
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bmcintyre
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« Reply #7 on: September 24, 2017, 02:01:23 PM » |
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It's the larger 1/4" Dan Marc valve. It was installed by Bill (big bf). He cut the lines and put a tee after it. I'm not questioning anything he did btw.
OEM petcock is new this spring.
My thought about the reserve was that once it was switched to reserve it would have more gas above the opening causing more pressure into the petcock from the weight of the gas, vs the lower weight of the smaller amount of gas above the regular petcock opening?
Thanks for the tips.
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« Last Edit: September 24, 2017, 02:03:05 PM by bmcintyre »
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Roidfingers
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« Reply #8 on: September 24, 2017, 03:43:15 PM » |
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It's the larger 1/4" Dan Marc valve. It was installed by Bill (big bf). He cut the lines and put a tee after it. I'm not questioning anything he did btw.
OEM petcock is new this spring.
My thought about the reserve was that once it was switched to reserve it would have more gas above the opening causing more pressure into the petcock from the weight of the gas, vs the lower weight of the smaller amount of gas above the regular petcock opening?
Thanks for the tips.
There you go. I'm with you on that one. |
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Ricky-D
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« Reply #9 on: September 24, 2017, 04:11:32 PM » |
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My thought about the reserve was that once it was switched to reserve it would have more gas above the opening causing more pressure into the petcock from the weight of the gas, vs the lower weight of the smaller amount of gas above the regular petcock opening? This is incorrect. The pressure mentioned is derived from the head, the height of the fuel top surface. When you switch to reserve all that is changing is the path of the delivery of fuel, not the head. Whether it's gallons of fuel or just the bit in the fuel line, the pressure is constant and is only in relation to the head. Nothing else. *** |
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2000_Valkyrie_Interstate
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Blackduck
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« Reply #10 on: September 24, 2017, 04:28:59 PM » |
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Ricky is correct on the hydrostatic head pressure of the fuel not changing when switching to reserve.
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2001 Standard, 78 Goldwing, VRCC 21411
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The emperor has no clothes
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« Reply #11 on: September 24, 2017, 04:34:26 PM » |
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It's the larger 1/4" Dan Marc valve. It was installed by Bill (big bf). He cut the lines and put a tee after it. I'm not questioning anything he did btw.
OEM petcock is new this spring.
My thought about the reserve was that once it was switched to reserve it would have more gas above the opening causing more pressure into the petcock from the weight of the gas, vs the lower weight of the smaller amount of gas above the regular petcock opening?
Thanks for the tips.
With that said, the only other idea I have would be maybe the selector wasn't switched all the way. I once had a slight bind on mine and it didn't allow full flow. |
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Firefighter
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« Reply #12 on: September 25, 2017, 05:48:22 AM » |
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Not sure who is correct with the head pressure thing but when I installed a fuel filter on my 2000 IS and tank was below one third and I was traveling at exp. speeds the bike would run out of fuel and sometimes even have engine shut down. If I switched to reserve I could continue on to the gas station. Once I removed my fuel filter all was well again. The fuel line has to be down hill for sure. Only other thought would be a vent problem.
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2000 Valkyrie Interstate, Black/Red
2006 Honda Sabre 1100
2013 Honda Spirit 750
2002 Honda Rebel 250
1978 Honda 750
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Jess from VA
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« Reply #13 on: September 25, 2017, 06:24:35 AM » |
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Not sure either. But on my interstates, the fuel gauge, low fuel flasher, and hitting reserve is far from exact science. I've had my fuel bars jump from three bars, to one to two, and so on nearing reserve.
And when you run out of gas on ON (not switched to reserve), it's a very gradual thing. Many times (not paying attention), I begin to get just the slightest amount of poor/degraded running, not bogging or stumbling (yet). So when you were running 70 constant (but couldn't accelerate), it might be that you were right at the point of needing reserve.... even at two bars. This is especially true on highway riding, where the gas is sloshing around from inertia of speed, and bumps in the road.
The fuel gauge on the interstate is a rough guide only (especially when approaching reserve). I reset a tripmeter at every fillup and put more faith in miles traveled than the gauge (apx 220mi to reserve). And with a full tank (right up to neck), I generally get to a bit over 60 miles, before I lose a single bar on the dash meter.
But it could be a petcock issue.
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Bagger John - #3785
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« Reply #14 on: September 26, 2017, 06:08:53 AM » |
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Here's a slightly different twist (not related to the OP's bike):
'99 CA model Tourer. I/S ICM, #38 pilots, Cobra jet needles and I/S carb springs. All other aspects on the motor, intake and exhaust are "stock" (including the cams and smog plumbing). Engine tune is verified by plug read - all cylinders are burning normally and are accounted for.
As of late - or maybe I'm imagining things - around 2200-2700RPM / 55MPH on the highway it feels (for lack of a better term) "meh". Takes a bit of throttle adjustment to compensate for steeper, longer hills - but the bike will handle them without starving for fuel. Just seems "meh".
Get the thing much above 3000RPM / 65MPH and it wants to pull hard. And it won't quit pulling hard at those speeds, which tells me it's getting adequate fuel flow.
I installed a restrictor in the line from the #6 intake runner to the vacuum petcock nipple; this to prevent surging or pops from pinholing the diaphragm - as happened recently.
Is this plain ol' CA-bike behavior or did I introduce another set of issues?
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