Got my bike! First impressions... (long post, get a cuppa!)

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HowardQ · #16 Post by **HowardQ** » Mon Apr 02, 2007 12:13 pm

Greg, sorry to differ again, not sure if there is a difference between bike set up for your market and ours, but all Brit bikes were normally de-restricted by the dealers in the standard way during the pre delivery checks, and obviously done for use with standard pipes. My own bike ran this way for most of it's life before I fitted some cans. The snipping of the ECU wire changes the setting to suit. Most Brit riders don't ever see the restrictor plates in the inlet. This green bike of HRs was obviously an import in this colour and it hadn't been done.
Is your standard set up different in Ausie?

Gtrain · #17 Post by **Gtrain** » Mon Apr 02, 2007 12:18 pm

the slipper on mine works really well, I sometimes wonder if its a special
as a lot of guys on the "other forum" don't have theres working like mine but then they have put barnett clutches in which don't let the slipper work properly.
mine goes like this, I can back the throttle hard off coming up to a corner starts whirring, kick it down a gear or two little bit of engine brake comes in but nothing to upset the bike whirs some more pick line out of corner power on until next bend or slow down point, repeat as above.

that sound like yours?

I know the falcos like no other twin I ridden before, the first time on a duc scared the shit out of me (previous bike gpz600r) backed it of in a corner bloody stood up on me

, tell the guy at the shop and he says " ow yer you need to keep the throttle a little bit open for that" bloody knob

sabestian · #18 Post by **sabestian** » Mon Apr 02, 2007 12:25 pm

I've never heard my slipper working although I haven't ever locked the rear when reducing gears either - on Falco that is. Not so on SV750 beast (snaking into bends). So I guess it's there.

Am I gay?

Gtrain · #19 Post by **Gtrain** » Mon Apr 02, 2007 12:26 pm

most where derestricted at the dealers but some did slip through unaltered
thought I had read somewhere about there being a problem if derestricted and running standard pipes that it would run to rich, do you get a lot of flooding problems when its cold?

the setup over here is the same as you guys, not American so no nice side stand and defiantly not french with there silly 100hp power restrictions

hornetrider · #20 Post by **hornetrider** » Mon Apr 02, 2007 12:26 pm

The log book says first registered in the UK, it has a DK motorcycles rear number plate and I called them to confirm some details before I picked it up - they sold it as new in Sept 2004.

I've already snipped the ECU wire - got the tank up over lunch but the Aprilia toolkit didn't appear to have the correct size socket-y type attachment to undo the 6 bolts on the airbox, I think they are 6mm. The smallest in the set I have is 8mm. I also don't have a socket set (until my birthday in two weeks!) so will have to beg/borrow/steal a smaller socket to get the top of the airbox off.

I'm running high-level carbon fibre fighter cans so I presume there'll be no problem in de-restricting.

Once again guys, thanks for all the discussion, its all really informative and is really helping me to get to know the bike

HowardQ · #21 Post by **HowardQ** » Mon Apr 02, 2007 12:31 pm

Probably more about how we explained it, mine comes in if I back off hard, but ease off quite quickly and I just get really good engine braking, (although it may be a bit of both). There is much more engine braking than on my old CBR1000F or any other IL4s that I've ridden. Means you can play with people if you wanna be a bit naughty as they don't realise how much you are slowing down. When my daughter's fiance' got his first bike, a CBR6, I used to go out with him all the time and always touched the rear brake just slightly when I used the engine braking, just to warn him to be thinking about braking on the CBR, as it caught him out a few times.
Didn't always brake too much when riding fairly steady.
Didn't always change down when about to overtake something

D-Rider · #22 Post by **D-Rider** » Mon Apr 02, 2007 1:03 pm

Slipper clutch :[/b] What Howard says

Derestricting :[/b] Shouldn't be a significant issue even if you were running standard cans (that's my configuration at the moment). Most dealers derestrict at PDI or at the running-in service as a matter of course. I remember Hornetrider's bikes had the Fighter cans fitted anyway (be very interesting to find out whether the official aprilia chip that goes with the fighter cans is sitting in the ecu).

EDIT: Wow - a huge number of posts here since I started typing up this one (got distracted). Sorry I'm a bit "after the event".

BTW Hornetrider, did you check that the correct wire was cut - I know that some people have been confused by the diagnostic connection which is basically two wires going into the ecu with a connector on each of them that fit together to put it into diagnostic mode. Normally these are not connected.
Probably you are right but it would be a shame not to point this out if it wasn't derestricted.
The correct wire is shown in this thread:
https://www.ridersite.com/viewtopic.ph ... derestrict

hornetrider · #23 Post by **hornetrider** » Mon Apr 02, 2007 1:09 pm

D-rider, how will I tell if tis a different chip, does it look different? I've already snipped that wire you pointed out the other day in my eagerness!

Falcopops · #24 Post by **Falcopops** » Mon Apr 02, 2007 1:10 pm

hornetrider wrote:Aprilia toolkit didn't appear to have the correct size socket-y type attachment to undo the 6 bolts on the airbox,

The smallest box spannes should fit, unless it's missing, put the appropriate allen key in the ither end and off you go.

I think you need to lift the bottom of the air box too to get to the little screw that holds the bung in place.

Gtrain · #25 Post by **Gtrain** » Mon Apr 02, 2007 1:12 pm

just read up on kens site seems the derestriction is fine with the falco with standard pipes but shouldn't be done on the mille

re slipper, talking the same talk just coming from different angles
as the instructor at the track says "Greg get on the gas earlier"

D-Rider · #26 Post by **D-Rider** » Mon Apr 02, 2007 1:18 pm

hornetrider wrote:D-rider, how will I tell if tis a different chip, does it look different? I've already snipped that wire you pointed out the other day in my eagerness!

I can't keep up with this thread!

Ummmm - never actually seen the chip for the fighter cans - but I expect it's got a label on it saying what it is (at least with a different reference to the standard chip).
First thing is to have a look to see whether the ECU has ever been opened (probably has some anti-tamper paint or labels between lid and body - although I've never looked) If it has and they are in place, you'll be on the standard chip.

Let us know what you find.

Fausto · #27 Post by **Fausto** » Mon Apr 02, 2007 5:32 pm

H-R, I tend to agree with your understanding of the slipper clutch. I certainly can't hear any whirring on deceleration. Earplugs and cans may not help here. As for engine braking - I too worship the engine's braking power. It becomes such a natural part of riding that when you get back onto an IL4 it comes as a bit of a shock when you back off the throttle for a corner and the bike just ploughs on as if nothing happened and leaves you grabbing at the brakes which you wouldn't have touched on the Falco.

Perhaps you could try a sudden downshift test for the usefulness of the slipper ??

sabestian · #28 Post by **sabestian** » Mon Apr 02, 2007 5:51 pm

Falcopops wrote: The smallest box spannes should fit, unless it's missing, put the appropriate allen key in the ither end and off you go.

I think you need to lift the bottom of the air box too to get to the little screw that holds the bung in place.

It's 7mm key if I remember correctly.

And, to avoid air turbulence

you can actually rip the bung out with the screw that holds it to the bracket, breaking the bracket off the airbox. Don't quote me on that...

That is assuming that you don't intend to rerestrict it at some point

hornetrider · #29 Post by **hornetrider** » Mon Apr 02, 2007 7:32 pm

D-Rider wrote:
BTW Hornetrider, did you check that the correct wire was cut - I know that some people have been confused by the diagnostic connection which is basically two wires going into the ecu with a connector on each of them that fit together to put it into diagnostic mode. Normally these are not connected.
Probably you are right but it would be a shame not to point this out if it wasn't derestricted.
The correct wire is shown in this thread:
https://www.ridersite.com/viewtopic.ph ... derestrict

Hi mate, yeah I remembered that thread and have snipped the correct wire - it hadn't been done. The smallest socket in my toolkit is the double ended 10mm and 8mm jobber - there is no 7mm, doh! In fact, I had a 5mm and 6mm knocking around, so therefore the only one I need is the one I don't have, double doh! Must try and nab one from somewhere.

Anyone know if there would be any issues with riding the bike for a short time having been derestricted but leaving the airbox insert in?

Interesting you talk about the diagnostic stuff, I presume they are the two connectors coming off the same area and just kind of dangling, can't remember what the connector type is to describe it.

sabestian · #30 Post by **sabestian** » Mon Apr 02, 2007 8:01 pm

hornetrider wrote:Anyone know if there would be any issues with riding the bike for a short time having been derestricted but leaving the airbox insert in?

I did that when my Falco was a stocker and I had an issue with a poor mpg afterwards. No one can tell if I screwed FI doing this or I just started using the throttle properly

I ended up getting PC3...
Anyway, avoid if possible.