CFMoto-Forum
ZForce => ZForce 800 EX, 53 & Trail => Topic started by: Jason on August 03, 2015, 06:36:38 PM
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UPDATE ***
Here's the installation of the Dobeck Performance EJK:
Review
I'm impressed with the performance difference this has to offer. I can't give any concrete numbers or percentages because I don't have access to a dyno, but I can definitely say that the bottom end gain is significant. Pairing this up with an aftermarket exhaust makes a very noticeable improvement.
Pros
- It's very easy to install and took me about an hour start to finish.
- The bottom-end powerband is where I've seen significant improvement.
- The mapping options are fully customizable to your needs.
- Pre-programmed settings were almost perfect for my needs.
Cons
- You will see a slight decline in fuel efficiency depending on your map settings (This is expected)
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Here's a sneak-peak at my upcoming video install and review of the Dobeck Performance EJK (electronic jet kit) fuel controller. I'd like to give a special thanks to Dillon at Dobeck Performance (http://www.dobeckperformance.com) for partnering with me to make this possible and I'll have a full ride review and video explanation of how to use the controller very soon.
If you're interested in buying one for yourself then here's a pretty cool discount (10-20%) that's available just for being a forum user here: http://www.dobeckperformance.com/discounts.asp
Here are some links to their products and how to reach them if you have any questions:
ZForce 800/800EX EJK: http://www.electronicjetkit.com/UTV/viewproduct.asp?partnumber=8320128
ZForce 600 EJK: http://www.electronicjetkit.com/UTV/viewproduct.asp?partnumber=8310076
How to Use: http://www.electronicjetkit.com/EJK-operation.asp
Contact Dobeck Performance: http://www.electronicjetkit.com/contact-Dobeck.asp
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I'm very interested in this. I'm running a little bit lean now. I know that there is a lot more power hiding in my machine. Just have to find it. I look forward to seeing the results.
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I just got my ejk hooked up recently but haven't had time lately to really mess with the settings I look forward also to hear back on the settings that work the best for ya. I thought bout hooking up a air to fuel ratio gauge and dialing it in better once I get a chance
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I'm looking forward to the results too. There is another module on the market but it's not adjustable.
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What is the cost for one of those do hickeys?
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On second review I see this one for about 180 has at least some adjustment. Not near as pretty though.
http://www.magnumtuning.com/en/detail/dyno-boost-atv-performance-chip/cf-moto/zforce-800
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I'd stay away from the magnum tuners u got to cut and splice into the wiring harness but with the ejk u just plug it in
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The ejk I think was about 225
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Dobeck offers their EJK for $225. However, they do have a pretty unique discount program that can score you 10-20% off. If you're a military service member, racer or forum member *cough cough* you can get send them a message for the discount.
Here's the link to their discount page if you'd like to read more on it: http://www.dobeckperformance.com/discounts.asp
Here's a screenshot of their discount page below:
Jason
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Here's the official word (in the screenshot below) from Dobeck Performance on how to get the forum discount:
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Very cool...:)
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I've got one on my race machine, cleaned up the efi great after heavy mods.
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I've got one on my race machine, cleaned up the efi great after heavy mods.
Welcome to the forum, Bpraim.
What settings have you settled in on? If you're interested and you've got some pictures of your Z8 we've got a section for you to introduce yourself.
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Let me have a look, I used the AFR guage to bring it to where I wanted, I run a couple different setups.
Run one for Rally and one for Offroad.
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Just my two cents...
The DynoJet PowerCommander V is a MUCH nicer unit, easier software, more user friendly, and with the AutoTune option, makes tuning a breeze and takes guess work out of the tuning process. I noticed an INCREASE in fuel mileage since these machines are set too rich from the factory. I got an increase in fuel mileage and nice bump in performance.
A nice new addition to the PCV is they now have an app for Android devices that allows you to connect it to your phone and change the settings right from your phone, as well as watch the information and mapping in real time.
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I agree the DynoJet v is a good product, but way to much.
I used the EJK and afr gauge for under $400 I was set.
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Does anyone have a link where I can get a AFR gauge at?? Iv been wanting to get one but not sure which one will work
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Does anyone have a link where I can get a AFR gauge at?? Iv been wanting to get one but not sure which one will work
http://www.safrtool.com/SAFR-products.asp
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I bought mine from ejk. It's a non permanent gauge. Dual it in then remove. Use it to tune customers Ike's after upgrades.
You can also get off eBay. Pretty easy to search out.
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I bought mine from ejk. It's a non permanent gauge. Dual it in then remove. Use it to tune customers Ike's after upgrades.
You can also get off eBay. Pretty easy to search out.
What is your target AFR? My DynoJet Auto tune allows me to select a target AFR but I'm not sure what optimal for these are so I have enabled it yet.
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This will give you an idea,
I run 12/12.5 I find for what I do this feels great.
Cfmoto will push for 14.1 this the ecu base setting.
If you unplug the o2 sensor it will throw a code, but you will then be able to fully control your AFR as if in open loop.
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Dobeck Performance here!
If anyone is interested in the AFR gauge we call the SAFR Diagnostic Tool, send us an email at sales@dobeckperformance.com.
You can also check out the website SAFRtool.com.
The SAFR Tool is available for rent or purchase. $46/week rental including round trip shipping and it comes with enough nutserts to do 5 machines.
Stay Tuned for more! We hope to bring you some great deals on Stage 1 kits (exhaust of your choice & fuel controller) in the near future.
In the meantime, if anyone is interested in a Stage 1 kit while we work out all the details and pricing, contact us on the forum or send us an email to the address above.
Let me know if you have any questions about fuel tuning or using our fuel controllers.
What exhausts do you want to see offered for the CF Moto?
Thanks for having us on the forum!
-TuningHQ
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So iv got the two brothers , high performance filter and the ejk and 02 sensors unplugged what's the best settings on the ejk you guys have found working on getting the AFR+ kit also but while they are working on putting me something together figured I'd ask on the settings once I get the kit I'll have a AFR gauge but until then any help would b great thanks
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Like to see a dual exhaust that doesn't produce extreme sound. I think the sound of the stock is fine just some added hp wouldn't hurt and the aesthetics are more appealing.
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Does anyone know where I can buy a code reader or diagnostic tool to check entire system on a z8 ?
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I'd like to see a dual exhaust. Not overly loud, but similar to a 2 Bros. with stereo sound.
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I am looking into getting one of these but the programming/tuning has to be hands down the most confusing and cumbersome looking thing in the world. I have used Dynojet systems in the past and got them to work well. I think the most confusing part of this one is how they use colors for everything that you have to reference a code sheet and then they use the SAME colors to reference other things. Im wanting to get as much performance out of the Zforce as I can but I dont want a loud machine or it to be a huge pain in the rear. Any help would be great.
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See, that's what would tick me off to the point where I'd just spend twice the $$ and get the Power Commander V with autotune and be done with it. No muss, no fuss, just set it and forget it. Check the plugs after 4-6 months and that's about it. I agree that it is price prohibitive, but good doors cost more than the power adder, and rarely do buyers gripe about the $600+ they pay for them.
Its all about priorities. If your main priority is gaining max performance from your ride, the Power Commander is an obvious choice. While I love a bargain, I have yet to see anyone drop in an EJK and have it work well right off the bat without dealing with the tuning complexities that it can and will bring.
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Im up in the air about what I will go with. I just hate to spend $250 on one then to have it be a pain and find out if I would have spent $500 it would have been easy and gotten better performance. Money comes and goes but I dont want to wish i had bought the one that would have given me better performance later.
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I didn't find the Dobeck EJK difficult to use at all. It just took a bit of reading on how it works and figuring out what colors correlate to specific settings.
This link will take you to an online emulator that Dobeck offers for the EJK and you can get an idea of how each setting affects fuel delivery throughout the powerband:
http://www.electronicjetkit.com/demos/HPcurve.swf
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I don't think it's hard to use. I don't know if my setting are just right, but I'm sure they're close. I just kept bumping up the settings a little at a time until it felt the best. After I finish all my mods, I may get the AFR gauge they rent for these.
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After looking around on their website last night I do understand what they are going for and how it would work. But it is by far not the best way to control it. Dynojet's way is much more accurate as you can change your A/F ratio across an entire grid vs Dobeck all you can do is change a range. 99% of the people dont need the control that DJ's system offers but if your planning on doing any major mods then you are for sure better off going with the DJ route.
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I think the marketing tactic for these EJK boxes are that they are "close enough" and better than what most people would achieve if they had too many adjustments to fiddle with. However one of the guys I keep in touch with from a dealership races their Z Force (from day one) and has been very satisfied with the Dynojet unit, so much so that they removed the 2 brothers muffler and the only engine mod is a air filter, and the Dynojet PCV.
I am not saying the EJK is bad, just not the smartest, or most advanced unit for any given application.
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I imagine this would be a nice addition to my Two Brothers Exhaust!
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I imagine this would be a nice addition to my Two Brothers Exhaust!
With the reduced backpressure of the Two Brothers exhaust, the EFI can't compensate enough so as a result it will lean-out too much not to use a programmer. Lean engines melt pistons, burn valves and run much hotter....so yeah, the two together...or something like it.. are pretty much.. a must.
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Good point. I never thought about that.
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The discount code procedure is awesome..easy....same day. Just ordered kit with discount.
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So NMK you got any settings to start with mine has uni filter and exhaust looking for some safe starting settings for the tuner
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So NMK you got any settings to start with mine has uni filter and exhaust looking for some safe starting settings for the tuner
Not me...I don't have one of these. Others do though that should chime-in.
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The recommendation to me was the factory stage 2 setup. Same filter and 2 Brothers exhaust.
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I didn't find the Dobeck EJK difficult to use at all. It just took a bit of reading on how it works and figuring out what colors correlate to specific settings.
This link will take you to an online emulator that Dobeck offers for the EJK and you can get an idea of how each setting affects fuel delivery throughout the powerband:
http://www.electronicjetkit.com/demos/HPcurve.swf
Dear good morning. Then to try to close. There is some standard configuration that works and improves performance. In my case I do not want to run. Simply that if I get the arrest fire does not melt the pistons. Thanks for your help.
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Dobeck makes a true live time monitor and plug and play kit which is their AFR Gen4. It comes with a AFR gauge, and in this application requires a newBosch 02 sensor to be installed (new exhaust bung must be drilled and welded). The new kit actually gives you real live time AFR settings, versus the cheaper ones I have seen which is simply levels over or under stock ECU settings. The Gen4 offers closed loop and open loop tuning points, as well as 6 different settings that affect, green zone (idle), Yellow zone (cruise mode), red mode (high RPM), as well as at what points the the ECU switches between green, yellow, red zones (based on load and RPM). If you understand AFR settings, this seems to be the best way to manage adding or removing air via, filters, exhaust, etc to the fuel management system.
Mine goes on this week so i will post pictures and review after that is done. I am very famaliar with this company as the owner started the company known as Dynojet which is a large player in the automotive tuning world.
$399, but if you live close to MT they give you a $50 local discount as well.
Cheers
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For those of you that have the dynojet. Are they making a kit for the 2017 ex trail 800’s? I searched but couldn’t find anything!
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Your website is down
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I just have a uni air filter on my machine, I cannot change exhausts in my state without risking a ticket. If I install one of these will the power increase be worth it on an otherwise stock machine? Or do i save my money?
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I just have a uni air filter on my machine, I cannot change exhausts in my state without risking a ticket. If I install one of these will the power increase be worth it on an otherwise stock machine? Or do i save my money?
I could get into a very long conversation about this stuff and what my tests have shown but to keep it short and sweet, these things only change the mapping which alters the injector pulse-width and increases spark advance. That produces an increase in flow volume. The intake side is probably OK but could stand not to have the restriction in the stock intake tube at the head but the exhaust side..well, my tests have shown that under hard acceleration there can be as much as 4psi on the pipe-side of the muffler. Yes, I freaked out too. I'm used to ounces not pounds. So it is my thinking that they did this for EPA and other approvals and if you can not allow it to flow better, you may find yourself with little increases in performance but also problems with higher head and valve temps which may lead to a more rapid top-end issues. On a side note...and I am in no way suggesting anyone circumvent and local laws or requirements, but one other thing my tests showed was that without the spark arrester, that 4psi back pressure dropped to around 1.25psi....which is strange as that's the biggest/longest screen I've ever seen for a spark arrester. That drop also made mine run so lean it was clear it was outside the range of the EFI system to make up for it. I either needed one of these programmers...or a spark arrester to add some restriction...which is what I did by adding an HMF arrester to my modified system. That took the back pressure back up to 2.80psi with my 2" end mod. Still on the limits but usable with the stock EFI system. Just providing info-not suggesting anything.
(https://i.imgur.com/EDELfyY.jpg)
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The website only lists a product of 2014-2017 models. Did something change on 2018 and newer? Thanks.
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The website only lists a product of 2014-2017 models. Did something change on 2018 and newer? Thanks.
Yeah, they went to a different EFI system.