Getting some strange readings from TPS on TuneECU.
On resetting it will go down to 0.2 and once the engine has run long enough to trim then it goes back up to 2.2 @ 0.61V which according to triumph manual is within tolerance. No matter how many times I reset it will not zero. Any ideas??
Thanks BB for the map but MPG was bad 120 till lamp, but TPS reading could make ecu think throttle is open?
TPS readings are ok, does it read 74-78% on full throttle?
Is fuel consumption ok on a standard map?
Hassan has poor fuel consumption and he thinks he has overfuelling due to fuel rail pressure being too high - his fuel pressure sensor is not working.
Yes I have 78% on WOT no probs there.
Have loaded standard new TOR map from tuneECU and trimmed to LTF=4.1, IFT=-10.1 till gained a value within range of CO sensor and non smelly exhaust!
Only on short commute this week and will take longer to realise MPG.
Yet to check fuel rail pressure and will post results when I get an adapter made.
Not sure what your background is so I'll state the bleedin' obvious, especially in case anybody with little experience decides to give this a try:
The fuel rail carries fuel at high pressure, be very careful that the test rig you lash up is up to the job, and the fact that it's fuel. Aside from the obvious fire risk, take care to protect your skin. High pressure fuel directed at exposed skin will at the very least cause long term dermatitis. In extreme cases it can be fatal.
Go careful friends.. :wink:
Thanks for the safety advice there BB, thankfully I do come from an engineering background and safety CANNOT be comprimised and anyone who is not fully competant in proceedures should leave well alone!
I am hopefully looking for 3 bar at the rail as described in Triumph text.
Your mod tune was certainly energetic and will certainly reload when this hiccup has been cured.
It is a shame we cannot upgrade to the Keihin system, or is that food for thought? :idea:
Quote from: "metalguru"Thanks for the safety advice there BB, thankfully I do come from an engineering background and safety CANNOT be comprimised and anyone who is not fully competant in proceedures should leave well alone!
I am hopefully looking for 3 bar at the rail as described in Triumph text.
Your mod tune was certainly energetic and will certainly reload when this hiccup has been cured.
It is a shame we cannot upgrade to the Keihin system, or is that food for thought? :idea:
Are the connectors the same or will we need to rework the loom? Hmm
It is a strange fact that since the age of 12 in the early '70s I have been fortunate enough to play with motorcycles in every way shape and form and now presented with a really tempremental system, (mind you it is French) and trying to impove same has been a taxing influence.
To convert to the Keihin system I think is possible but at what cost? Throttle bodies, perhaps 1050 head, ECU and complete loom. Clocks from later machine as mine go awol when another model map is loaded. Complete loom is preferable as most attachments are in a similar place on different models making connection easier. Although if we could find a way into the sagem ECU to disable certain functions then the most effective way forward would be 3 carbs from a similar 320cc per pot four cylinder bike. Or just remove the fault lamp! Going backwards you may think but in the race car world or engine transplant, ie. from 4cyl to V8 (done that), it is quite common.
Time for head scratching and thinking caps.
42mm Flatslide carbs from jap sports bike any ideas?
I think being able to read what the hard code in the ECU is doing would solve most of the issues. My guess is that the coding is over compensating for changes in certain conditions.
Likewise the hard coded comparables could make a huge difference.
I think we may be on to something here with a carb conversion, a manifold would have to be made and carb rubbers sourced but with the vast availability of second hand jap spares on the market it is just time availability and scratching around at a breakers to source required items.
The cold start is easy as the left hand switch gear is the same as the T/Bird.
Hopefully others reading this can cast a few more thoughts and we may be on to a winner. One day on the dyno for set up and we have a simple reliable fueling system unlike the one we have now which from what I have read on here causes lots of problems.
Quote from: "Bixxer Bob"TPS readings are ok, does it read 74-78% on full throttle?
Is fuel consumption ok on a standard map?
Hassan has poor fuel consumption and he thinks he has overfuelling due to fuel rail pressure being too high - his fuel pressure sensor is not working.
The Fuel Pump Regulator...
Quote from: "metalguru"It is a strange fact that since the age of 12 in the early '70s I have been fortunate enough to play with motorcycles in every way shape and form and now presented with a really tempremental system, (mind you it is French) and trying to impove same has been a taxing influence.
To convert to the Keihin system I think is possible but at what cost? Throttle bodies, perhaps 1050 head, ECU and complete loom. Clocks from later machine as mine go awol when another model map is loaded. Complete loom is preferable as most attachments are in a similar place on different models making connection easier. Although if we could find a way into the sagem ECU to disable certain functions then the most effective way forward would be 3 carbs from a similar 320cc per pot four cylinder bike. Or just remove the fault lamp! Going backwards you may think but in the race car world or engine transplant, ie. from 4cyl to V8 (done that), it is quite common.
Time for head scratching and thinking caps.
42mm Flatslide carbs from jap sports bike any ideas?
Blimey now that is a complicated thought,may as well go to a complete 1050 motor as well.
Quote from: "Chris Canning".....Blimey now that is a complicated thought,may as well go to a complete 1050 motor as well.
Assuming the sale goes through on our relocation, the workshop has a Ford twin cam V6 lying about... is that any use???
Quote from: "Bixxer Bob"Quote from: "Chris Canning".....Blimey now that is a complicated thought,may as well go to a complete 1050 motor as well.
Assuming the sale goes through on our relocation, the workshop has a Ford twin cam V6 lying about... is that any use???
V10 Viper would be nice...The wife wants a trike!!! V6 in a Tiger frame, now theres a thought. or better still chuck it in a R3 frame.
Always thought about a 1050 motor in my 955 but it's a full on heart and lung transplant thats for sure,and does the Jap fuel injection fit under the 955 tank :?
Quote from: "metalguru"...
I think we may be on to something here with a carb conversion, a manifold would have to be made and carb rubbers sourced but with the vast availability of second hand jap spares on the market it is just time availability and scratching around at a breakers to source required items.
...
The Steamer has carbs and has the same basic engine. Why not have a look there, if you are serious about it...
Or just swap to a Steamer.
the keihin injection does look compact but just comparison measurements are needed. You are nearly there with a 1050 engine swap and if perhaps the donor bike was cheap enough it could be worth while.
Yes I did have a steamer and very happy I was with it as the weather protection is better and once set up would not need tinkering with untill service time, i went to the 855 as a 'progression' but that got written off so here i am with a 955. I wouldn't say I was a perfectionist, just get wound up when it won't do what an engine should!
Quote from: "Hassan"Quote from: "Bixxer Bob"TPS readings are ok, does it read 74-78% on full throttle?
Is fuel consumption ok on a standard map?
Hassan has poor fuel consumption and he thinks he has overfuelling due to fuel rail pressure being too high - his fuel pressure sensor is not working.
The Fuel Pump Regulator...
Ordered a new pressure regulator and will take about a week to arrive at the stealers. will post the results when it's fitted.
It's interesting that I'd never heard about a problem with the FPR until recently - now they seem to be all over the place.
I said over on Hassan's thread that I'm not sure that's what's wrong with his - he has some pretty fundametal problems to fix first before he goes spending more money.
Going on what has happened to hassan and the wealth of knowledge on here it seemed the logical way forward as even setting the IACV to -10 and LTF tro 4.5 the idle was high and the idle trim went off the scale at minus, it was still rich and lumpy. I managed to rig up a test guage and the fuel pressure is high, perhaps it is a shelf life thing or they get confused with performing maps!
Will get there in the end.
Still investigating the carb thing...just pressed for spare time at the moment.
It's good that you've proved the fuel pressure is high, :icon_salut if replacing the regulator sorts that ,you'll have validated changing the regulator as a fix, which on-one (as far as I can remember) has done so far.
Once you've got a result, a summary of symptoms and the eventual cure would be helpful :wink:
Quote from: "Bixxer Bob"It's good that you've proved the fuel pressure is high, :icon_salut if replacing the regulator sorts that ,you'll have validated changing the regulator as a fix, which on-one (as far as I can remember) has done so far.
Once you've got a result, a summary of symptoms and the eventual cure would be helpful :wink:
Replaced regulator and validated the change as effective.
Also see What are your tuneECU settings for full run down.
Next to start plans for carb conversion kit.
Anyone got some 42mm flatslide Mikunis they don't want? :hello2