Fuel Injection setting

Posted 29 June 2006 - 01:33 pm

Yamaha XJ600S Diversion '94
Yamaha XJ900S Diversion '97
Suzuki SV650S '01
Yamaha TDM900 '04

Yamaha XT660Z Ténéré '08 + Yamaha TRX850 '97

I'll let go of my throttle when they pry it from my cold, dead hands...

• Back to top

Posted 29 June 2006 - 08:38 pm

QUOTE(Minty Hippo @ Thu 29th Jun 2006, 12:57 PM) <{POST_SNAPBACK}>

I did wonder if this might turn out to be TPS rather than ECU. TPS probs are known about on the early 9's but I thought they were sorted by now. I sometimes wonder if mine operates the way it should. There is stuff on the old site about this I think... Dappers, Alan, over to you...

really ??? i thought they only suffered from dicky ECU's

• Back to top

Posted 14 November 2006 - 10:54 pm

QUOTE(Minty Hippo @ Thu 29th Jun 2006, 11:57 AM) <{POST_SNAPBACK}>

I did wonder if this might turn out to be TPS rather than ECU. TPS probs are known about on the early 9's but I thought they were sorted by now. I sometimes wonder if mine operates the way it should. There is stuff on the old site about this I think... Dappers, Alan, over to you...

Just came across this earlier posting - so Yamaha are only now catching up on an old fault with their safety recall?? Such integrity.

Edited by Pict, 14 November 2006 - 10:57 pm.

• Back to top

Posted 14 November 2006 - 11:42 pm

QUOTE(wicklamulla @ Wed 28th Jun 2006, 08:14 PM) <{POST_SNAPBACK}>

wood the CO setting revert to a default setting if the battery was removed perhaps ??? or if she stalled and the clocks reset like has happened to a few of you wonderful, lovely 900 riders ????

Thanks for reviving this post, Pict. My bike coughed while starting and reset the clock and trips today. First time it's happened. Unfortunately it didn't reset the odometer! Is this likely to be a 1 off, or should I try to do something about it?

Just got me letter from Yamaha re the TPS so I'll have to find a dealer to get it done. Guess they've all had some practice by now

• Back to top

Posted 28 January 2007 - 12:42 am

Emile
www.piloot.com
'80 Honda CB400T Hawk, '92 Yamaha XJ600S Diversion, '90 Honda PC800 Pacific Coast, '92 Honda ST1100ABSTCS Pan European, '00 BMW R1150GS ABS, '04 Yamaha XP500i T-max, '01 Triumph Sprint ST 955i, '06 Yamaha TDM900A GT, '02 Honda ST1300A Pan European

• Back to top

Posted 28 January 2007 - 12:10 pm

QUOTE(Doc @ Tue 14th Nov 2006, 11:27 PM) <{POST_SNAPBACK}>

Thanks for reviving this post, Pict. My bike coughed while starting and reset the clock and trips today. First time it's happened. Unfortunately it didn't reset the odometer! Is this likely to be a 1 off, or should I try to do something about it?

Just got me letter from Yamaha re the TPS so I'll have to find a dealer to get it done. Guess they've all had some practice by now

Just saw this post Doc...........they seem to do that if the battery is a bit low or an ECU setting isn't right (TPS?) Mines done it a few times

• Back to top

Posted 24 June 2007 - 02:30 pm

QUOTE(E-njoy @ Sun 28th Jan 2007, 02:27 AM) <{POST_SNAPBACK}>

Just waking up an old thread here...

Since I have the new Superpole cans it seems the throttle sensitivity at lower revs when crawling through town or traffic is slighty worse. Pickup is bit abrupt, not that smooth and with constant load the on-off behaviour is back (or worse at least, since disconnecting and plugging the valve hose).

Will adjusting the CO level smoothen this behaviour? In which intervals you guys think it's best to adjust the CO numbers (per 5, per 10)? Don't you want to keep the same difference as default (to adjust for cooling differences) between the cilinders (for instance go from 9 22 to 19 32)? Or is everybody just guessing wildly? Does this influence warranty?

Ok... No response to E-njoy on this one... Let's try again, now that an unexpected problem occured:

My Powercommander doesn't work anymore... I discovered this yesterday when I conncted my laptop to it.
There's no sign of life (no lights on PC when 9 volt battery is connected or ignition on...), Powercommander Control Centre on my laptop kindly informed me that there's "no connection". No nothing...
So I removed it (the damned thing )...
And I will drive mye TDM without it until it's sorted - either having it fixed, if possible, or get a new one on warranty.
I still have the Laser Duo-Tech slipons and I intend to keep them.

Now my question is:
How do I map the injection to make the fuel mix rich enough? Without any adjustments I'm afraid the mixture will be too lean with the Lasers... And that's no good...

Are there any TDeeMers here who can guide me to get things right? What settings do you suggest based on your own experience (with Laser Duo-Tech cans, by any chance...)?

All inputs will be greatly appreciated!
Thanks...

TDM 900 2006 mod.:
MRA modded PUIG screen, air-box mod., Laser Duo-Tech cans, Powercommander, Symtec Motorcycle Grip Heater, Stebel Magnum (black), Centech AP-1 Auxiliary Fuse Panel, Hawkeoiler...

• Back to top

Posted 24 June 2007 - 09:00 pm

• Back to top

Posted 22 October 2008 - 01:14 am

Please excuse my ignorance gents, but how do we know C2 runs hotter than C1 & if so who can tell me what the temperature difference is ?
It doesn't make much sense to me as the engine is water cooled & being side by side cooling from airflow should be the same. Wouldn't combustion chamber temp's have to be pretty similar as a result ?
Based on that I would expect any temperature difference between cylinders to be minimal.

Isn't the best way ( if you don't have a Dyno ) of checking for correct cylinder temp' & engine efficiency to check the appearance of each spark plug ?
I.E. the electrode insulator should be a nice tan colour. Too white or eroding your engine's running lean & too hot, to dark & mixture is too rich.
Carbon deposit's - you're burning oil.


Is there a fuel injection / engine tuning Guru out there who can enlighten us all ?

• Back to top

Posted 22 October 2008 - 01:00 pm

• Back to top

Posted 10 November 2008 - 11:37 pm

• Back to top

Posted 11 November 2008 - 11:03 am

• Back to top

Posted 11 November 2008 - 12:14 pm

• Back to top

Posted 11 November 2008 - 01:14 pm

QUOTE(JBX @ Tue 11th Nov 2008, 11:59 AM) <{POST_SNAPBACK}>

There is no factory default for CO setting, as well as there is no "good" nor "wrong" universal CO setting.
No ECU reset too.
Each engine is tunned in the factory with a CO meter.

The purpose of the CO setting is to compensate for any engine built variation, as well as fuel pressure regulator differences (there is no fuel pressure sensor).

Is it worthwhile taking the TDM to a dyno place, could they check or tune the CO settings.

Is it likely a suitably qualified dyno person would know what to do, is there some ideal CO output they could measure and tweak the settings to achieve equal performance on both cylinders?

Can you tell I'm not very technical.

'03 silver TDM 900 with V-Strom handguards, GS1150 bar risers, givi box, baglux tank cover, PC III USB with K&N air filter, S/S rad guard, crash bungs, Tigerscreen, iridium plugs, braided front hoses, OEM centre stand, 15W fork oil & 10mm yoke drop, tutoro oiler & sheepskin seat cover! Gone but not forgotten!

• Back to top

Posted 11 November 2008 - 01:57 pm

• Back to top

Posted 11 November 2008 - 06:33 pm

QUOTE(poldark @ Tue 11th Nov 2008, 12:59 PM) <{POST_SNAPBACK}>

Is it worthwhile taking the TDM to a dyno place, could they check or tune the CO settings.

Is it likely a suitably qualified dyno person would know what to do, is there some ideal CO output they could measure and tweak the settings to achieve equal performance on both cylinders?

Can you tell I'm not very technical.

I took the trouble recently to set mine up using a co meter (MOT station) and was surprised how rich it was running. Having set the co to correct readings, it now runs a treat with no hunting/ jerky behaviour that it suffered before, even with a power commander fitted. I've even undone the airbox mod, as it now makes no difference.

• Back to top

Posted 11 November 2008 - 06:43 pm

'03 silver TDM 900 with V-Strom handguards, GS1150 bar risers, givi box, baglux tank cover, PC III USB with K&N air filter, S/S rad guard, crash bungs, Tigerscreen, iridium plugs, braided front hoses, OEM centre stand, 15W fork oil & 10mm yoke drop, tutoro oiler & sheepskin seat cover! Gone but not forgotten!

• Back to top

Posted 11 November 2008 - 07:22 pm

• Back to top

Posted 12 November 2008 - 10:04 am

'03 silver TDM 900 with V-Strom handguards, GS1150 bar risers, givi box, baglux tank cover, PC III USB with K&N air filter, S/S rad guard, crash bungs, Tigerscreen, iridium plugs, braided front hoses, OEM centre stand, 15W fork oil & 10mm yoke drop, tutoro oiler & sheepskin seat cover! Gone but not forgotten!

• Back to top

Posted 12 November 2008 - 06:02 pm

• Back to top