TPS Replacement Suggestions...
#72
Hi all!
1) Can I use the 0.275 volts for TPS for Marelli or not?
I was make the setup! But cold idle screw has another indication (not 0.860v) because I changed it by the hand to reduction of rpm from 3000 to 1000.
Day1...
Made the setting like in this video - 0.275 volts
. Before tuning it was 0.860 volts or so. Pulled out the ECU fuses but only for 20 sec max. I did the synchronization according to the instructions: “To synchronize the ECM and the idle speed control actuator, turn the engine switch to the RUN position. Then turn the ignition key to the IGNITION position for five seconds and OFF for 10 seconds. Repeat this step once." After setting up, I turned on the ignition and the motorcycle started at an increased revs up to 3000. Further, I saw flashes in the intake manifold and a whistle. Light panic.
Day2...
Arithmetic tells me that:
TPS had 0.860 volts
Became 0.275 volts
Those. 3.127 times less! But, the rpm is now around 3000 rpm ...
Normal RPM 950-1050rpm
Those. I need 3.127 times less to unscrew the idle screw! =)
Replaced the intake manifold gasket (just behind the air filter), which is crumbling.
Day3...
Adjusting the idle screw on a warm engine had no effect. The idle rpm was high up to 3000 on cold engine.
I began to turn the idle screw on a cold engine, in the end I had to screw it back a couple of turns, i.e. video adjustment did not suit me. I did not touch TPS with 0.275 volts. I was able to adjust the RPM to 1100-1200.
Further, the idle screw on the warm engine was tightened very carefully, if the speed does not correspond to the norm, then the check engine lights up. So I set it up.
Then I began to setup the Dobeck box itself. In principle, the effect on the first screw appeared. Although, spraying a carb cleaner on the manifold gasket in the front cylinder, I recorded an increase in revs. Despite this, it was possible to set up. The warm engine idle rpm is 1000.
I drove a little, when accelerating to 3000, a large thrust appeared, before it was not. The mixture itself has become richer, you can even smell it. It is not clear by the claps from the pipes whether it is better.
At now I am riding and check other Dobeck settings. I sprayed between cylinders behind the airfilter, where manifold is connecting to cylinders. And today no one air leaks. Fantastics!
Also, my mistake with that: "IMPORTANT: REMOVE BOTH ECM AND FUEL PUMP FUSES FOR AT LEAST ONE MINUTE AND REPLACE TO RESET THE ECM READINGS BEFORE STARTING THE MOTOR!" May be should do it again becausу I pulled out the fuses only fo 20 sec. lol
I hope I don't have to set it up all over again. Yes, and like having driven for 3 hours nothing broke again. ))
Thanks in advance!
1) Can I use the 0.275 volts for TPS for Marelli or not?
I was make the setup! But cold idle screw has another indication (not 0.860v) because I changed it by the hand to reduction of rpm from 3000 to 1000.
Day1...
Made the setting like in this video - 0.275 volts
Day2...
Arithmetic tells me that:
TPS had 0.860 volts
Became 0.275 volts
Those. 3.127 times less! But, the rpm is now around 3000 rpm ...
Normal RPM 950-1050rpm
Those. I need 3.127 times less to unscrew the idle screw! =)
Replaced the intake manifold gasket (just behind the air filter), which is crumbling.
Day3...
Adjusting the idle screw on a warm engine had no effect. The idle rpm was high up to 3000 on cold engine.
I began to turn the idle screw on a cold engine, in the end I had to screw it back a couple of turns, i.e. video adjustment did not suit me. I did not touch TPS with 0.275 volts. I was able to adjust the RPM to 1100-1200.
Further, the idle screw on the warm engine was tightened very carefully, if the speed does not correspond to the norm, then the check engine lights up. So I set it up.
Then I began to setup the Dobeck box itself. In principle, the effect on the first screw appeared. Although, spraying a carb cleaner on the manifold gasket in the front cylinder, I recorded an increase in revs. Despite this, it was possible to set up. The warm engine idle rpm is 1000.
I drove a little, when accelerating to 3000, a large thrust appeared, before it was not. The mixture itself has become richer, you can even smell it. It is not clear by the claps from the pipes whether it is better.
At now I am riding and check other Dobeck settings. I sprayed between cylinders behind the airfilter, where manifold is connecting to cylinders. And today no one air leaks. Fantastics!
Also, my mistake with that: "IMPORTANT: REMOVE BOTH ECM AND FUEL PUMP FUSES FOR AT LEAST ONE MINUTE AND REPLACE TO RESET THE ECM READINGS BEFORE STARTING THE MOTOR!" May be should do it again becausу I pulled out the fuses only fo 20 sec. lol
I hope I don't have to set it up all over again. Yes, and like having driven for 3 hours nothing broke again. ))
Thanks in advance!
#73
The higher tp masks the leanness of true duals by adding timing and fuel. If you cant get it to idle properly there is an issue or you aren't following the procedure. For an mm your best thing is a power commander with a dual cylinder map not the cobra.
It sounds like the problem was in the bike when you bought it.
It sounds like the problem was in the bike when you bought it.
I’ve helped several members offline. If tou ever want to dig into it let me know. We can chat[/QUOTE]
the patient is RG 98r. EVO which values are better .175, .195 or 275v?
Last edited by R Zapek M Zapek; 11-12-2020 at 10:06 AM.
#74
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Alexopino (10-08-2023)
#75
Last edited by R Zapek M Zapek; 11-12-2020 at 10:48 AM.
#76
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If you don't have a Scanalyzer or a way to monitor the data, that is a good way for you to do it. If you understand a multimeter and how to back-probe the sensor, you can watch the TP voltages as you do it. There was a bulletin for Twin cam that explained how to set it up using voltages, and a lot of people got confused or had trouble at home. That's what prompted the step-by-step I listed above. I honestly don't remember if there is a procedure using voltages in the old EVO manuals. I can check this evening to see if I can find values. Again, would only work if you understand back-probing the sensor.
Last edited by Ed Ramberger; 11-12-2020 at 10:49 AM.
#77
If you don't have a Scanalyzer or a way to monitor the data, that is a good way for you to do it. If you understand a multimeter and how to back-probe the sensor, you can watch the TP voltages as you do it. There was a bulletin for Twin cam that explained how to set it up using voltages, and a lot of people got confused or had trouble at home. That's what prompted the step-by-step I listed above. I honestly don't remember if there is a procedure using voltages in the old EVO manuals. I can check this evening to see if I can find values. Again, would only work if you understand back-probing the sensor.
I set the multimeter to 275-650 but it did not start as easily as now, after using the procedure you provided. Maybe I was doing something wrong. After firing it, it did not raise the revolutions to 1300, but it started slowly. When you find the procedures for EVO, please describe them like boys in between, so I understand. thank you very much
#78
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Ed Ramberger (11-12-2020)
#79
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I set the multimeter to 275-650 but it did not start as easily as now, after using the procedure you provided. Maybe I was doing something wrong. After firing it, it did not raise the revolutions to 1300, but it started slowly. When you find the procedures for EVO, please describe them like boys in between, so I understand. thank you very much