OK, time to add my thoughts and findings to the cat code plug / TPS / CO pot conversation.
My 97 R1100GS came with a beige CCP fitted. When I got it it surged badly at lower speeds and lacked any grunt above 70mph.
Did all the usual things, set the valve clearances, replaced the O rings in the intakes, cleaned and balanced the throttle bodies (and set cable slack) and set the TPS to 0.361v.
These things made some difference but I wasn't happy, so I continued. I set the CO pot (on a meter to 1.7% and set the TPS to 0.385v. The surging was better, but still noticeable, but the top end was still weak.
By this time I was fed up trying to poke bits of wire in the TPS to connect to the voltmeter so I made this:
It's the TPS connector from an old loom with some small insulated crocodile clips and some terminals attached. Connects to the bike in seconds. I guess if you haven't got an old TPS plug a 4 way female junior timer connector might fit?
The next step was to pull the CCP completely. What a difference the surging was going and the bike pulled strongly well past legal limits. But the fuel economy suffered. So I've applied some logic to this, higher TPS setting means richer mixture and having no CCP already makes things rich. So I set the TPS back to the lower end of it's limit at 0.320v.
I took the bike out this evening and the first thing I'd noticed was the RID temperature got up to five bars (with no CCP before it only made four). There was very slight (but bearable) surging at low speeds and the bike pulled hard past 70mph. The bike idles pretty well at around 1000rpm and the CO reading settled at 1.9-2.0%.
I have to do a 180 mile round trip tomorrow (mostly motorway) so I'll report back on the fuel economy.
0.320v TPS and no CPP, anyone else tried this?
Sorry if this post was a little long. I'm a scientist, which make me inherently boring in some peoples eyes and I have a tendency to analyse things at a level which is probably not necessary sometimes
My 97 R1100GS came with a beige CCP fitted. When I got it it surged badly at lower speeds and lacked any grunt above 70mph.
Did all the usual things, set the valve clearances, replaced the O rings in the intakes, cleaned and balanced the throttle bodies (and set cable slack) and set the TPS to 0.361v.
These things made some difference but I wasn't happy, so I continued. I set the CO pot (on a meter to 1.7% and set the TPS to 0.385v. The surging was better, but still noticeable, but the top end was still weak.
By this time I was fed up trying to poke bits of wire in the TPS to connect to the voltmeter so I made this:
It's the TPS connector from an old loom with some small insulated crocodile clips and some terminals attached. Connects to the bike in seconds. I guess if you haven't got an old TPS plug a 4 way female junior timer connector might fit?
The next step was to pull the CCP completely. What a difference the surging was going and the bike pulled strongly well past legal limits. But the fuel economy suffered. So I've applied some logic to this, higher TPS setting means richer mixture and having no CCP already makes things rich. So I set the TPS back to the lower end of it's limit at 0.320v.
I took the bike out this evening and the first thing I'd noticed was the RID temperature got up to five bars (with no CCP before it only made four). There was very slight (but bearable) surging at low speeds and the bike pulled hard past 70mph. The bike idles pretty well at around 1000rpm and the CO reading settled at 1.9-2.0%.
I have to do a 180 mile round trip tomorrow (mostly motorway) so I'll report back on the fuel economy.
0.320v TPS and no CPP, anyone else tried this?
Sorry if this post was a little long. I'm a scientist, which make me inherently boring in some peoples eyes and I have a tendency to analyse things at a level which is probably not necessary sometimes