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#1013985 - 07/04/18 12:25 PM Re: Introduction and O2 Question [Re: roger 04 rt]  
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roger 04 rt Offline
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roger 04 rt  Offline
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Naples FL & Cape Cod
Since my two old narrowband O2 sensors only get me to AF-XIED setting 7 (5-6% added fuel)—and in fairness the bike runs well on that—I either needed to get a new O2 sensor or buy an LC-2 Wideband system if I wanted to try anything richer. I’ve also been curious about how this older GS (2001) is fueled compared to my former 2004RT (dual plug) so I opted to buy the LC-2, which includes the ability to datalog AFR in realtime and then plot riding logs. Plotting riding logs of AFR is the acid test for what a bike’s AFR is or isn’t doing and has been invaluable for me in the past, especially when I wanted to test the claims of a fueling mod, coding plug or Open Loop.

I already had all the miscellaneous parts needed for the project (OEM connectors, cable, sheathing and a serial to USB cable for programming) so I bought the LC-2. I’ve added LC-2s before and went right to it—pulled the tank, rear silencer and catalytic converter and got out the soldering iron, shrink tubing and PC. A few hours later the LC-2 was installed (hardest part was figuring where to lay all the cables), and set to lambda=0.92 (8% more fuel).

Once everything is installed, the Wideband O2 (Bosch LSU 4.9) needs a free-air calibration. Rather than pulling the exhaust a second time, I stuck a vacuum cleaner into the rear silencer, opened the throttle and bumped the rear wheel until I found a spot where one cylinder had intake and exhaust valves open at the same time and drew fresh air through.

Below is a photo of the finished install, the small controller sits on the air box. As time allows I want to run logs and see what differences there are for the three CCP options on my particular GS: European (no plug), US (yellow) and Swiss (beige).

[Linked Image]

#1014022 - 07/04/18 11:14 PM Re: Introduction and O2 Question [Re: roger 04 rt]  
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JamesW Offline
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JamesW  Offline
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Florence, Oregon
Hi Roger, Hope this isn't too far off subject but I'm totally convinced the EV14 injectors on the '93RSL have allowed me to run much leaner AFRs with great performance and no sign of surge idle is also very smooth. I'm at 13.6:1 right now with no need to run an AFR of 12.9:1 as I did when on the EV1 injectors. Not sure if I'll try for a leaner AFR. Also noticed less throttle sensitivity at low speed around town. What I have is a very smooth well behaved early oilhead. I would highly recommend the EV14 matched injectors for $200 from tills.de without hesitation.

All's well on this side of the continent and am really beginning to bond with the FJR. At first I wasn't sure if I'd made the right move and I missed the '04RT but after a few modifications to the FJR ( center stand, rear shock, bar risers, Michelin PR tires, and Russell Sport saddle ) I'm not missing the RT much at all. My FJR is a 2010 generation 2 machine and I replaced the center stand and shock with OEM units for a generation 3 (2013-present) with great results. I like Yamaha's philosophy of continuous product refinement with new parts that fit the previous year bikes. No need to always buy new to get improved performance. This is kind of off subject and I apologize.

Have a great 4th smile


James
'93 R1100RSL / '10 FJR1300A
#1014138 - 07/07/18 02:32 AM Re: Introduction and O2 Question [Re: roger 04 rt]  
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JamesW Offline
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Went for a spirited ride to check out my leaner AFR settings the last couple of days and I got 48 mpg! My trip was from the Central Oregon Coast over the Cascade Mts then across the Northern Great Basin, some call it the high plateau, to Burns, Oregon a distance of 370 miles from Florence. From Bend to Burns on US20 temps were in the 90s with a very strong wind from the south and me headed east. Speed was from 75 to 90 mph and I got 48 mpg!! The bike has never run better in all respects. I could run non-stop between fill-ups. I think 13.6:1 AFR could easily be increased to 13.8 which would be a good setting at higher elevations. The EV14 injectors are what made the difference. Before I never got above 41 to 43 mpg and the bike never ran as strong. On a ride like this the mpg figure would have been more like 39 mpg.

I'm kind of proud of myself for be able to make a two day trip (750 miles round trip) like this in two days at my age of 75. laugh

Last edited by JamesW; 07/07/18 02:36 AM.

James
'93 R1100RSL / '10 FJR1300A
#1014372 - 07/12/18 01:55 AM Re: Introduction and O2 Question [Re: roger 04 rt]  
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roger 04 rt Offline
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roger 04 rt  Offline
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Yup Jim, EV14 injectors are off topic but at 75 you’re allowed to be enthusiastic. There’s no real mechanism by which you should get over 20% better gas mileage—no matter what injectors half of the fuel is sprayed at a fully closed intake valve and much of that fuel is vaporized. But I can see an argument for better cold starting.

At 13.5:1 on the LC-2, the R1150GS is running great. Starts in under a second, idles smoothly hot or cold, and has that great low torque from lambda-shifting. Next up is running a full tank of fuel with Techron Concentrate, see if that does anything (like cause the idle to increase a bit).

#1014378 - 07/12/18 04:50 AM Re: Introduction and O2 Question [Re: roger 04 rt]  
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JamesW Offline
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JamesW  Offline
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Florence, Oregon
Evening Roger. I was thinking that the 4 port EV14 injectors would operate better than the single port EV1 units (better fuel atomization) which would, as you say, improve starting but also contribute to smoother running in general which might make it easier to eliminate surging at leaner AFR settings on the LC-2. Before now I had to run closed loop AFR of 12.9:1 and never realized mpg figures close to 50 mpg. I've programmed one LC-2 channel for 13.8 and will take a 150 mile ride tomorrow. Now that you mention it I did add Techron concentrate to my first tank of fuel on my trip. I have long used Techron in my rolling stock a couple times a year.

I also wonder if the Motronic 2.2 has an elevation sensor? I think the 2.4 Motronic does. My idle speed was set at 1100 RPM at sea level but dropped to 900 revs at 5K feet elevation. Humidity was also much lower at about 20% on the high plateau.

I would have a hard time living at high elevation with such low humidity. I had a severe nose bleed in the motel before I left on my return trip to the coast caused by the dryness and elevation.


James
'93 R1100RSL / '10 FJR1300A
#1014466 - 07/13/18 03:33 AM Re: Introduction and O2 Question [Re: JamesW]  
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JamesW Offline
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JamesW  Offline
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Florence, Oregon
Took the ride today with passenger (wife) with AFR set to 13.8:1 and had no issues. Couldn't tell any difference at 13.8 compared with 13.6:1. Fuel economy was quite good at 49 mpg so no complaints. Not planning to go more lean as I'm satisfied with the performance in all respects. The only thing that could possibly account for the observed performance at these AFR settings is the matched EV14 injectors. Well worth the $200, imo.


James
'93 R1100RSL / '10 FJR1300A
#1014495 - 07/13/18 03:35 PM Re: Introduction and O2 Question [Re: roger 04 rt]  
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roger 04 rt Offline
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roger 04 rt  Offline
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Naples FL & Cape Cod
I’m pretty sure all the Motronics have barometric pressure sensors and even if they didn’t, Closed Loop operation will get the mixture to whatever your setting is. The lower idle speed is simply caused by less air entering at the lower barometric pressure at higher altitudes. R1200 bikes solve this problem with idle stepper motors. For our oilheads, at higher altitudes you could back out the BBSs a quarter or half turn if you notice a lower idle and then restore the setting when you get back to your normal altitude.

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