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Yup, that was me with the 9 turn 1K Pot. I think I decided on 1K from info gained on ADVrider forum. It worked OK. Only reason for a 9 turn was the radio shack was out of the one turn. I installed the pot in the fuse/relay box with a dab of GE clear silicon. Need to disconnect O2 sensor to force continuous open loop fueling. Don't know if it is really necessary to either cut the jumper or remove the yellow/gold ccp but I did cut the jumper for the halibut.
It is not uncommon for circuits of this type to share the same Vref and ground. I don't see any reason to conclude that it uses them in tandem from the fact that they run from the same V+ and Gnd, they do it this way to provide noise free paths for the sensistive sensors. Each of those inputs goes to its own comparator, I have seen the schematic.
Having looked at the schematic, the inputs all go to an ASIC (for which there is no public documentation).
The O2 circuit is even more interesting than the others. Because the sensor cell in the O2 sensor is isolated from the case, they are able to float the low side of the cell to 140mV, meaning that the plus side of the cell is biased to 590mV. An internal comparator measures the difference as 450mV, as reported by the GS-911. By biasing the ground up 140mV the "dumb" Motronic can tell if either side of the sensor cell is damaged, disconnected or grounded. It just can't tell the most important thing--if it is old and slow, leading to wider swings in AFR!
RB
Well, I guess they deserve kudos for building easy shop maintenance capability into the electronics. Mechanics love go/no go testers! Understanding how it actually works inside the black box... well there's no time for that in a modern dealership.
A fellow on the sport touring forum informs me the trimpot is indeed a 1K ten turn pot so I'll be wiring one of those up shortly.
So the plan is:
- No CCP
- No O2 sensor
- Install flow through exhaust (SuperTrapp)
- Install CO trimpot
- Install Booster Plug
Here's hoping it runs and sounds great!
Hello Wanderer,
If I were you I would do all the things you list but try it before buying a booster plug, you might like it. Why the flow through exhaust? Just curious.
I already own the Booster Plug. I had both a Techlusion R259 and the BP when I sold my 96RT. Opted to keep the BP as it was a tidier solution and did the job just as well.
The SuperTrapp pipe and exhaust came form a club member who took it off his bike when he sold it.
I am curious to see:
- what it sounds like (I suspect it sounds like the Remus but you can tune it with discs)
- what difference (if any) it makes to performance
It gets rid of the catalytic, the O2 sensor and sheds quite a few pounds in the process. This setup is _very_ light.
Oh yeah.. and it looks cool!
Good, so you have triangulated on the trimpot value. With all due respect, I think you're changing too much too fast, based on what I've learned from data taking on my 2004 RT.
Here is how I would proceed if I were you, but please feel free to ignore this advice as worth what you paid for it.
1) Disconnect O2 Sensor, install BoosterPlug and drive. This will bring your cruising AFRs to 13.8:1 plus or minus.
Or if you prefer
2) Disconnect O2 Sensor, Pull CCP, Install Trim Pot, adjust for best idle. This will also bring your AFRs to 13.8 - 14.0.
Drive it in this condition for a while and see how you like it. This becomes your new baseline. (Keep in mind, once you pull the O2, the Motronic will no longer have any ability to adapt to changes in volumetric efficiency (VE, how much air it ingests in each gulp), fuel pressure, fuel injector performance, or E10. That's the bad part of pulling the O2. The good part is the Motronic won't modulate the fueling richer/leaner.)
If you are satisfied with 1) or 2) then put on the exhaust (?) and see if it rides the same. If the VE changes due to the new exhaust (I don't have a clue if it will), you may find the mixture leaner (likely) or richer. From there you could decide what to do about 1) and 2) above.
Here's the surge-free results from a guy in NJ who just tested a 2003 R1150RT in the disconnected O2, stock Pink CCP plus BoosterPlug configuration. NJR1150RT. It adds to my confidence that a few percent richer-across-the-map AFR can cure most surging after a decent tune up.
That's great and encouraging news but two things:
- he's getting 30mpg! Ouch.
- it's an 1150, not an 1100. Different beast.
...
I am curious of what is happening to Beemers in Europe and countries, (assuming) they do not have ethanol gasoline or EPA requirments.
Whether or not to use a BoosterPlug isn't really related to ethanol. The inventor and producer is Danish and he uses the BP on his bike. The O2 sensor and three way catalytic converter have been required on motorcycles there by the Euro III standard I believe, since 2006 maybe earlier. Once a bike is running with an O2, the Open Loop fuel tables are set for 14.7:1 in the cruising range and Closed Loop with the O2 sensor enforces that ratio.
The 1100 series had a no catalytic converter option in Europe. The fuel table for that config is richer, a CO pot to trim carbon monoxide at idle is included, and those bikes don't seem to surge.