TPS/Carb jetting/Cans!!

[MikaelJ]

TPS should be set at idle speed

From what I have read on this and the Superhawk site the TPS should be set to 500 then the bike started and idle set,
then check TPS again with bike off, then start and check idle again,
repeat until TPS and idle set where you want.

Since when you adjust the TPS it changes the idle speed so makes sense to do it when bike is off.
Will take some time like you said if you want it spot on, at least thats my understanding of the process.

One thing about winter weather lots of time to mess around with the carbs and various other settings
not to mention looking at and ordering unnecessary bits and pieces to make it "go faster"

[VTRDark]

then check TPS again with bike off

Surly you mean with the bike running at idle speed here. That wild make a lot more sense. As adjusting the idle speed will not make any difference to the reading with the bike switched back off, it would be exactly the same as previously set. Unless having the tps plug connected with the ignition on, is altering the reading.

This is where it gets tricky because first, we need to have the electrical connector plug on the TPS connected. Which means getting a multimeter in there is not going to be easy, so some kind of temporary piggy back terminals/wires would be in need. Or get the the reading straight off the the Ignition Control Module. Then second, it is going to be a nightmare to get spot on as when the TPS security torx or replacement bolts are fully tightened the setting moves.

I shall have a play in the new year. I will make no changes and leave my bike exactly how it is with idle speed set at 1000rpm, then make up a link for connecting the tps plug and multimeter and experiment.

(:-})

[tony.mon]

then check TPS again with bike off

Surly you mean with the bike running at idle speed here. That wild make a lot more sense. As adjusting the idle speed will not make any difference to the reading with the bike switched back off, it would be exactly the same as previously set. Unless having the tps plug connected with the ignition on, is altering the reading.

This is where it gets tricky because first, we need to have the electrical connector plug on the TPS connected. Which means getting a multimeter in there is not going to be easy, so some kind of temporary piggy back terminals/wires would be in need. Or get the the reading straight off the the Ignition Control Module. Then second, it is going to be a nightmare to get spot on as when the TPS security torx or replacement bolts are fully tightened the setting moves.

I shall have a play in the new year. I will make no changes and leave my bike exactly how it is with idle speed set at 1000rpm, then make up a link for connecting the tps plug and multimeter and experiment.

(:-})

What would be fun is to set up a variable resistance control so that you could vary TPS setting on the move, and see what feels best. Also trying it on the dyno to see what difference it makes to torque and peak bhp.
Something operating from a left twistgrip would do it... Go on, you know you want to

[VTRDark]

What would be fun is to set up a variable resistance control so that you could vary TPS setting on the move, and see what feels best. Also trying it on the dyno to see what difference it makes to torque and peak bhp.

As I was reading this, my eyes where scanning over it, and I was thinking how I could go about setting something up. How I could go about it. Youve got me thinking cause I like the idea.

Something operating from a left twistgrip would do it... Go on, you know you want to

Mmmm yeh, I shall have a think about that. Dyno is only IIRC £10 a run on Saturdays. And it would be good to get my bike on the dyno. I need to see where my bike is at anyway as I back to the stock set up with added shims.

A variable resistance control, this could just be in the form of knob (no not that one ) So would this be a case of controlling electronically vis the tps/icm or mechanically having to turn the internals of the tps. TBH I don't know much about variable resistance controls, electronics starts getting a bit off my path. I shall do some reading up and look into it though.

It could be a nice little New Year Project, and it will coincide nicely with your V Stacks. It would be interesting to see the results to the numbers.

(:-})

[leevtr]

Sorry to hijack this thread, but a couple of points..

1. Dont I remember reading somewhere, the great Roger Ditchfield saying the TPS is a waste of time on the Storm, and....

2. I've had 2 Storms, both dynojetted, and set up by DJ recommended settings. First one made 115, current one 112. I know someones gonna pipe up and say the dyno was optimistic, maybe they're right, but its the same tuner and dyno that only managed to get 127 out of my SP1, with full Akra system, K&N's, and a PC3 custom map. Thats deffo not optimistic, more like realistic, or even conservative.

I''m happy to be corrected, but no one's come up with anything better as yet, so may be a good starting point ???

[sirch345]

Sorry to hijack this thread, but a couple of points..

1. Dont I remember reading somewhere, the great Roger Ditchfield saying the TPS is a waste of time on the Storm, and....

I think you may be confusing that with an ignition advancer

Chris.

[leevtr]

Ah, actually you may well be right. Well spotted.

[tony.mon]

Sorry to hijack this thread, but a couple of points..

1. Dont I remember reading somewhere, the great Roger Ditchfield saying the TPS is a waste of time on the Storm, and....

I think you may be confusing that with an ignition advancer

Chris.

And what he said about the ignition advancer was that there wasn't any advantage on an untuned engine, for clarity.

[VTRDark]

2. I've had 2 Storms, both dynojetted, and set up by DJ recommended settings. First one made 115, current one 112. I know someones gonna pipe up and say the dyno was optimistic,

With regards to the TPS it's not really about top end so much.

The TPS mainly takes care of idle and low speed cruise. It's exactly what is name is. It senses your throttle position from the position of the butterfly flap on the carb, which in turn sends a voltage to the (depending on the tps signal!) ICM where the electronics works out the mapping accordingly. That's if I've got it right Someone can correct me where I'm wrong! a bit more research may be needed

Symptom's of a Miss-Adjusted/Faulty TPS are as Follows:
Stalling
Irregular idle
RPM Drop while accelerating or trying to maintain a constant speed.
Drop in fuel Mileage
Poor Throttle Response

It's got me thinking because if I'm correct, every bike will need a different requirement or base setting. Factory Pro recommends setting to 500. But is this only worked around their jet kits, and their needle profile and the way they approach fuelling/tuning issues. This could explain why some people get better results than others. Or am I looking to deep into it.

The more I think of it, the more I like the idea of a variable resistance control. I would like to experiment and do some tests on this. I need a way of turning the tps on the fly with some way of knowing what it's set at. It's either that or the laborious way of physically changing it, say a 100ohms at a time. It may have to be the laborious way. Though it will be a slow painful process, I am more mechanical inclined than electronic.

I also have another little project up my sleeve, I would like to get done in the New Year. I'm just at the brainstorming/ideas stage at the mo.

(:-})

[tony.mon]

Oh, no, he's seen the Rollie Free slipstreaming position picture...........

[Kev L]

Oh, no, he's seen the Rollie Free slipstreaming position picture...........

That wouldn't be pleasant around Londinium in the middle of Winter!!!

[VTRDark]

You've lost me

(:-})

[Kev L]

Have a look and a read mate -

http://en.wikipedia.org/wiki/Rollie_Free

[VTRDark]

That wouldn't be pleasant around Londinium in the middle of Winter!!!

I don't think that would be pleasant at anytime

(:-})

[Wicky]

Have a look and a read mate -

http://en.wikipedia.org/wiki/Rollie_Free

150mph!