Code Plugs and Fuel Maps.
Posted: Mon Apr 22, 2013 8:02 am
Hi All,
Finally started digging into this stuff to see the effects of different maps on my bike.
Lots around on the net, so it would seem, but a closer look shows very little reference to to the 'S'.
Correct me if I'm wrong here, but it seems that one can apply any of these maps to any R1100/1150 machine, but only some apply to a machine for its intended purpose eg GS v RT v R v S etc.
My S, Oz delivered, had an ash-white (gray) CCP, linking pins 30-87-86, although I suspect the PO may have had a hand in this.
The table says that it is for < 91RON fuel situations (now I know we're at the antipodes, and things have improved a lot since the 240 came through a few years back, but <91 octane ... puleease
)
Now: the table specifies this for an 1150GS, but does the same apply to the 850? See one point of confusion?
So - I wired out the CCP contacts for external access to the pins, allowing an easy change of maps (when I finally get to the dyno shop - the Black Dog permitting).
Then I got HerrFlick dressed went riding to gain first impressions.
First map: 30-86 (my faulty memory thinking it was for the RED ccp).
Cold start: much stumbling and hesitating but wouldn't light. Hmmm. 1st start in 2 months - OK - back to original setting.
Fired first kick and idled smoothly. Off I went then stopped later once engine was hot and changed to 30-86.
Still hard to start, but once running above 2k rpm all was good. Once the revs passed 5k it pulled noticeably harder and would quickly hit the rev limiter if I wasn't watching. Harsh vibration had returned.
If revs fell below 2k there was no throttle response: just a hollow gurgle, and lacked the electric motor pull up to 4k. Not good on hairpin infested mountain roads.
But great for a bit of hedge-hopping (low-flying) from 4k upwards in 6th.
Then went to Brown, Red and None..
Each felt milder at higher rpms and each slightly different up to mid-range, but it will take a dyno run to pinpoint the differences.
Part way back down the mountain I changed back to Gray (original) as this gave the smoothest, most confidence-inspiring, four-cyl like compression braking into steep downhill hairpin turns with least tendency for rear wheel hop.
At the bottom of the descent: back to 30-86. Whoo hoooo. But it guzzled juice at an amazing rate: only 120mi (206km) before the low fuel warning. Welllll ... there was a lot of time spent above 5k in 6th. #)
Had only to turn off ignition to change maps, despite i'net claims otherwise.
Anyway - should anyone have more up-to-date information or insights re this topic I'd very much appreciate hearing from them.
Cheers
John C. aka HerrFlickHi All.
.
Finally started digging into this stuff to see the effects of different maps on my bike.
Lots around on the net, so it would seem, but a closer look shows very little reference to to the 'S'.
Correct me if I'm wrong here, but it seems that one can apply any of these maps to any R1100/1150 machine, but only some apply to a machine for its intended purpose eg GS v RT v R v S etc.
My S, Oz delivered, had an ash-white (gray) CCP, linking pins 30-87-86, although I suspect the PO may have had a hand in this.
The table says that it is for < 91RON fuel situations (now I know we're at the antipodes, and things have improved a lot since the 240 came through a few years back, but <91 octane ... puleease
)Now: the table specifies this for an 1150GS, but does the same apply to the 850? See one point of confusion?
So - I wired out the CCP contacts for external access to the pins, allowing an easy change of maps (when I finally get to the dyno shop - the Black Dog permitting).
Then I got HerrFlick dressed went riding to gain first impressions.
First map: 30-86 (my faulty memory thinking it was for the RED ccp).
Cold start: much stumbling and hesitating but wouldn't light. Hmmm. 1st start in 2 months - OK - back to original setting.
Fired first kick and idled smoothly. Off I went then stopped later once engine was hot and changed to 30-86.
Still hard to start, but once running above 2k rpm all was good. Once the revs passed 5k it pulled noticeably harder and would quickly hit the rev limiter if I wasn't watching. Harsh vibration had returned.
If revs fell below 2k there was no throttle response: just a hollow gurgle, and lacked the electric motor pull up to 4k. Not good on hairpin infested mountain roads.
But great for a bit of hedge-hopping (low-flying) from 4k upwards in 6th.
Then went to Brown, Red and None..
Each felt milder at higher rpms and each slightly different up to mid-range, but it will take a dyno run to pinpoint the differences.
Part way back down the mountain I changed back to Gray (original) as this gave the smoothest, most confidence-inspiring, four-cyl like compression braking into steep downhill hairpin turns with least tendency for rear wheel hop.
At the bottom of the descent: back to 30-86. Whoo hoooo. But it guzzled juice at an amazing rate: only 120mi (206km) before the low fuel warning. Welllll ... there was a lot of time spent above 5k in 6th. #)
Had only to turn off ignition to change maps, despite i'net claims otherwise.
Anyway - should anyone have more up-to-date information or insights re this topic I'd very much appreciate hearing from them.
Cheers
John C. aka HerrFlickHi All.
.
.... if you open them up they just connect two pins so a pair of blade connectors and a piece of wire can do the same job.
