| Author | Message | ||
     Reepicheep |
I had something like that related to driving through torrential rain... Tracked it down to a loose connection to the coil. Just needed to snug down the connecting boots by reaching up and pushing down. Thats probably not your problem, but its so easy to check you might as well. | ||
| 57sporty |
Is there anyway to adapt a XB9 race ignition to a X1? If so what changes would have to be made? This is a technical question and from the looks the system would fit; but is the wiring different and what else would need changed? I have a Nallinized Buell and I want to keep the fuel injection. Steve | ||
| Fpatton |
Reepicheep - I just checked the coil. Everything looks snug. It definitely isn't raining around here. Any other ideas? Thanks! Fred | ||
| 99x1 |
"...having a problem with my '01 M2." Could your engine temperature sensor be acting up? From the service bulletin on post-2000 M2s: "On carbureted models (M2), with the new ignition module and addition of the engine temperature sensor, the ignition module is now able to sense when overheating is about to occur and it will automatically reduce power until the operating temperature returns to normal. The rider may experience this condition during extended high speed operation with high ambient temperatures or during extended periods at idle." | ||
| Fpatton |
Hmmm, possibly. However, on the freeway there are periods of a second or two where there is literally no power. I'm sure that if this occurred on the street, it would just die. Is it possible that the failure mode for the temp sensor would allow complete engine cutoff? I was thinking it was a fuel delivery problem because I get the same symptom when I need to switch over to reserve. As an added piece of info, I have had the petcock replaced twice by my dealer. (I couldn't believe that a 4.5 gallon tank would only yield 2 useful gallons before needing to go on reserve. Each time they replaced it, however, my range to reserve went down by 10 miles.) Fred | ||
| Bluelightning |
Fred, Ditch the stock petcock. Go to Pingel (www.pingelonline.com) and get the adapter and a fuel valve from them. They flow much better than stock. For the price, might as well get something that works!! | ||
| Bluelightning |
Alright everyone, I got my old FI intake and parts on ebay. Check here if you are interested on some good used parts: http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=2485774583 | ||
| Chopperboy |
I am also having hot running issues with my '02 S3T. I have a race module, PCIII, race air cleaner, pipe. When I start the bike after being run, the bike apears to be running rich and then periodically throws a CEL - code 56 Cam Sync Sensor. The CEL clears after a short ride and runs normally thereafter. Any ideas? Thanks. Todd | ||
| Tim |
I thought that the PCIII only worked with the stock ECM and not with the race ECM. I'd try taking off the PCIII. | ||
| Fpatton |
BlueLightning - Thanks. I have given Pingel a call. Even if that doesn't solve the problem, it can't hurt, right? Fred | ||
| Bluelightning |
Fred. I love my Pingel. Granted, I took my FI parts off and I'm running a carb, but I know that they do flow much more than stock! | ||
| Steve_mackay |
I need some recomendations on my New(to me S3T). It has the whole race kit installed(air cleaner, header/exhaust, and ignition). The guy I bought the bike from didn't change the "slow" jet. What size should I go to? | ||
| Josh_ |
Were are you located? Best bet is to find a dyno with an A/F attachment, but if you at least post your altitude - perhaps someone nearby can give a guesstimate. | ||
| Steve_mackay |
Josh, just outside of Milwaukee, of course  Also, how do I tell if all the recalls have been done on my bike? Like the swingarm for instance? | ||
| Mikej |
Steve, (Any relationship to CJ? Similar last name.) Go to Hal's, or any other nearby vendor, and either have the bike or at least the VIN handy. They should be able to plug the VIN into their system and check recall status while you wait. At least I think they can. For jet size check the top of the page here for starting recommendations. A dyno will answer more for you. | ||
| Josh_ |
Or call Buell CS and rattle off your VIN: 414-343-8400 | ||
| Steve_mackay |
For jet size check the top of the page here for starting recommendations I should look closer  I was going to have hals do a "dyno tune" on the bike, but they can't get me in before the middle of Aug. I just want to at least decrease this spittin' through the carb thing. So I'll try to at least see how she runs doin' it myself for now. I'll run by Hals tonight and pick up a 48 jet. | ||
| Mikej |
Check with their speed shop as well, they have a different schedule back there, and slightly differently focused tuners.  End of the driveway way out back in a separate building, in case you haven't discovered that little corner of the world yet. | ||
| Steve_mackay |
Mikej, yeah, I knew they had a "speed" shop. But didn't know they had different schedules. Thanks for the tip. Josh, thanks for the CS tip. I called 'em up, and as what I suspected, the swingarm, and sidestand switch still need to be done. Thanks alot! | ||
| Outrider |
Steve...Run over to All Pro Motorsports and talk to Mark Hanrahan. He is the resident HD/BMC guru and set up my bike. Has his own dyno and parts inventory. Will talk you into or out of any upgrades you may be considering. Just South of 59 on 164. | ||
| Steve_mackay |
Thank you to everyone who helped me with the jet thingy, and whoever wrote the "tried and true method". I switched to the #48 slow jet. WOW! Drivability at slower speeds is increased 100%. No more surging, no more spittin' thru the carb, and no more backfiring while deaccelerating. Thanks again to everyone. | ||
| Tyronewildman |
My'02 S3T had been cutting out(for a second or 2)at steady freeway speeds & Engine lite would come on from time to time. At any time during the "cut out" I could roll on & it would jump forward like it should w/full power. Fault codes showed O2 & Engine Temp sensors. Changed O2(put in Bosch)& still had problem. Engine temp sensor gave correct reading at room temp but I changed it & no problem any more. Engine temp sensor had been changed under warrenty(twice)& since I was able to remove it w/needle nose pliers, the shop didn't torque it down. I modified a 1/2" deep socket with a slot in it's side for the wire so I could use the torque wrench. I have an '04 FJR1300 also but the S3T is easier to ride & is more fun to ride. Later,,, De  | ||
| Fpatton |
Thanks De. After I get the Pingel installed, I will check the temp sensor. Fred | ||
| Giraffeman |
Hi guys I am new to this site so please help me out. I just bought a X1 2001. The previous owner left it outside in the rain for over a year and it only has 1k. I had problems starting it but then had the sparkies changed which did the job. It also has a supertrapp exhaust. Problem it that it seems to hit the rev limiter at 5 to 5.5 revs, which I think is too low. Basically it hesitates and stuters. i bought a power commender but that does seems to have done anything ( I did upload the recommended map). I have the O2 sensor on order but I am worried that I have a big problem, or the jets are clogged or the exhaust is crap. I also noticed the laptop showing 1% throttle at idle when connected to the power commander and wonder if the tps needed resetting??????? Help please !!!!!! | ||
| Reepicheep |
Giraffeman... Welcome to the site, does not sound like anything serious at all, though it might take some work to sort out. I believe the X1 is fuel injected, so it can't be a jet issue. I have never heard of injectors being fouled on a buell, but then again few sit out in the rain for a year and then struggle to start. So it might be worth pulling them and cleaning them / replacing them (I bet they are a standard auto part and not horrendusly expensive). The Supertrapp exhaust is "the good one", thats not your problem. Make sure you have the updated front exhaust mount, the upside down Y shaped one, not the flat plate one. It's an upgrade kit from Buell for about $100, and saves a lot of grief down the road. Do a search here for exhaust mount to know more about it then you ever wanted to know. It sounds to me like the power commander is confused. It is the ignition that enforces the redline on these engines, and I think the redline is only 6500 or 6800 on your bike anyway. I know nothing about the fuel injection systems, so we will wait for an X1 owner with a power commander to chime in here. Temperature sensors can also cause the ignition system to cut spark. Glad to see that poor X1 rescued and being healed. They deserve better Welcome to the site! | ||
| Aaron |
The PC3 on the Buell application is an augmentation box ... all it does is intercept the signal between the ecm and the injectors and extend or shorten their duration. It doesn't mess with the ignition at all on a Buell (although it does on many other applications). Changes to pulse duration are made per a 2D map that you create. On one axis is rpm, on the other axis is throttle position. So to apply this map, it needs to read throttle position as well. Throttle position is read as a voltage coming off the throttle position sensor pot. The tps itself is not adjustable. Instead, the exact voltages coming off of it at the throttle closed and throttle wide open positions need to be memorized by the PC3. So that's the first thing you do before you go writing your map, you put the throttle in each of those places and command the PC3 (via the software) to memorize those voltages as throttle closed and throttle open. The ECM similarly has to memorize the throttle closed voltage, commonly referred to as a tps reset which is something of a misleading name. But you've got to have a very expensive tool to command it to do so. One of the reasons they haven't sold me an XB yet. What the hell's so hard about making an adjustable tps like every other injected vehicle in the world already has? I hate that (you must take it to the dealer" engineering, it sucks. Anyway, the two boxes (ECM and PC3) read the tps voltage and do their memorizations independently of each other. So sure, you can have a case where the ecm has had the tps reset procedure but the PC3 has not. Sounds like you've got some other issue going on if it'll only pull 5500rpm. As Bill said, the rev limiter (bult into the ecm) is 6800. PC3's are va terrific tuning tool, we've had good success with them, but they're not even remotely effective at masking problems in the system. You need to find the source of the problem. Make sure your timing is set per the book ... the sensor is used for much more than just ignition timing and adjusting it any other way will cause multiple things to go out of whack. | ||
| Giraffeman |
Thanks for the quick reply. I am hopefully getting the screaming eagle kit tonight. So will swap the exhaust and install the Racing ecu first without the pc3 and see if it changes if not I'll have to scratch me head a bit more. How can I make my own map, I mean do I need a roling road? Plus does the iddle affect the tps read out as in if the iddle is high will the tps show 1% to 3%, I think it it slighlty high as as mentioned before the previous owner last ran it in the winter with salt ect before (without cleaning) leaving oncovered in the back garden then wondered why he couldn't sell it at his asking price. | ||
| Reepicheep |
Ummmm... what screaming eagle kit? The Buell stock motorcycles *are* the screaming eagle kits, or would be if they were encumbered by cruiser styling cues. Hee Hee. That would be kind of cool. Put a 2003 and up "Sportster Screaming Eagle Full Race Total Upgrade" kit in the catalog, just for fun. $5000 (plus core charge). You turn in your new sportster, and get a new XB12S dropped in its place. A stock Buell will *still* run rings around any sportster with every last screaming eagle part bolted to every possible place. The supertrapp on there (if it is the internal disc system, IDS, which it probably is) is already identical to the Buell Race part, supertrapp makes 'em all and labels them to contract. Thats the best all around performance exhaust for that bike already. I have learned from personal experience, if Aaron says something, it behooves one to listen. The PC3 is probably a good setup already for a peak performance X1. Even the "stock" X1 is a pretty seriously hopped up motorcycle. You are not going to get much out of it beyond the PC3 and the Supertrapp without MAJOR engine work (which Aaron would be the man to do). So check your timing, check / clean your entire fuel system, calibrate your TPS, and go from there. Make sure some rodent did not create a nest in the air filter as well. Fuel / Air / Spark. | ||
| Giraffeman |
Ok nout todo with this subject but what cams are recommended or are the standard one ok? | ||
| Bluelightning |
The "standard" cams on the X-1 are pretty hot out of the box, but a popular upgrade is the Andrews N-6 which will help perform a little better. If you decide to start doing head work and such, you may want to think about the Red Shift cams. The 567V2 cams are better than the Andrews, but as Aaron once told me, "if you wanna make that thing scream, go with the 585V2 cams!" Check out: http://www.badweatherbikers.com/cgibin/discus/discus.cgi Aaron gave me all the details about what cams to go with. |
