Gen3 motor into a Gen1/2 bike - Page 4 - Triumph675.Net Forums
Reply
 
Thread Tools Display Modes
post #31 of 35 Old 10-04-20, 14:42
jdgun_13
Senior Member
 
jdgun_13's Avatar
 
Join Date: Apr 2010
Location: Salem, Oregon
Posts: 4,939
Thanks: 152
Thanked 253 Times in 216 Posts
Quote:
Originally Posted by nlzmo400r View Post
So itís safe to assume a gen 2 header should fit in a gen2 chassis with gen3 oval port engine.

Sent from my iPhone using Tapatalk
Ok i guess your listening... THE gen 2 header does not work with the 3rd gen 675 unless you want to mod or see if the 2nd gen oil pan will fit on the 3rd gen motor.

Most of you people are not capable of being your GD self, to damn worried about being politically correct.

2011- Triumph Daytona 675R
2005- Kawasaki ZX-10R
2003- Kawasaki ZX-6RR
jdgun_13 is offline  
The Following User Says Thank You to jdgun_13 For This Useful Post:
nlzmo400r (10-04-20)
Sponsored Links
Advertisement
 
post #32 of 35 Old 10-04-20, 14:51
jdgun_13
Senior Member
 
jdgun_13's Avatar
 
Join Date: Apr 2010
Location: Salem, Oregon
Posts: 4,939
Thanks: 152
Thanked 253 Times in 216 Posts
Quote:
Originally Posted by nlzmo400r View Post
Thanks for the clarification. And you resolved the ignition pickup difference solely with altering the timing tables via tune ECU?


Sent from my iPhone using Tapatalk
I had the tables as far as it would allow.. for a track bike the ecu should be able to remedy the limited amount of ignition timing that you can get from the stock ecu.

So here is my thoughts on this.. given cam chain slack, and how far off the cams, and also how good (sensitive) or bad the ignition pick up, play a big part.. I honestly think you could index the crank trigger bracket a bit to help get you consistent starting, with the change in timing from the ecu.

If swapping a resitor in the shower injectors works, then the easy route truly is swapping the gauge, ecu, harness and motor over from a donor bike.

Most of you people are not capable of being your GD self, to damn worried about being politically correct.

2011- Triumph Daytona 675R
2005- Kawasaki ZX-10R
2003- Kawasaki ZX-6RR
jdgun_13 is offline  
post #33 of 35 Old 10-04-20, 18:08 Thread Starter
samwise_i
Member
Threadstarter Threadstarter
 
Join Date: Jun 2006
Location: Norcal
Posts: 678
Thanks: 13
Thanked 19 Times in 17 Posts
Quote:
Originally Posted by jdgun_13 View Post
If swapping a resitor in the shower injectors works, then the easy route truly is swapping the gauge, ecu, harness and motor over from a donor bike.
By works I meant that it does not generate a fault code with a resistor in place of the injector, but I have never run a Gen3 Daytona ECU without the shower injectors. My guess, and just a guess, is that the normal injectors on a Gen3 Daytona are a lower flow rate then the ones on a Gen1/2. This would help with emissions since you would have finer control over low throttle openings. The Gen3 would then use the shower injectors when more fuel was needed at large throttle openings.

Would be an interesting tune though.
samwise_i is offline  
 
post #34 of 35 Old 10-05-20, 11:36
jdgun_13
Senior Member
 
jdgun_13's Avatar
 
Join Date: Apr 2010
Location: Salem, Oregon
Posts: 4,939
Thanks: 152
Thanked 253 Times in 216 Posts
Quote:
Originally Posted by samwise_i View Post
By works I meant that it does not generate a fault code with a resistor in place of the injector, but I have never run a Gen3 Daytona ECU without the shower injectors. My guess, and just a guess, is that the normal injectors on a Gen3 Daytona are a lower flow rate then the ones on a Gen1/2. This would help with emissions since you would have finer control over low throttle openings. The Gen3 would then use the shower injectors when more fuel was needed at large throttle openings.

Would be an interesting tune though.
the 1/2 gen fuel injectors with throtle bodies work just fine with the 3rd gen motor. did i send you my 3rd gen fuel map, for use with gen electronics, airbox and throttle bodies?

Most of you people are not capable of being your GD self, to damn worried about being politically correct.

2011- Triumph Daytona 675R
2005- Kawasaki ZX-10R
2003- Kawasaki ZX-6RR
jdgun_13 is offline  
post #35 of 35 Old 10-15-20, 17:52
ditto675
Junior Member
 
Join Date: Feb 2020
Posts: 9
Thanks: 0
Thanked 4 Times in 4 Posts
Samwise_i just reminded me that using the ignition map will only accommodate the pickup position difference once the ecu has achieved motor synch on start up.

This means unless tuneboy (tuneecu does not) has an ability to enter a pickup offset then slotting the pickup, new keyway on rotor or pressing a new trigger ring onto the rotor is the only way to get a Gen3/765 motor to work with a Gen1/2 ecu...
ditto675 is offline  
Sponsored Links
Advertisement
 
Reply

Bookmarks

Quick Reply
Message:
Options

Register Now



In order to be able to post messages on the Triumph675.Net Forums forums, you must first register.
Please enter your desired user name, your email address and other required details in the form below.

User Name:
Password
Please enter a password for your user account. Note that passwords are case-sensitive.

Password:


Confirm Password:
Email Address
Please enter a valid email address for yourself.

Email Address:
OR

Log-in










Thread Tools
Show Printable Version Show Printable Version
Email this Page Email this Page
Display Modes
Linear Mode Linear Mode


Forum Jump

Posting Rules  
You may post new threads
You may post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off

 
For the best viewing experience please update your browser to Google Chrome