How To Clean Injectors On A R1100rt

Morning Roger

That is true on the fueling side but unlike the 1200 with the BMS-K organisation the Motronic 2.two & 2.4 has no ability to apply adaptation valves to change the TB air flow. Even the 1200 with the BMS-1000 can simply alter the air flow at idle & very low throttle openings.

Every bit you know, I am in complete agreement with your observation. My point in that location was more subtle. Bold for a minute that there is a reasonable remainder between cylinders, if the TPS and the Motronic'due south interpretation of its throttle angle were not a proficient mark for the VE due to miscalibration, wear or pattern, when the Motronic starts running its Closed Loop program, its integrative adaptation office apace gets the combined fuel to match the air/VE.

Then over time, to some every bit yet unmeasured extent, the Motronic creates block adaptations and applies them to Open Loop, all helping with the small-throttle-angle versus VE problem that NRP described. I had a good lesson in this over the weekend.

Later on two months of riding my motorcyle with Closed Loop fueling set at 13.8:1, and making many test rides where the sole purpose was to evaluate how the bicycle was running, I replaced my battery on Saturday morning. With the richer mixtures, my 04RT had a adept potent idle. After replacing the battery, at startup, the idle was crude and uneven. Afterward a few trips and an overnight cooldown, the side by side morning's start was quick and shine, as information technology had been. Also immediately after the reset result, I noticed for a while that the motorcycle "felt" different. Since I've only fabricated a few curt trips, there are a lot of TPS/RPM areas/blocks for the Motronic to relearn.

Some further thoughts below.

Afternoon NRP

Bing sets those throttle stop screws well before BMW even sees the throttle bodies. On some they employ an actual measured throttle plate opening angle & on others measured air flow.

Equally long as they are still & the Bulletin board system screws are mid travel then BMW has a TB that will work & let Bulletin board system adjustment as needed for balance over the normal life of the TB.

I'm betting the base air flow or plate angle as supplied is set according to BMW's requested specs.

Air flow is easy to measure. Throttle plate angle would be very difficult to measure accurately, and not really the item of business concern bold airflow with a given pressure differential is what is desired.

A modest round hole in an air fitting (like a differential compression measurement scheme used for aircraft) would be logical using lower pressures.

Maybe someone wants to take a brand new throttle body & make an equivalent hole orifice and offering a throttle torso resetting service. There's a free concern thought!

Morning NRP

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Then once the air menstruation is even side to side from idle all the abroad to WOT the fueling needs to addressed to also be very even side to side from hot adjourn idle all the way to WOT road load (practiced luck with this one). Or at least fabricated rich enough that a chip of fueling divergence side to side isn't that big of a deal (easiest way out)

Information technology sounds like y'all have a meticulous arroyo to getting the air balance as close every bit it can exist. And you've described in other places how one might get that air balance refined through on-the-road adjustment. Given that the two injectors have different flow-rates and unlike turn-on-times, I can't retrieve of a way (curt of using a PowerCommander on one of the injectors but not the other or slightly reducing the power at the richer of the two injectors) to compensate the side to side fueling other than to buy very carefully matched injectors--matched for flow rate and turn-on fourth dimension for pulse widths between 2 and v mS where most of the action is.

So I end upward in understanding with yous on running a richer mixture. One time the mixture is rich enough that O2 is depleted and there is a slight (4-6%) backlog of fuel in each cylinder, adjusting airflow on the correct side, under power, can yield an verbal power balance, at least over a range of TPS/RPM. So the motronic's value adaptation function can fine melody farther over time--provided you have maintained a Airtight Loop part.

Lastly, I want to point out that running a richer mixture gives a small-scale "accelerator pump" role compared to a stock bike. My reasoning goes like this: if you're cruising with a warmed-up stock wheel and open the throttle, there is no excess fuel in the mixture and the immediate result is that the mixture gets leaner from the increased airflow--and ability drops/hesitates. If you are running 6% rich, you lot open the throttle, airflow increases and consumes some of the "backlog" fuel of the richer mixture and power immediately increases.

All very interesting.