Search results

They aren't faster, they are trying to get away. :lol: err, ;)

I dunno. Our critters are pretty clear 'speaking'. We understand the sounds for: FEED ME RIGHT NOW -- play with me -- GO OUTSIDE RIGHT NOW -- pick me up and pet me. Absolutely clear, plain and distinct 'words', easy to understand every time. The words are often reinforced, FEED ME is often...

^^^^^^

Phil avoided Imperial Entanglement and the use of the Thunder Stick on him for not posting in an existing thread. However old that thread may be.

Bet we could figure this one out at EOM! :)

I don't recall any AE transmission gear or fork problems ever. It's easier to make this statement without searching, 'cause someone will, just to say you are wrong ;) The OP wins either way.

This is likely true. But, we don't know with certainty that the TPS is the root cause. We have a pretty good symptom match but that isn't conclusive. Your motorcycle makes a noise, you take it to the dealer. You tell the dealer that you hear a terrible clacking noise. The mechanic hears it...

I wouldn't be surprised to see that he ECU has modern DSPs which are real workhorses. Something that Mcatrophy knows a little about Yamaha brags that the response of the ECU to implement FI actions is 1mS of faster (1 thousandth of a second). That assembler code is a fond memory of days...

Ask Bill Lumberg about that....

To access the Accelerator Sensor the entire throttle body rack has to be removed. This is so much work that the Accelerator Sensor shouldn't be considered when troubleshooting ;) It's interesting to note that the schematic for the TPS and Accelerator Sensor shows two circuits in each sensor...

Here ya go Bill, the Mechanic's Patron Saint of I Give Up.

Ok, I got a chance to peek at the FSM to clarify post #70. The run/stop/start switch is indeed used to reset error codes. The ABS hydraulic unit test is the same as the Gen I & Gen II. My Gen I FSM had a separate ABS service manual. The Gen III FSM breaks up the ABS information. How the ABS...

All the connectors in the ground system are fully populated (a pin in every hole) so adding a ground wire isn't simple. Ideally, you would want to run a separate #16 ground wire to each of the spiders, this would keep the current load on each connector down to a manageable amount and break the...

Phixed. Edit: I see Ross supplied the same info while I was typing.

Ahh, that's good info. The week/year date coding is almost universal in the electronics field. It just seemed to fit so well into that pattern. Time warp? Original post has been edited.

The bike will return to normal and run just fine. I have read the entire Gen III ABS section and it seems to be the same as the previous Gen's. When I get a chance I'll confirm this and update my ABS Testing post. I don't have the Gen III FSM handy, but the following is true (and in the ABS...

If the TPS turns out to have a 25k mile fuse Yamaha will be seeing 1) a lot of TPS being sold --or-- 2) a whole lot of throttle body assemblies being replaced ;) (sorry Bill Lum). In the past, high part consumption seems to trigger a TSB and upgraded parts, I would expect Yamaha to step up...

It replies: Keep holding the F & R brakes down, that's how you will feel the pulsing.

As mentioned at the beginning of the autopsy, the Gen III TPS tested good in every way when sitting on my bench. Just like the TPS that came out of my Gen I. I only found my Gen I TPS by putting a volt meter on the sensor, putting the DMM on my handlebars and going for a ride. It was the heat...

The TPS designer got the brushes/wiper mostly correct but used a thick (depth) but very soft, rubbery resistor material that cut quite easily, the end result was a TPS that failed for damaged resistor material. For a coupla bucks more it is possible to screen a glass/metallic thick film...