Bonneville America Forums Forums Technical Forums General Tech rev limiter

last night hit in in second and bike shut down for like 3-5 seconds, never happened before, was I to hard on her and that how she says enough? Didnt lose electric, just motor.

As long as the rev limiter is still working, you can't hurt her that way.
And all it kills is spark.

just about every time i am on the bike she sees the rev limiter. 20,000 miles and she does not complain

Frank

right around 73 in second gear I feel it sputter Then I shift.

You can spin it past the rev limiter in some instances. Particularly in lower gears. In which case you may, as you noitced, have the engine completely shut off for a few seconds. If rev's go past 8100 rpms the system becomes confused and takes a few seconds to reset. This is different from the normal rev limiter funcition where it just breakes up. I'v had mine shut down complete for as much as ten seconds. I found a way around this problem for my bike. But all bikes don't do this. If you keep having complete shutdown and it gets annoying, send me a p/m and i'll tell ya what to do.

Only hit the limiter in lower gears and it is like someone hit a switch and it comes right back when revs are down. (but it was fun) don't usually go that far.....

Just remove the (TPS) plug.In my case I solved the dead spot (shut down).

Interesting topic, having had my speedmaster in the dealers 3 times now for cutting out they have basically told me off for::

The rev limiter is NOT there for you to hit all the time, it is there in case you miss a gear as it will stop the engine from getting damaged.

After I jetted my carbs I was hitting the rev limiter in 1st to 4th gears regular... Triumph went mad saying Im riding the bike too hard and should change it for a sports bike.

Anyway, the fact that by the 3rd / 4th gear was hitting the limiter my bike would completly cut out, like I had hit the kill switch, this happed once on an overtake and I crapped myself as a lorry was heading straight for me and another as I came off a round a bout.. I now have to ride my bike more sedately, to the point I dont realy want to be on it anymore.

Trash: Can you PM me what you did please?

Cheers, TrOjAn

i hate the rev limiter it sucks bad when you don't pay attention to your gear and nail it to go around someone and the bit cuts out on you and the dud your passing is thinking what an idiot, if i could get rid of what ever it is that cause this!!!!!!!

I have never been close to the rev limiter. Dont need to and dont want to.

I cant see personally why we would want to wrap up the revs that high .....plenty of juice for passing without going to the top of the limiter.

I've hit the rev limited a few times running along a Harley friend. I would think if you're hitting the limiter, you're waiting too late to shift. I chalk it up as not paying close enough attention to the bike. Once you're past 6000 or 6500, when you shift the next gear, it is in a strong torque range and there's no need to go near the red line. It's also easier on the engine.

Unplug your Throttle position sensor. When you hit the rev limiter there after it will only break up. Not completely shut off.

our bikes make power right to the redline. i ride mine VERY hard and never have any problems. and it is proven these drivetrains can handle 100HP. so there are other issues

Frank

are the throttle postion sensors the black cap with wire coming out from the carbs?

A simple answer for those of us without a tachometer, is to just use a felt pen to mark the max shift points on the the speedometer glass. (After finding them with the rev limiter.) For me (TBA with 17 tooth front sprocket) it is 30, 60, and 80 mph for the first three shifts. That gets me real close to the rev limiter without ever hitting it anymore. Anyway, the torque and horsepower curves don't continue to increase at the top end so I might as well shift, since the RPMs in the lower gear are still producing approximately the same torque and horsepower there also. To hit the rev limiter would just slow me down.

On the pre-unit bikes the speedo cable came right out of the tranny and the speedo on many of them were like that. The outer set of numbers showed speed then the next ring in showed RPM in a certain gear and next ring another gear and so on. I can't remember if the outer ring was 4th and it went down a gear as it gets closer to the center or vise versa.

Wasn't there a Swedish dude who could modify the electronic fire control module and set it to whatever limit you want? Whatever happened to that guy? He had a website with some pics of a turbo-charged bonny that he was drag racing.

I remember a post about making the gap smaller on the pick up coil would fool the rev limter and let you get like 500 RPM more if I remember correctly. I don't see how that would work but I never tried it so I can't say it isn't true.

I had an 05 speedmaster that I never hit the rev limit on. A dude turned in on me on a 4 lane and I t-boned him totaling the bike. I replaced it with a 06 america. I started ridin it like the speedmaster and hit the rev limit right away. I thought something was wrong with the bike but the america is apparently setup differently than the speedmaster. I changed my front sprocket to a 19 tooth from a 17. That took some bottom end but keeps me out of the rev limit.

yup its Jojje, he is on delphi and rat.net. his website is http://www.stabbarps-auto.com/ great guy with tons of knowledge

Frank

I think Jojje can do a 270, but has quit doing them for folks in the states.
A liability thing.
Same reason Custom Fasteners doesn't ship to the states anymore.

Re: BA vs. SM rev limit - BA (790 cc), 7,400, SM (865), 7,900 (I think).
Doesn't make a lick of sense to me, since the 865 has the grunt cams.

Some say that ignorance is bliss but i just gotta know. What do you mean by grunt cams in the 865?

low end TQ

Frank

Does anyone know the procedure for adjusting the pickup coil gap? Or maybe I should just ask where is it located. Doesn't the 270 degree engine have two pickup coils while the 360 degree engine uses just one?

just wear it out like i did mine.

Yeah Brother, you bet I am if it don't wear me out first!

my bike quit "stuttering" long ago. it just shuts off for a few seconds.

The pick up coil is underneath the right side engine cover and there is only one. The adjustment is .8 mm Tech Vault

>Doesn't the 270 degree engine have two pickup coils while the 360 degree engine uses just one?

Would that this were true.
It only has one, which gets taxed pretty hard at the upper end.
Per Jojje, it is the ultimate limiting factor at about 8,500 RPM.

The pickup coil is located in the right side engine cover where the alternator lives. The 270 degree engine has 2 lugs on the alternator rotor to cause a spark. Both cylinders spark together, but just one is in the correct position and loaded with a fresh compressed charge, so it is the one that actually fires.
The 360 degree engine had just one timing lug. This means that it can (and does) rev much higher than the 270 degree version when the rev limiter is modified or disabled. Because it fires twice as often, the stock ignition system on the 270 engines is only good to around 8200 - 8400 RPM while the 360 with the same coils and wiring will wind up untill the engine disassembles itself.

It should be possible for someone with the proper equipment to build up the second timing lug and machine away the original part so that 2 pickups could be used. This would mean buying a second ignitor and wiring one coil to each system. Except for Joji in (I think) Sweden, the internal workings of the igniter are pretty much of a mystery. Depending on the output circuit design, it may be necessary to add a dummy load in place of the second coil to keep things working right.

Sent PM. Thanks

The coils don't fire together.
You can prove it by switching the primary wires.
RRR, RRR, Bam!
Now go pick up the vacuum caps off the floor.
Don't ask how I know.

A less exiting way to prove it is to imagine where one piston is when the other is at TDC (wasted spark not caring about compression vs. exhaust).
I ain't always good.

This of course begs the question of how does this work with a single piuckup coil.
The only answer I can come up with is there has to be some magic in the CDI.
It would have to discriminate between the short (90 degree) and long (270) intervals to get its bearings.

I also have a hunch that in some instances it may take a revolution or two to
lock on, and this may contribute to starting backfire/airbox explosions.