Patch

My OH My Carl, are you sleeping with chilly peppers these days? Goin take a lot of politicing to unwrap those flag poles you Rapping around our Southern cousins! Must be the Dutch blood;)

You are right Bluesky I checked the size and instead of it being 80ish kb it's 3 meg, go figure Thanks

Thanks but my pic is just a small bit and I've done it many times.

I've read Cha had issues uploading pics, then it seemed to be OK; at the moment I can't after several tries. Is there a work around? Using Chrome as always

Take a closer look at the jet block and gasket while you're in there, notice the ceiling points impressions. The flow directions and porting need to be operating as designed which requires a proper crush on that gasket.

Of the service manual.

A very good read indeed! Thanks

Mr. Du-Rron, You Rock!

I too believe it is rain related, but it would be wrong to not suggest check the pickup coil resistance. The pickup coil is located where the stator is, the sleeved 2 wire harness coming thru the casing and rubber grommet to a small connector, the colors will show white red and blue black. This 2 wire harness runs to the Igniter box. Disconnect the plug closest to the stator housing and measure the ohms 190 - 230 should be standard, do it both when cold or first thing, then when at operating temp; just to rule it out! You can view it here at the bottom and center of this sheet. https://www.venturerider.org/wiring/99-09%20Yamaha%20Royal%20Star%20Venture%20Wiring%20Diagram%20Rev%20B.pdf What I really think this is, is that water got in the Igniter? So at night when it cools it condenses forms a general malfunction!? You can try to warm it with a hair dryer for a couple of minutes before attempting your morning start, it should be warm to touch. If this proves to be the case then when your in a safe place you can open it and clean it then reseal it. As far as I know you only have the one pickup coil so, not knowing if the front plugs are firing confuses the issue some what but not enough to change my mind on the Igniter box. If the 2 front or any 2 were firing correctly then it would start but stumble till the rear woke up! Fun stuff Patch

ridiculous about the stator! I'll post later, but likely others will chime in soon. Patch & I'll pm you my number in case you need walking thru.. Still in Canada?

Any news?

Have you heard tell of my couz Bernoulli? He wrote extensively on the topic of flows? The shape of the jet, the flow to the get, thru the jet are very much relevant. When you alter flow before the jet you alter velocity! Starting to make sense? Patch

How are you making out? I'd like to suggest you also check the Pilot air jet while you're at it. Should be page 5-6 note 16, item 1 Patch

Jeff there is nothing wrong with CV Carbs! You just need to treat them like a jealous women, that means often and carefully!

So I wrote my last post during your the above posting... Anyways I sure hope the general supplies the table saw;)

Oh I get the secret part! The leaf blower experiment is I think a wonderful teaching process! In all cases that I've seen or read only the compression ability is judged, lot of us mature dudes who started in the 70's know that that is the least important factor; it in my opinion is the thrill of the experience, then the reckoning that filling a jug just aint that easy! As far as the EFI on the 1300 cc it is not impossible, but a bit impractical, up front you will need to solve the wasted spark, if the triggers were 4 then you have an easier start.. Many years back a group of us were working on this back when it was pop to convert cars, we in the bike world had a different set of hoops to loop thru. Today there are kits that are relatively complete with support to guide you through and of course they have their forums to bounce off problems with. If you are looking for power then on these V4's you will need to give the heads some thought, then the cams. I assume you will want to locate injectors close to the ports? So I would do mock ups on a home built flow bench. The reason here is that in this scenario with the CV removed the percentage of fill will move to favor these efforts, so getting this right is a big win! Now you're going to want to pick your rpm performance range, otherwise you'll get to the dyno and be disappointing. Keep in mind you are moding a touring bike, no point in being the faster if you can't go the distance! Forget burnout cause those are going to cost big time on these heavy beast. Sing up and bring a plan to us, see if we can help or perhaps just cheer you on. Patch

When you get to it then I would add a compression test and note it down. If this test comes out withing standard then you'll know the engines is wasting less of the burn then say one with low compression or, incorrect jetting. You will likely use fifth gear less than a 2 wheeler as well rarely when two up or when pulling.

You know you can get a 4 stroke to run off a spray bottle, the problems are only found when drivability issues drive you crazy! So there is no bolt on kit available that I know of for these engines. When and how are you going to sequence the EFI? You will need to choose a trigger location and adapt the Hall; would you go cam or crank? My guess is you'd want both at least up front. 325 cc @ 100% fill so what would your idea be around induction? Long, short, verifiable? Throttle body: 2 choices one or four. One takes some thinking 4 is quicker. Then length of runners filtration.... You will definitely want to manage spark, have you a solid understanding of the when and whys? In theory converting to EFI or CEFI isn't that hard once you have a plan and direct knowledge for the engine you want to convert; the problems really lie after the conversion when done on small budgets! That's not to say it isn't worth the effort so long as you yourself have a solid understanding of how it must pull together. May we ask why you feel this bike needs the conversion? Patch

I thought I'd share this: as you all here know I have an addiction to combustion;) if I'm struggling with any of lifes or of my own making problems I pull up a file read a study, perhaps watch a lecture on theories, problem solving or new ways and methods! What I enjoy about this stuff is, it is all logic base! When a problem is brought forward as a case study, gas mileage is viewed as a symptom not the problem! Usually it is ignored during the study instead we look for overall factors effecting efficient combustion. The fuel is consumed through combustion and, the percentage of usable power are the answers we look to find. Then what gets put down after the crank to the wheels and at what loads come after. In other words combining every thing into one issue is just the box or complete package, the solutions are found in the components. That said you ask the question, am I getting the best bang per effort per cycle? This is the easy side of problem solving because the steps are easily measure, then compare to other apples off the same tree. So I agree with DuRron, the engine would benefit from a thorough checkup. 25 mpg for me would cause me to rethink either changes I've made or if I didn't know the status of the engine, I would certainly find out. The extra loads on these trikes of course will effect throttle position all the way thru, so, your reasoning is justified but not confirmed as to the extra weight and drag. Posting your rate of speed with rpm's helps because that relates to air volume, which in turn relates to gas passing thru the jets. Another is throttle position at common cruising and off the line: does it take 1/3rd or 1/2 throttle held till you hit cruising speeds? I for one like to move fast then settle down some;) on the highway; when I ride that way then my throttle may be in a or around 1/4 and I'll use the gears to keep it humming - that gives me high vacuum, better velocity, better atomized air/fuel ratios which in turn makes for more complete combustion burns; that me breaking it down;) Patch

OK this problem is now under my skin! I went into my shop and dug up what I could find of the 86 dash parts. There wasn't mush left I guess I tossed most of it but I had a close look at the reed switch... After a swipe with alcohol and a tight camera shot of it I found it to be in good condition still in a perfectly closed position. I pulled out an old phone that has some pics of the speedo I ended up using, there was some noticeable wear on the gears which I lube with synthetic grease and 401 for bushing where the shafts pass thru or end.. the speedo read 61,500 miles The cup looked like new, I assume the eddy field is also new condition so my opinion time to move past. Some things you mention above are not what I know/remember to be a problem with my 91. Important to remember that the cruise command can not anticipate a hills elevation, that's your job! On a steep one I would mitt the throttle while still on cruise, then leave off slow to transition back to cruise with a glance at the speedo to know and expect her to level her back to speed! NOT down hill dude, she can not apply the brakes so your momentum will race pass your settings, nothing cruise can do till it begins to slow down! Next yes to on a hill she will be slow to open hard because she can't know the climb so she tries to not over shoot this again is where you need to prep her then she'll likely handle fair enough! You must ALSO consider the gear you are in on a hill moving all that weight, this is when you should gear down to get the inertia up off the crank and all that is attached to it! That is the Pilots job;) I think based on what you wrote last night it is working, not like a modern car or maybe the new bikes but they are a bit sloppy! So you fixed it! You are just not happy with it? But that will change on long, long rides! The End Patch

WOW Wizard Puc this is some portal you conjured up! "Yam was actually thinking 1700cc V-Max motor with its FI intake needs being fed by jet fighter style air intakes :cool10: = its a BEAUTIFUL thing!! Then it was like something happened.. Like someone at Mom Yam Inc. got wind that touring people aren't go fast people and the planned REAL industry changing :guitarist 2:"""" Well I can't be the only VR Gent that suddenly reversed alphabet''s plus one from Mama Yam to Yama Mama??? Add whip, hang portrait in Yam's boardroom, at eye level, at the end of that long decision making table; so as Mr. Chair should face when looking for inspiration before deciding that our maturity level (U know stuck on 39 their target market) what would She want me to do? What, When, Where, questions he could ask just never ask Why, cause snap goes the other W;)

here's the link https://www.venturerider.org/forum/showthread.php?137296-A-Case-for-Fogging&highlight=case+fogging

Not adding up eh... The old drill that had the trigger lock and speed dial? When you are spinning the cable at speed, are you reading the ohms off the sensor?

https://www.permatex.com/products/gasketing/optimum-gasket-makers/permatex-optimum-black-gasket-maker/ Do a search here on the forum "A case for fogging" you will find the instructions there. I recomend the compression test first.