GS-911 and ezCAN User Forum

General Category => General Discussion => Topic started by: Honolulu on April 30, 2019, 09:03:53 AM

Title: 2010 K1300GT
Post by: Honolulu on April 30, 2019, 09:03:53 AM
2010 K13GT, 30,000 miles. One afternoon to come home from work (bike ran fine in the morning) the bike started poorly, ran rough and would barely hold idle. So:  sudden onset of problem.  Got home, found two headers cool, two hot. GS911 reports O2 sensor voltage about 0.8, thus running rich. Could see the catalytic converter glowing in the tailpipe. Thought this indicated one or more bad coils, no ignition events in one or more cylinders, fuel gases running out the pipes.  Replaced all four coils and four very sooty sparkplugs. The bike now will start and idle and is less rough than before, but something's not yet right. It sounds like it's "panting" and though that may be okay idle for a race bike, on this one it persists to at least 3000 rpm. Have not revved further in the garage and I'm a little hesitant to go on the road, only to end up needing a tow.

Bike has had very intermittent cam chain rattle on startup (nothing to compare it to, but it's a very harsh sound for less than a second).  Have been recommended to replace two orings in the chain tensioner.  That won't be the current problem unless the timing chain has jumped a tooth, in which case the bike may not turn over at all.  That the problem first displayed on cold startup suggest a possible jump, as I understand that is the moment of greatest stress on cam belts/chains.  Is there a way, short of disassembly, to discern correct cam timing?

Next a more basic question: what are the "typical" or "correct" value ranges for the parameters scanned while the bike is running?  I have seen correct O2 sensor behavior, in real time, but for other more esoteric items I have no way to interpret what is output.  Can someone post a tabulation of the correct values or ranges?

TIA
Title: Re: 2010 K1300GT
Post by: Honolulu on May 01, 2019, 08:44:51 AM
Hmmm Scottie, have you anything of value to add?
Title: Re: 2010 K1300GT
Post by: Jughead on May 01, 2019, 02:26:51 PM
Hi Honolulu

The only way to determine correct cam timing is to pull the cam cover, which, on the GT, is a real PITA.

WRT the lambda values, these should fluctuate between rich and lean.  There is no specific value.  If you use the PC app, you can actually display these values as a running graph.  As long as the graph fluctuates up and down, the lambda sensor is doing its job.  I will post a screenshot for you of what it should look like as soon as I can get back to my PC.
Title: Re: 2010 K1300GT
Post by: Honolulu on May 01, 2019, 08:43:24 PM
Jughead:  Thanks, I've seen correct lambda values on this bike, several months ago.  Prior to replacing coils and plugs the value hovered in the 0.8 range, rich enough that the cat was glowing a little.

Bad news, then, about verifying cam timing, although I've gotten as far as replacing coils and plugs, which in retrospect wasn't that difficult despite the humbug of vacuum coolant refilling.

Complaint:  the online fiche is only barely a parts diagram and shows few interconnections or context.  I'm trying to think in terms of sensor inputs to the ECU which could cause the current problem.  Apparently there's a air correction valve at the bottom of the airbox which can get sticky - if this were the case I can imagine that stickiness might interact periodically (less than a second and pretty regular) with the ECU to make the bike "pant" as it does now at idle and up to at least 3000 rpm.  That's where I'll be going next, unless I can get more advanced diagnostics to view the signal from that device.  I assume it's not only mechanical, but the fiche doesn't tell me.
Title: Re: 2010 K1300GT
Post by: Jughead on May 02, 2019, 07:58:25 AM
 Did you replace the coils with new ones or 2nd hand?
Title: Re: 2010 K1300GT
Post by: Honolulu on May 02, 2019, 08:05:43 AM
New Beru coils, four of them, $150 each (on sale!).  NGK plugs, $12 each.
Title: Re: 2010 K1300GT
Post by: Jughead on May 02, 2019, 08:49:43 AM
New Beru coils, four of them, $150 each (on sale!).  NGK plugs, $12 each.

[emoji106]  Have you check which cylinders, if any are running colder than the others?
Title: Re: 2010 K1300GT
Post by: Honolulu on May 02, 2019, 08:56:28 AM
At first, two header pipes were cold.  After replacing coils, all got hot.

Bench testing coil primaries (center pin to sparkplug) finds one coil has infinite resistance, so that coil is shot.  I really should test more carefully, since it's hard to get the ohmmeter test leads into the connector.  Also should mod my test leads to check resistance on pins 1-3.  However that's water under the bridge since the new coils and plugs are in, and have been run a few minutes.

Original question was whether any one can post "normal" readings for all the real-time monitoring performed by the GS911 on this 2010 K1300GT.  Since not even the manufacturer has bothered to reply, I can only suppose they don't know... but how could they not?
Title: Re: 2010 K1300GT
Post by: Jughead on May 02, 2019, 09:49:54 AM
Original question was whether any one can post "normal" readings for all the real-time monitoring performed by the GS911 on this 2010 K1300GT.  Since not even the manufacturer has bothered to reply, I can only suppose they don't know... but how could they not?

There is no such thing as "Normal" reading when it comes to lambda values.  The readings will change based on the fueling at the particular moment the reading was taken.  Since the fueling (and thus the air/fuel ratio) changes with virtually every stroke the pistons take, it is impossible to even predict what it is going to be on the next stroke.

What you need to do is to display the graph, and then make sure the lambda values jump up and down between rich and lean.  The graph should look like this:

(http://i66.tinypic.com/2n6bvpk.jpg)

In the graph above, the bike is fitted with 2 lambda sensors, thus the yellow and violet graphs.  As you can see here, even 2 sensors on the same motor do not react the same and do not display the same readings.  The GT only has one sensor, so you will only have the one graph.
Title: Re: 2010 K1300GT
Post by: Honolulu on May 03, 2019, 12:32:33 AM
Thanks for that plot, and as mentioned above I have seen proper lambda sensor real-time readout on my bike several months ago.  When the bike ran poorly, the sensor value wavered slightly around 0.8 volts - so it was running rich and the cat was glowing.

I will warm up the bike again this weekend and look at the lambda sensor voltage.  I think that having replaced coils and plugs, I'm in a different running scheme than before, but haven't checked into it.  Coming soon.
Title: Re: 2010 K1300GT
Post by: Jughead on May 03, 2019, 06:47:39 AM
Try resetting the adaptations.
Title: Re: 2010 K1300GT
Post by: panason1c on May 06, 2019, 02:36:42 PM
- so it was running rich and the cat was glowing.

Could it be that the cat was glowing red because of unburnt fuel flowing into it and then igniting/burning .....due to the faulty coils?
Title: Re: 2010 K1300GT
Post by: Honolulu on May 06, 2019, 08:29:27 PM
Yes. 

Poor combustion => excess fuel in exhaust => converter doing its job burning excess fuel => lambda sensor reading 0.8V

Exactly why I replaced the coils, and spark plugs, and coolant, while I was in there.  This meant I had to acquire the vacuum tool to refill the coolant, and the proper 5/8" or 16mm plug socket (the one I had was too big).  It's not a difficult job in retrospect, but given the complexity of the machine overall, I'm a leery of having to work on it.

Now that the "work" is done, and it still runs poorly, if a idle actuator reset doesn't get it right, I'm afraid I'll have to talk to the local dealer.  The only one in 2,500 miles.  Whose parts tech doesn't return calls.  Bad sign...
Title: Re: 2010 K1300GT
Post by: Gunleif on May 07, 2019, 12:12:01 AM
I think the O2-sensor is the problem. Put in a new one.  :)
Title: Re: 2010 K1300GT
Post by: Honolulu on May 07, 2019, 04:27:58 AM
Gunleif:

Not one to argue, but 02 sensors aren't cheap, so why do you believe the sensor is bad?  It only has 30,000 miles, It "ought" to last much longer.  I think with it reading 0.8 volts, one coil bad, the cat glowing red, the sensor was correctly reporting a rich exhaust condition.

Is there a way, other than by substitution, to test an 02 sensor?  I've heard of putting the sensor tip in a propane flame (need to remove from bike first obviously) and using a DVOM to check voltage, but I've never done it.
Title: Re: 2010 K1300GT
Post by: Jughead on May 07, 2019, 06:03:12 AM
Yes. 

Poor combustion => excess fuel in exhaust => converter doing its job burning excess fuel => lambda sensor reading 0.8V

Exactly why I replaced the coils, and spark plugs, and coolant, while I was in there.  This meant I had to acquire the vacuum tool to refill the coolant, and the proper 5/8" or 16mm plug socket (the one I had was too big).  It's not a difficult job in retrospect, but given the complexity of the machine overall, I'm a leery of having to work on it.

Now that the "work" is done, and it still runs poorly, if a idle actuator reset doesn't get it right, I'm afraid I'll have to talk to the local dealer.  The only one in 2,500 miles.  Whose parts tech doesn't return calls.  Bad sign...

What does the O2 plot (graph) look like?  Does it look like the one I posted earlier?
Title: Re: 2010 K1300GT
Post by: schuppi on May 07, 2019, 10:31:23 AM
Hello
Here happens exactly what I always miss.
There is a problem where help is desired, but nobody sends the necessary information for such complex systems.
Auto scan with error memory and a reading .csv file are extremely helpful.
Maybe something as deposited in this post, add to a request

http://forum.hexcode.co.za/forum/index.php/topic,697.msg2705.html#msg2705


A problem is quickly solved if the informations are available  :) like this:
http://forum.hexcode.co.za/forum/index.php?action=dlattach;topic=697.0;attach=376
Title: Re: 2010 K1300GT
Post by: Honolulu on May 08, 2019, 12:55:59 AM
Jughead, I have seen the lambda values graphs for my bike in real time twice.  Once, while running properly, the value ranged up and down, same as your graph.  Later, when running poorly, the value wavered slightly around 0.8 volts.  The exhaust was clearly rich and the sensor value properly reflected that.

Schupppi, I'll post a summary of real-time values when I can.  My original post inquired whether such a summary for a correctly running bike was available.  To date no one has posted such.
Title: Re: 2010 K1300GT
Post by: Jughead on May 08, 2019, 02:28:45 PM

My original post inquired whether such a summary for a correctly running bike was available.  To date no one has posted such.

You keep on harping on about a summary that no one can post.  I have tried to explain why no one can post it but it appears that I am not explaining it correctly.

Put simply, the values should fluctuate up and down between about 100mV and 900mV.  These values can clearly be seen on the plot if you take the time to look at it.  In other words, the values must span the green belt in the graph.

If you graph hovers at the 800mV point, your heater element is working but sensor appears not to be working.

Do you know how lambda sensors work and what their function is?
Title: Re: 2010 K1300GT
Post by: Honolulu on May 08, 2019, 08:41:52 PM
One more time.  I was looking for correct values (or range of values) for ALL parameters reported in real-time by the GS911.  Such parameters are a small subset of those observable by the dealer's proprietary software, but I'm not sufficiently informed to acquire that software or correctly install it on my laptop.

02 sensor values oscillate as was well documented in the graph you posted.  I have seen that variation using the GS911 on my bike, some months ago, but it doesn't do that now.

02 sensor function and the values it should be reporting is all over the 'net.  Yes an 02 sensor tends to fail lean, causing the ECU to richen the mixture and that matches what I observed.  But should not the ECU should have seen a P00xx or P01xx code if the 02 sensor is failed/failing?

That "your engine is running rich"  and "because your 02 sensor has failed" doesn't present the basic diagnostic link between the two conditions, which is what I am hoping to find, so as not to throw parts at the problem.  I may already have done that.

All that said, I do appreciate your contribution to the thread.  But "I are engineer" and need/want to grok the causal link between the observation (rich exhaust) and diagnosis of failed 02 sensor, since there are a good number of other possible causes.
Title: Re: 2010 K1300GT
Post by: schuppi on May 08, 2019, 08:59:31 PM
Okay!
Just another try.

quid pro quo
lat. für „dies für das“
geben und nehmen

Thank you

Title: Re: 2010 K1300GT
Post by: schuppi on May 08, 2019, 09:22:41 PM
But my dear, since you seem to be unable to deliver, I will give the " But "I are engineer" a little help 8)

System Too Rich,

 Possible Symptoms

    Irregular behavior

Possible Causes

    Fuel system
    Excessive fuel pressure
    Leaking or contaminated fuel injectors
    Leaking fuel pressure regulator
    Low fuel pressure or running out of fuel
    Vapor recovery system
    Air leaks after the MAF
    Vacuum leaks
    Improper seated engine oil dipstick
    Stuck EGR valve
    Oil overfill
    Cam timing
    Cylinder compression
    Exhaust leaks before or near HO2Ss.

You will be able to implement it 8)
Title: Re: 2010 K1300GT
Post by: Honolulu on May 17, 2019, 07:56:26 PM
We have a winner(s).  Pat yourself on the back if you thought the bike had a bad O2 sensor.  This one's for you, Gunleif.

Replaced the O2 sensor despite my doubts, and the bike started right up, idled smoothly and revved easily.  Only ran it 20 seconds as it was getting dark.

Cue the tune... "on the road again, just can't wait to get on the road again"...

To sum it up...

Bike ran poorly, suddenly, on cold startup in the afternoon.  Two header pipes cold, exhaust sooty, catalytic converter glowing. Spark plugs evenly sooty, original O2 sensor black.

GS-911 reported no codes set in ECU despite that this was probably a gross violation of emissions standards.  O2 sensor voltage steady at 0.8 or so.

Replaced coils and plugs, no change.  Replaced O2 sensor, alles gut!

Disappointed that the ECU did not detect a problem.  Good that the realtime plot of sensor voltage showed it was bad (though I thought it would fail at zero volts, we live and learn).

Replaced
Title: Re: 2010 K1300GT
Post by: Gunleif on May 17, 2019, 10:14:55 PM
Nice  :)
Title: Re: 2010 K1300GT
Post by: Jughead on May 18, 2019, 09:55:50 AM
We have a winner(s).  Pat yourself on the back if you thought the bike had a bad O2 sensor.  This one's for you, Gunleif.

Replaced the O2 sensor despite my doubts, and the bike started right up, idled smoothly and revved easily.  Only ran it 20 seconds as it was getting dark.

Cue the tune... "on the road again, just can't wait to get on the road again"...

To sum it up...

Bike ran poorly, suddenly, on cold startup in the afternoon.  Two header pipes cold, exhaust sooty, catalytic converter glowing. Spark plugs evenly sooty, original O2 sensor black.

GS-911 reported no codes set in ECU despite that this was probably a gross violation of emissions standards.  O2 sensor voltage steady at 0.8 or so.

Replaced coils and plugs, no change.  Replaced O2 sensor, alles gut!

Disappointed that the ECU did not detect a problem.  Good that the realtime plot of sensor voltage showed it was bad (though I thought it would fail at zero volts, we live and learn).

Replaced

That is exactly why I asked you to have a look at the O2 Graph.  That would have told you whether the sensor was working or not.  That was my first reply to your query.  Look it up.  Reply #2.
Title: Re: 2010 K1300GT
Post by: Wizwam on May 25, 2019, 10:19:59 PM
Continued over rich mixture caused by failing coil(s) can contaminate the lambda sensor and cause inaccurate readings or even failure. Seen this before.
Title: Re: 2010 K1300GT
Post by: Honolulu on May 27, 2019, 01:25:03 AM
 :(
Perhaps so.  However, it's actually NOT running well.  When I changed the 02 sensor, I ran it for only 20 seconds and thought all was well.

Now, a week later, I've put in a Stebel horn and was about to change the oil, which requires warming it up.  So I started it... and it's just as bad as before... pulsing or "panting".  I'm severely disappointed, not least because I've now put about USD 750 in the bike, for nothing but practice.  At least the horn works, but I can only use it in the garage.  My wife noticed and suggested I not toot the horn in the garage again.

Next suspect is the idle control valve at the bottom of the airbox, which requires significant disassembly, and I'm not looking forward to removing the airbox from the rubber tubes connecting to the throttle bodies.  I understand I can use narrow screw clamps in place of the original Oetiker clamps that BMW seem so fond of.  Need to acquire some of those in the correct size, wonder what size is needed, will consult fiche.

I will post real-time log for the bike in another post.  We can all lsee it then and perhaps it will point to a sensor or actuator that's on vacation.
Title: Re: 2010 K1300GT
Post by: Honolulu on June 02, 2019, 04:25:26 AM
Okay finally got her into the garage for a session.  All the static checks appear to be okay. 

It started poorly and if I gradually tried to increase throttle, it would die.  Sudden increase to 3000 rpm was okay but still poor running and got black smoke when revved.  I logged values for a short while.  The O2 sensor reading is at 0.9 volts, clearly it's running far too rich.  And this time, I believe the reading.

Coils, plugs and 02 sensor are new.  I need correct diagnosis and I need to stop throwing parts at this bike.

I've attached the .csv file and the Autoscan report.  Can anyone tell, from this data, why the bike is fueling so rich?

Suspects include a faulty fuel pressure regulator (fuel pressure too high?)
Title: Re: 2010 K1300GT
Post by: Honolulu on June 17, 2019, 09:37:24 AM
It seems there is a solution and it's largely NOT what has been considered in this forum.

The dealer hooked it up and communicated with Hans und Fritz, and as posted above, the GS-911 returned constant fuel pressure readings of about 2700 (millibars?  kPa?  psi? no one says) despite changing rpm.  However the actual measured pressure was MUCH higher, causing overfueling.

Apparently the fuel pressure sensor on the fuel rail was kaput. Sensor replacement requires considerable work, so I authorized the work. It'll cost about USD$1000. Despite the sensor being used in a handful of bikes since 2004, it isn't in stock, will take some 3-5 days to come in and should be installed in a day.  So, the bike will be at the dealer for about a week.

Close it out:  I'm disappointed in the advice given on this thread, in accordance with which I spent some $800 for new coils, plugs and 02 sensor, and vacuum fitting for coolant filling, which purchases that only enriched the vendors.  Now another grand for dealer work.  The GS-911 might have pinpointed the problem if only I had baseline data to compare to, but no one could, or has yet, come up with such data on the real-time functions reported.  What (expletive deleted) good is a measurement without a baseline to compare it to?  We're not mechanical mind readers nor do we converse daily with the factory.  I get that a modern machine is expected to be complex but most of this bike goes back almost 10 years.  Where's the info?  I don't hope or expect it will appear here.  At best, I got free advice and it was worth exactly that.
Title: Re: 2010 K1300GT
Post by: Jughead on June 18, 2019, 07:29:38 AM
It seems there is a solution and it's largely NOT what has been considered in this forum.

The dealer hooked it up and communicated with Hans und Fritz, and as posted above, the GS-911 returned constant fuel pressure readings of about 2700 (millibars?  kPa?  psi? no one says) despite changing rpm.  However the actual measured pressure was MUCH higher, causing overfueling.

Apparently the fuel pressure sensor on the fuel rail was kaput. Sensor replacement requires considerable work, so I authorized the work. It'll cost about USD$1000. Despite the sensor being used in a handful of bikes since 2004, it isn't in stock, will take some 3-5 days to come in and should be installed in a day.  So, the bike will be at the dealer for about a week.

Close it out:  I'm disappointed in the advice given on this thread, in accordance with which I spent some $800 for new coils, plugs and 02 sensor, and vacuum fitting for coolant filling, which purchases that only enriched the vendors.  Now another grand for dealer work.  The GS-911 might have pinpointed the problem if only I had baseline data to compare to, but no one could, or has yet, come up with such data on the real-time functions reported.  What (expletive deleted) good is a measurement without a baseline to compare it to?  We're not mechanical mind readers nor do we converse daily with the factory.  I get that a modern machine is expected to be complex but most of this bike goes back almost 10 years.  Where's the info?  I don't hope or expect it will appear here.  At best, I got free advice and it was worth exactly that.

Honolulu, maybe you should go back and have a look at which forum this is, because clearly you have missed it completely.

This is a GS911 forum, not a mechanic's forum, not a BMW forum, not a K1300GT repair forum.  Get it?  "Where's the info?" you ask.  Why should the info be here?  The info you want has nothing to do with the GS911.

If you have questions about the GS911, this is where you come.  This is where many will use their free time to read your post and attempt to assist you, based on the knowledge of the GS911 and not your particular model of bike, despite the advice being ignored.  Yes, this advice is free, which is exactly what you were after in the first place.

If you have questions about your 1300GT, go to the 1300GT forum, or any one of the others of your choice.  Maybe that is where you will find your info.  That is also where you can leave your sarcasm and disappointment.
Title: Re: 2010 K1300GT
Post by: Honolulu on June 18, 2019, 08:21:52 PM
You're right about the sarcasm and I should have left that out.  Sending $800 down the rabbit hole wasn't pleasant, so the disappointment stays.

But the rest is pretty clear and valid:  The GS-911 might have pinpointed the problem if only I had baseline data to compare to, but no one could, or has yet, come up with such data on the real-time functions reported.  What (expletive deleted) good is a measurement without a baseline to compare it to?
Title: Re: 2010 K1300GT
Post by: WayneC on June 19, 2019, 05:58:12 AM
You're right about the sarcasm and I should have left that out.  Sending $800 down the rabbit hole wasn't pleasant, so the disappointment stays.

But the rest is pretty clear and valid:  The GS-911 might have pinpointed the problem if only I had baseline data to compare to, but no one could, or has yet, come up with such data on the real-time functions reported.  What (expletive deleted) good is a measurement without a baseline to compare it to?

The expenditure on coils/plugs was in your initial post of the thread so was not a result of advise given in the thread

Links to complete sensor real time data were provided on the first page of the thread so the information requested was provided, interestingly the fuel pressure values in that data show higher values than the logging off your bike so perhaps that may have been a clue to the FP sensor fault

Confirmation that the FP sensor was not providing the correct pressure values would have required manual connection of a fuel pressure gauge, it would not have been determined by simply connecting the BMW Dealer diagnostics system, connection of a gauge to check sensor operation is a normal procedure which would be followed to confirm the values reported by the sensor

All up it would seem an apology to those who attempted to assist is in order
Title: Re: 2010 K1300GT
Post by: Alexm1 on June 19, 2019, 06:28:17 AM
You're right about the sarcasm and I should have left that out.  Sending $800 down the rabbit hole wasn't pleasant, so the disappointment stays.

But the rest is pretty clear and valid:  The GS-911 might have pinpointed the problem if only I had baseline data to compare to, but no one could, or has yet, come up with such data on the real-time functions reported.  What (expletive deleted) good is a measurement without a baseline to compare it to?

Always hard to judge the ability of people who ask questions on technical forums, some struggle with English, some with the technical details, the majority however are appreciative of the advice given regardless of their ability. I would suggest you sell the GS911 and find a good dealer, I will save future “disappointment “.
Title: Re: 2010 K1300GT
Post by: Honolulu on June 19, 2019, 08:20:29 AM
Hi Alex, let's look over your suggestions.

No link to correct real-time values was posted in this thread, unless it was my own, minus the fuel pressure column, but how was I to know?  Hexcode, having done as much as they have, surely must be acquainted with acceptable values, but have not chosen to do so, for who knows what reason(s).  Alpha-n systems aren't common.  If there's any question about technical competence, it's partly addressed by my having changed coils and plugs, O2 sensor, and vacuum refilling the coolant.  To go beyond that requires, to my way of thinking, at least intermediate level capability and I don't flatter myself to possess such with this bike yet.  I still hope to discover that knowledge somewhere and as appropriate, I'll bring it here, unless the tool-specific nature of this forum suggests otherwise.  My bike is near 10 years old and though the GT was only sold two years, the R and S models are somewhat similar.

I took advice from this and a few other forums (there aren't many, with ibmw-r.com gone) and to follow that advice was my own decision.  I accept responsibility for taking free advice, but it doesn't mitigate my "disappointment" which I will insist is real and need not be nestled in quote marks.  Who among us wouldn't be "disappointed" to spend $800 on needless parts replacement?

You could observe my grammar, punctuation and mode of writing suggest American English is my first language.  You'd be correct.  I've seen no end of poorly communicated posts to various forums so I take my good time to clearly state my observations, what I did, and what I need.

You could also suspect, given my username, that I'm in the middle of the Pacific.  There is one dealer within 3,000 miles.  Not much chance of "finding a good dealer".  I met with the service writer and showed them the real-time values printout.  I was told the tech, to whom I was not allowed to speak, said I'd done everything he would, and further diagnosis required getting the bike there for a session on their diagnostic computer.  They have my bike now.
Title: Re: 2010 K1300GT
Post by: Jughead on June 19, 2019, 09:06:55 AM
Hi Alex, let's look over your suggestions.

No link to correct real-time values was posted in this thread, unless it was my own, minus the fuel pressure column, but how was I to know?  Hexcode, having done as much as they have, surely must be acquainted with acceptable values, but have not chosen to do so, for who knows what reason(s).  Alpha-n systems aren't common.  If there's any question about technical competence, it's partly addressed by my having changed coils and plugs, O2 sensor, and vacuum refilling the coolant.  To go beyond that requires, to my way of thinking, at least intermediate level capability and I don't flatter myself to possess such with this bike yet.  I still hope to discover that knowledge somewhere and as appropriate, I'll bring it here, unless the tool-specific nature of this forum suggests otherwise.  My bike is near 10 years old and though the GT was only sold two years, the R and S models are somewhat similar.

I took advice from this and a few other forums (there aren't many, with ibmw-r.com gone) and to follow that advice was my own decision.  I accept responsibility for taking free advice, but it doesn't mitigate my "disappointment" which I will insist is real and need not be nestled in quote marks.  Who among us wouldn't be "disappointed" to spend $800 on needless parts replacement?

You could observe my grammar, punctuation and mode of writing suggest American English is my first language.  You'd be correct.  I've seen no end of poorly communicated posts to various forums so I take my good time to clearly state my observations, what I did, and what I need.

You could also suspect, given my username, that I'm in the middle of the Pacific.  There is one dealer within 3,000 miles.  Not much chance of "finding a good dealer".  I met with the service writer and showed them the real-time values printout.  I was told the tech, to whom I was not allowed to speak, said I'd done everything he would, and further diagnosis required getting the bike there for a session on their diagnostic computer.  They have my bike now.

Hi Honolulu, let's look over your response.

"No link to correct real-time values was posted in this thread, unless it was my own, minus the fuel pressure column, but how was I to know?  Hexcode, having done as much as they have, surely must be acquainted with acceptable values, but have not chosen to do so, for who knows what reason(s)."

Tell us.  When you purchase a kettle to boil water for your tea/coffee, are you also disappointed that the manufacturer of your newly purchased expensive kettle didn't provide you with all the coffee bean/tea specific formulas for all the blends and flavours?  Are you also disappointed with the kettle manufacturer that your coffee now tastes like tea, because you purchased something you didn't actually want?

When you purchase a torque wrench, do you expect the manufacturer to also provide you with all the torque settings for every nut/bolt on every conceivable piece of equipment that their torque wrench could be used on?  And if they cannot provide the values, do you look for another less disappointing torque wrench?

"I accept responsibility for taking free advice, but it doesn't mitigate my "disappointment" which I will insist is real and need not be nestled in quote marks.  Who among us wouldn't be "disappointed" to spend $800 on needless parts replacement?"

Your disappointment in your previous posts is not aimed at spending $800 on needless parts.  It is aimed directly at the inability of the GS911 manufacturers and forum members not being able to provided you with the data you want.

"You could also suspect, given my username, that I'm in the middle of the Pacific.  There is one dealer within 3,000 miles.  Not much chance of "finding a good dealer".  I met with the service writer and showed them the real-time values printout.  I was told the tech, to whom I was not allowed to speak, said I'd done everything he would, and further diagnosis required getting the bike there for a session on their diagnostic computer.  They have my bike now."

Since there's not much chance of finding a good dealer,  I don't see you voicing much disappointment at the "bad" dealership you refer to where you cannot even speak to the tech.  Was the said dealership able to provide you with all the data you required?  Or did they give you a muffin to make the experience less disappointing?

Maybe the middle of the Pacific is just a disappointing place to be.
Title: Re: 2010 K1300GT
Post by: WayneC on June 19, 2019, 10:22:12 AM

No link to correct real-time values was posted in this thread, unless it was my own, minus the fuel pressure column, but how was I to know? 


Honolulu, a link to full real time data for your model was provided by Schuppi in post 16 on page 2 but you dont seem to have noticed it or understood it

The relevant text from the post is below

"http://forum.hexcode.co.za/forum/index.php/topic,697.msg2705.html#msg2705

A problem is quickly solved if the informations are available  :) like this:
http://forum.hexcode.co.za/forum/index.php?action=dlattach;topic=697.0;attach=376