So the 2015 season is coming to an end. There was time for "End Of Season Run" this past weekend. I met up with all the +300 others but I took a pass on the run. But decided to make a nice one man run in the crispy, sunny autumn air. I got a amazing day in the saddle so now I have enough energy to last all the loooooong winter here in Sweden. Let the darkness and instant coffee come! (Yep, next year I MUST have both headlights on. Stupid (previous?) law here in Sweden not allowing two lights on a bike.)
Circumstances made that I ended up with a magneto Ignition in the Speedshop. So, the question is now, should I use it? The thought of use the whole scale of technology is fun. Electronic fuel injection AND magneto Ignition. Talk about each end of the scale.
And of course when Bombus Speedshop is involved there MUST be modifications of perfectly good parts. And this time the magneto must be rotated 90 degrees to fit "inside" the exhaust loop.
As I mentioned earlier I can log the EFI system with a PC and not just standing still.
I can also "autotune" while driving.
Not so challenging task in a car but on a bike there's another matter.
I made a mount on the tank where I mount my PC, a 10" mini laptop.
The mount is made with a special Velcro® and have three mounting points.
Started with two but I added another for more rigidity after a while.
It's just a 10" laptop, but there is still a challenge but that's a part of the thrill.
I started with a "regular" laptop but that one decided to crash just before the first start.
This resulted in the project went to full blown computer project due to the fact that all EFI files was on that computer. So I had to shift focus and try to get those files out.
I had success with the file rescue and a search for another laptop begun.
The first one was kindly donated by my friend Wiking Cycles and he rescued me again with the mini laptop I have now.
The first start made my adrenaline flow so extreme so I completely forgot about logging the EFI system.
The next day it was time for another try, this time with adrenaline at more normal level.
By judging of the massive smoke it was a bit left until I could hit the road.
This solid cloud was the result of about just a minute of idling.
But this time I got a log so facts could been seen and relevant changes made.
So finally the D day was up! (Actually a while ago, in middle of April.)
I was so stressed so there was no thoughts whatsoever to film this moment.
But all thanks to my wingman Feeler Cycles this super stressed and confusing moment went in to eternity.
This moment is definitely on my top 10 adrenaline list.
But even if the engine went rough to say the least this first time my smile in the end say's it all.
After all sensors was mounted and the throttlebody was done and tested, it was time for a live system test. For this the system was rigged with a temporary harness.
Not all components could be tested eg. the injectors.
But the harness and calibration of temps, pressure and TPS was done.
Nothing of all this would be possible without my awesome buddy Olaf.
Thanks again Olaf! He is one of the very few that have backed me through this project.
Most others have been quite negative about the whole project so having guys like Olaf have been crucial to keep the spirit through the process.
Olaf in full action with the computer.
(Same computer that decided to crash the same day the fist engine start was up)
When brackets and all adaptation was done to the vintage Tecalemit Jackson throttle body I had to do some testing of the complete unit and it looked like this.
The vintage TJ throttlebody was now brought in to the new century !!
To have a hardware adjusted idle and a good enough return spring something had to be made.
I took the return spring from a Buell throttlebody I had in the shop. But first I made a nylon bushing for the spring and shaft and then a bracket to hold the idle screw and stop screw for throttle travel.
Many templates of both cardboard and Pepsi can was made before I started with the real pieces. But soon enough I had some pieces I was satisfied with so I just welded them with the TIG. Drill holes, tap and some screws, some grinding and I had a throttle arrangement.
To get the throttlebody in to the new millennium a Throttle Position Sensor, TPS was required. I had a Buell throttle body with a TPS in the shop already so why not use that one. First I made a bracket to fit the TPS to the throttlebody. Then it was time to adapt the shaft to fit the TPS.
A hole had to be drilled dead center of the shaft to accept a small pin to turn the TPS. And finally a new connector was attached to the TPS.
The bracket
TPS test fitted
The drilled shaft
Dead center
Not to shabby consider I did it with a low buck asian drillpress.
Another project this winter is a new seat.
Made the seat pan from scratch couple winters ago but the stroke and other projects have made this a low priority project.
But this winter it looks like the seat will be reality.
First some base shaping of the seatpan, then glue the foam to the pan, shape it and finally cover it.
Sounds easy and simple....in theory.
But everything is done besides cover it and it looks like this time I'm not doing it myself.
Hate to depend on others, like to do all my stuff by myself.
But this time it might be a exception.
Here is the raw seat pan I made from scratch with fiberglass and epoxy.
I had to modify the rear mount for clearance and I also put permanent metal threads for the mounting hardware.
Front mounting hardware
Shaped seat foam
I glued the foam to the pan and used tape to fixate when the glue cured.
The added fuel pump needs more stuff to distribute the yummy fossil fuel.
First some thinking about routing alternatives and for the regulator.
Than I had to buy quality hoses and a pressure regulator.
And after some routing of hoses and brackets it looked like this before the tank was installed.
To solve the issue with a dry, safe place for all new electronic gadgets that comes with Electronic Fuel Injection something had to be done.
The non used greasy, dirty space under the seat became my target for this.
I had to fabricate a "front wall" and a "floor" to make it suitable.
The "floor" was needed to protect from the smudge from the chain and to mount the MAP sensor. The "front wall" to avoid engine heat and road dirt and to mount relays and fusebox.
The ECU found its place on the inside of the OEM plate for fuses and connectors.
Down in the bottom of the cable cave I fitted the fuel pump. The V shaped cross member between the frame rails was after some hard massage a perfect place for the fuel pump.
A very snug, but big enough place.
But more about the fuel pump/fuel system later.
Testfit of the ECU, "floor" and "wall"
Fuel pump wired for test and plumbed ready
to get some hose clamps and get mounted.
The gadgets in their final positions
with the fuel pump in the bottom.
The "cave" wired and pump running for the first time
It ain't just wrenching in the Speedshop, the eye also must have some attention.
I have thought about a classic piece of "noseart" on the fairing for a long time.
Was thinking of painting it but time went and nothing happened. So it was time to realize that if I wanted the noseart I was dreaming about I had to seek help. I made a rough sketch to get the proportions right then my friend Jimmy at Skylt & Gravyr Ateljén took over and made really great looking vinyls for me to attach.
Next part to get a ride in to the new century was the long vintage intake manifold. To handle petroleum/air mixture post Y2K there must be a air nipple to connect the hose from the MAP sensor (Manifold Absolute Pressure) in the manifold.
A dedicated spot in the manifold did the job easier.
The manifold ready for conversion
Followed by drilling and threading
And the final job ready to go back on the bike
A previous job to the manifold was exposed when it was dismounted.
The top mounting thread was gone when I bought the old intake.
I made a thick steel plate and bolted to the intake and then made a new thread all the way through both the new fresh steel and in to the vintage cast aluminum.
So now the old intake can live on for many more years.
The first modification of the throttle body was for the injectors.
It was originally attended for mechanical injectors so some machining had to be made to fit the new generation electronic injectors. These new injectors was kindly donated to me by Deep Valley Workshop. So after some drilling, milling and grinding they fitted like they was originally intended to fit the vintage little gem.
A fairytale with so many stages.
This long petroleum supply story began when I first saw a picture of the amazing looking long intake for the Shovelhead. I instantly fell in love ! Then the almost never ending story with the Dellorto dominated my driving and Speedshop time. This money consuming project went from dream to almost a nightmare. After so much money and time I had a bike that didn't run under 2000 rpm and not over 3000 rpm. Driving it was truly a challenge.
Without all the help from Matt at Eurocarbs this have journey had been a disaster from day one but there I got help and comforting words and parts many, many, many, many times.
But the mighty Dellorto got the last word, the Dellorto(this?) don't want to feed a Harley engine, Period!!
Thoughts about EFI begun way before this nightmare, but really took off when I found a pair of vintage Tecalamite Jackson mechanical throttle bodies at eBay.
The nice thing with those throttle bodies is that they are direct replacement to Dellorto/Weber/Solex carbs and this solves many installation problems. And I can still keep the mighty look I fell in love with in the first place with this application.
And the saga begun for real when I opened the box...
My life ain't just the Speedshop, I also need to keep the cashflow balanced.
The money can't just roll out when buying parts for all the toys in the Speedshop so a day job is required.
And to save up the extra cash a brought lunchbox is one way to save up.
But a sign that I'm on the right path revealed itself one day in the lunch box...
Another thing that needs to be monitored is intake air temp. First made a hole in the air filter bracket. Then I welded the supplied stainless bung with the TIG.
A not so challenging task but it had to be done. And after that it was just to thread in the IAT sensor.
