If you read this thread,you will see where they are located. http://www.cafehusky.com/threads/my-take-on-converting-630-cans-to-flow-throughs.19706/page-2
Fortunatly for me, this time you were not right. Today I went again to the "vehicles technic inspection" and emisions have dropped at iddle from 5,34% CO to only 0,58% So, as the top emision allowed in Spain is 4,5%, the bike has passed the test comfortably ... But, for me, the experiencie have been very interesting: with the lambda probe connected (and with the original "Europe ECU") the bike runs not good (specially at low revs) ... and that's why most of the TE630's owners remove it
This time the lucky man is you who can pass a review test without mounting the catalysts in the mufflers Here in Italy things are a little different and without catalyst it is impossible to reach these levels These are the values to be respected for the EURO3 approved motorcycles Test to be carried out with engine idling: CO% = 0.3% max; Test to be carried out with the accelerated speed for at least 30 seconds: CO% = 0.2 and Lambda = 1 ± 0.03 During the test the CO2 value must constantly be higher than 6% vol .; Source information https://www.google.it/url?sa=t&sour...FjACegQIBRAB&usg=AOvVaw2v4jgS6h6HdxwEJdmH1H_M
I think the EURO3 is only for bikes that came from factory with that norm, TE650 from 2010 is probably EURO2 so no need for cat. The main reason i still havent gotted the stock mufflers is because my rs650 wont pass the inspection (going to do single exhaust and change to stock for inspection )
all 630 tees originally sold exceed the Euro3 anti-pollution standards all the Rs650r idem all the Tr650 rotax engine the same from 1 January 2006 new motorcycles were made EURO 3 then what the owners do is another account. the probably does not exist in this case. It's all written on the registration certificate
Today I took a 10km ride with the bike through all kind of terrain. I kept "Europe ECU" but I removed lambda probe: the bike also performs perfectly
I'm testing the new carburetion 98 98 98 through the standard lambda probe and a 2000 mv full scale test. it's a rough test but the values between 870 and 970 mvolt confirm that normally the carburation is "sufficiently" fat. delivery is perfect. in a few hundred kilometers I will check the consumption. if I go back to consuming between 20 and 21 km / liter the goal will be reached View: https://youtu.be/xER2d3hIpOs
So with no open/aftermarket mufflers , settings on 98, idle on 1500, you get lambda 1? Isn't 1500 idle a bit low for the bike? (Manual says 1650...?) I'm looking for the correct settings, but I think I just need a dyno test...
with lambda = 1 in theory the motor does not work properly. with the ibeat 98/98/98 setting it is about a lambda 0.98 so is it clearer?
during the tests of the new carburetion I'm doing, I also noticed that when the cooling fan is turned on due to the high temperature of the coolant, the carburation is lightly greased. this is normal because the injection system tries to compensate for the high temperature with a greater quantity of gas that cools the valves. View: https://youtu.be/8aJzdAZOHZ4
That graph is how narrow band lambda produces voltage from remaining oxygen in exhaust. in theory,lambda 1 is ideal,catalytic converter in mind. Best power is richer,best fuel economy leaner than lambda 1 or 14.7 to 1 afr. But engine should work ok with that afr. (carburazione ideale...) That graph shows also narrow band biggest restriction,you know witch side from ideal you are,but how far is really a big guess. few mvolt changes measured afr so much.
I had already said at the beginning of this message that the indications that can be obtained with the factory-fitted lambda probe are these. They are a bit '"rough" and not very precise as a broadband probe but sufficient to understand if a carburetion is too "fat" or "lean" (as you can see I said "too much" because the indication that you get it is not very precise. The data I've found so far indicates that with a carburetion set with Ibeat a 98/98/98 the carburation is not too thin to be able to cause damages. this was the goal I wanted to reach. have the confidence that with those carburetion values I can get compared to when the lambda is installed: 1) greater regularity of operation at low engine speed 2) low consumption (probably always 20/21 km per liter) 3) power and torque adequate to any regime (not the maximum that you can 'reach but I do not care to do the competitions in the circuit) I would like someone to try this configuration with me to compare the results. all this on a TE 630 to which the lambda probe was removed and the bypass connector installed ..... to the next results then Next week, if all goes well, I will cross Italy off-road from the Tyrrhenian sea to the Adriadic sea About 500 km of off-road vehicles and 250 of asphalt transfers. It will be a good test for this new carburetion regards
today I made the revision to my bike that in Italy is obligatory every 2 years. positive result with exhaust gas in the standard even without using a lambda probe. CO setting 98 98 98 average consumption with about 600 km of different use off and on 21.3 km / liter I am satisfied
