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July 29th, 2004, 05:42 AM   #1
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Keihin FCR Accelerator Pump operation

Hi there!

I have a question, i am rebuilding the Bearings of the acceleratorpump. and i recognized that there are two positions for the Link lever of the pump. Please look at this diagram, the linklever i mean has the Number68:

http://www.sudco.com/Diagrams323728/expfcr.gif

If u look at part number 12, u see two positions, one will let the pump operate sooner ("faster"), one later (slower).

So, wich position is better? Wich do u use? At the moment the link lever is attached to the "later" position, wich is the one more close to the axis of number 12.
If somethings unclear (i guess so ), please say!

Greetings!
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August 3rd, 2004, 01:39 AM   #2
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Helloooooo

Nobody Home? Everybody on vacation?
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August 3rd, 2004, 03:15 PM   #3
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Your link took me to the Sudco main page. I assume the diagram your are referring to is the FCR side draft diagram. I have seen articles on bending the linkage, it makes sense that changing the cam hole would have a similar affect. On the 2004 carb looks like theFCRMX diagram on the Sudoc site iit has a stop screww that limits the accelerator pump squirt.

Try this articlce: http://www.4strokes.com/tech/ktm/jetmods.asp
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August 3rd, 2004, 04:21 PM   #4
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Hi Nezbert,
For what it may be worth:
When the FCR is properly tuned I have obtained the best overall results with the accelerator pump completely disabled.
Sincerely,
Dale
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August 4th, 2004, 09:33 AM   #5
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here here mr lineweaver!

Taffy
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August 4th, 2004, 12:54 PM   #6
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I was told that the Yamaha 250f had better powerdelivery with the TPS disconnected. Nothing to with the accelerator, I know.
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August 4th, 2004, 02:47 PM   #7
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Originally Posted by maichusa
I was told that the Yamaha 250f had better powerdelivery with the TPS disconnected. Nothing to with the accelerator, I know.
Often is the case that more tractable power delivery is had by using ignition timing retarded from that of full power. The TPS when disconnected from the loom emulates WOT with a consequent reduction in spark advance.

Hope this helps.
Best Regards,
Dale
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August 5th, 2004, 01:39 AM   #8
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Hi again!

I talked to a german Husabergtuner, who trold me to use the 2. Position, letting the pump operate sooner and faster.

btw, do u guys also have problems with the berg-vibrations and the pump-linkage?
I have now replaced the standard linkage bushings with miniature-ball-bearings, im curious about how long it will last...
Greetings!
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August 21st, 2004, 09:33 PM   #9
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Hi Dale,
I was under the impression that the TPS function when connected was to retard the ignition advance at WOT in order to limit preignition, and therefore when the TPS is disconnected that full advance is retained at WOT. I would be interested in a discussion of how TPS operates and of the pros and cons of disconnecting the TPS function on FCR carbs.
Thanks for the advice.
Sincerely,
Chas Moser
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August 31st, 2004, 07:27 PM   #10
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Originally Posted by Chas
Hi Dale,
I was under the impression that the TPS function when connected was to retard the ignition advance at WOT in order to limit preignition, and therefore when the TPS is disconnected that full advance is retained at WOT. I would be interested in a discussion of how TPS operates and of the pros and cons of disconnecting the TPS function on FCR carbs.
Thanks for the advice.
Sincerely,
Chas Moser
Hi Chas,
The ignition timing is viewed as a 3D map consisting of load (as indicated by the TPS), Engine RPM and Ignition Advance.

All else remaining equal most often is the case with high output four cycle singles that ignition timing is advanced during light load operation to compensate for a less dense and often times exhaust diluted fuel mixture.

By unplugging the TPS timing will go to the default setting eliminating light load advance with a consequent reduction in throttle response.

Hope this helps.
Sincerely,
Dale
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