we established that it works well after a standstill because the ECU memory is discharged and starts learning from the beginning - did I understand correctly?
Yes and no. We do not have a learn per say... no relay in parallel with the ECU. Like a laptop or a computer tower, it does not learn when you turn the tower off. It just holds RAM like you set the radio in a car. Key back on, so is the saved station.
Maybe if we say: When I turn my computer off for the night, I have a lot of browsers open I did not see yet. If I mouse the tower closed, the screen turns off, the tower still makes noise processing, and then turns off by itself. When I turn the computer on the next day, all my browsers are gone. That extra processing wiped the RAM [my browsers], and that is the same as saying I turned the key off the bike, the RAM is saved. Meaning, the last cylinder fired, the km reading at the dash say. Was it really a learn? If I turn it off on the 'hard' or pull the plug meaning, my browsers are saved next time I turn it back on. See how both ways would work if I saved the 2 day ECU setting with a 'hard', not key off? That means I take my seat off, fuse box says; ECU fuse here... keep engine running, pull fuse. This should turn the bike off. Turn the key off, install the fuse. Did it spark? That's probably the clock at the fuse. And if you find the hot to the ECU, you see if that is hot with key off.
Or, you can have the key off, see if the ECU pin is hot; walk away for over 20 minutes, walk back and is the pin still hot or off?
Pin with key immediately turned off and stays lit then goes off in less than a half hour? It was in learn. If it stays lit which I doubt, it keeps the clock hot. Make sense about the spike of the fuse going back in?
Take for example a modern car with learn. It learns your seat position when someone else moves the seat. You accelerate, the transmission is sending in how you work that throttle pedal. It learns your shift quality, meaning, you either leave in a soft move away from the light, or you step on the pedal hard and it knows when to shift in a smoother way. It learns your pedal action and adjusts for that better shift quality.
I looked for a relay because the triumph uses one. Since I can't say for sure about this ECU, when I pulled a connector off to see what it would do, the first two gens would clear the code within seconds. With me disconnecting the 02 and reconnecting, it went away may rides later. Was it learning without a relay? My guess says no. My vehicle had the 02 fail, and with the new one installed, it took many drives to clear it off the dash. That's why the yes [grounds some of the capacitors] and no [it's not a full on learn ECU] to your question.
If 1 - 2 days work approx, I think so...
Then it points to the ECU. Even though it shows no codes at the sensors, nor the ECU, the ECU is the processor. There is a term that says, 'junk in is junk out' and that says the ECU is not the problem... 2 days in. It heated up so... Stumped from here.
Cat e4 restricts the flow inherently.
Only if the honeycombs are carbon clogged and closes the opening. I gotcha again. You didn't think 'runs two days fine', where you can't call the cat black. Only your eyes knows for sure, then simply pull a muffler and the cooler side is the cat you are looking at. You read it as; silver dull; or tan clean; or black soot? Black soot says you are getting close. 2 day window says tan clean, so why look. Silver dull is a low km/hours riding.
O2 placed before cat it has rich exhaust fumes in its surroundings.
The bike in my state has to run leaner and uses a special ECU for this model. With PAIR [adds fresh air into the exhaust port], this shows the AFR meter set at 16 AFR before it enters the cat. I turn the PAIR off, it runs 14.3 AFR. Rich exhaust fumes says back to looking at the cat. At this point it's no parts... if you watch how you slide the exhaust gasket back in, it cost nothing to look.
Thus it can lean the fuel mixture too much - I've heard something like that before
You have the world's fastest production bike and that fuel mixture is part of that power. Gotcha again. Lean/rich, it's back to the WFPB after 2 days sitting, remember? Not it.
The ECU remembers it - "learns"
Could this be a schematic of the problem?
I'd say more heat related to the hard parts inside rather than it can learn. After 2 days, where is the learn if it's reset to perfect again?
I know these E4 cats are causing the engineers problems Akrapovic even made it possible to remove the cats by hand.
The latest corvette is emission packed and still is faster than last year's model. The engineers override those problems, right? So does the factory or they can't call this the WFPB.
... did you listen to what I pasted above from youtube?
In my opinion, this engine works badly (it's not mine) but not everyone is bothered by it as I can see.
Do you have equal idle speed on your stock exhaust?
That bike matches mine idle and all. Here is how it works in the science of it. Big clumps of gas are mixed in the air. That cold air in the engine is going condense the mist some, thus the clumps of gas [flame front] trying to reach the other clump. So you first hear that stumble on a cold engine startup and idle. But once the heat warms the metal, the air expands, so do the clumps and back to more of a mist. Now each gas molecule has a shorter way to fire off the next molecule, thus a smoother idle when warm.
Tormenting the motorcycling community one post at a time
. I can't test every day, but every 3-4 days for a month I tried to drive and never taraked! I will see what the effect will be when I connect the canister to the airbox - maybe in a magical way and the hole will disappear 