On the road
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“…… The first mass produced bike to sport electronic fuel injection……”
Hate to burst your bubble, but: Honda had the CX650 Turbo about 1982 or ‘83. ‘Twas fuel injected.
I had a Kawasaki GPZ1100 B2 in about 1985 that was also fuel injected.
And of course Ducati released the 916 in the mid-ish 90s- that too had E.F.I.
There could be more: but I didn’t have to go looking for the examples I quoted.
My 97 T595 is certainly fuel injected- but she ain’t the first.
Incidentally, if you were working for Triumph OZ in the 90s , would you have known Guido?
I personally don’t know him, but I have sorta been aware of his career from AMCN and after.
Thanks Nic. I stand corrected re EFI. It's always better to know what is true, however painful it might be 😊👍
Maybe we could just say that the T595 was there at the start of the era when EFI adoption became the norm, and certainly the first Triumph
Do you mean Guy (Guido)? He was there before my involvement with Triumph OZ but I had a little to do with him.
Maybe we could just say that the T595 was there at the start of the era when EFI adoption became the norm, and certainly the first Triumph
Do you mean Guy (Guido)? He was there before my involvement with Triumph OZ but I had a little to do with him.
Yeah. Just in case you ever get asked that question on a game show for a million in our ever-shrinking dollars.I wasn’t trying to be critical or a smart nether- regions area: just saying there have been others.
However, I think Triumph sort of missed the target with it’s EFI.
Look how primitive the IAC is on our bikes. How many issues did people have with that first gen Sagem system? How often does your bike just cut out when you stop at lights on a hot day? Or in heavy traffic?
And then, how confident are you that it will restart? Without any trepidation .
Mine did that on the ride home from the Dealership back in October 1997! And still does it.
To a much lesser extent now- mainly because I hardly ride it any more and when I do it’s mostly in Winter.
I also own 3 air cooled bikes and they run better in summer than a liquid cooled, EFI’d T595.
Full disclosure- 2 have EFI and t’other has lotsa of carbies.
I‘m NOT talking about overheating ( which they also do quite well thank you very much). I’m saying the Sagem stuff ain’t up to snuff. EFI technology was pretty damn good in the nineties- certainly much much better than the system Triumph used on our bikes.
Do you often wonder when your EFI is just going to stop working?
Because some weird mechanical part went blurrgh.
Now tell me how much you think or are concerned about the EFI in your car? Or on a Japanese bike( if you have one). Bet you don’t.
You hop in or on. You turn the key and up they start. You NEVER have to worry about them not starting or cutting out when the weather heats up.
Even my old BatKwaka GPZ1100b2 had better fuelling and reliability than Triumph‘s version of EFI choice.(although in the extremely dim recesses of my ever diminshing brain bits, there lurks a single cell that maybe recalls that Kawasaki had a problem with the system on the b1 model.)
Every single car I’ve purchased since my XF Falcon( 1986) has been injected.
Admittedly, every one of those has been Japanese: but I never had any worries or fears that it might not work properly and then just stop all together. I’m sure some people may have had a problem- but they would be in the minority. Law of Averages and all that- -
I often wish Triumph had delayed the release of the T5 series; or purchased a tested and well proven EFI package from anyone. Thats all hindsight of course.
However, I think Triumph sort of missed the target with it’s EFI.
Look how primitive the IAC is on our bikes. How many issues did people have with that first gen Sagem system? How often does your bike just cut out when you stop at lights on a hot day? Or in heavy traffic?
And then, how confident are you that it will restart? Without any trepidation .
Mine did that on the ride home from the Dealership back in October 1997! And still does it.
To a much lesser extent now- mainly because I hardly ride it any more and when I do it’s mostly in Winter.
I also own 3 air cooled bikes and they run better in summer than a liquid cooled, EFI’d T595.
Full disclosure- 2 have EFI and t’other has lotsa of carbies.
I‘m NOT talking about overheating ( which they also do quite well thank you very much). I’m saying the Sagem stuff ain’t up to snuff. EFI technology was pretty damn good in the nineties- certainly much much better than the system Triumph used on our bikes.
Do you often wonder when your EFI is just going to stop working?
Because some weird mechanical part went blurrgh.
Now tell me how much you think or are concerned about the EFI in your car? Or on a Japanese bike( if you have one). Bet you don’t.
You hop in or on. You turn the key and up they start. You NEVER have to worry about them not starting or cutting out when the weather heats up.
Even my old BatKwaka GPZ1100b2 had better fuelling and reliability than Triumph‘s version of EFI choice.(although in the extremely dim recesses of my ever diminshing brain bits, there lurks a single cell that maybe recalls that Kawasaki had a problem with the system on the b1 model.)
Every single car I’ve purchased since my XF Falcon( 1986) has been injected.
Admittedly, every one of those has been Japanese: but I never had any worries or fears that it might not work properly and then just stop all together. I’m sure some people may have had a problem- but they would be in the minority. Law of Averages and all that- -
I often wish Triumph had delayed the release of the T5 series; or purchased a tested and well proven EFI package from anyone. Thats all hindsight of course.
All taken in good nature, as it was intended 😊
Might be a question to put out there to see what other people's experiences are, but I had one of the first and last T595s (955i) and neither ever let me down on the road. The 955i was even my daily commute for two years at one stage ... just lucky maybe?
Having said that, the only issue I ever had with that model was the life of the battery. Maybe I should have kept it on a trickle charger (as I do now) but a battery replacement was necessary almost every year.
Might be a question to put out there to see what other people's experiences are, but I had one of the first and last T595s (955i) and neither ever let me down on the road. The 955i was even my daily commute for two years at one stage ... just lucky maybe?
Having said that, the only issue I ever had with that model was the life of the battery. Maybe I should have kept it on a trickle charger (as I do now) but a battery replacement was necessary almost every year.
You can’t be too careful with a T595 and a weak battery. Those pesky sprag clutches.
I recall standing at the workshop counter at Brisbane Triumph in Slacks Creek; and listened to a poor chappie who was describing his noisey issues and symptoms to the service guy.
When he found out the only fix was to remove the motor and split the cases; and THEN do the repair.
In an instant he went very very quiet.
This was many years ago when I wasn’t even aware of the sprag clutch.
Keeping these bikes with a ‘fat‘ battery is a very smart idea.
I actually fitted the Triumph accessory L/H switchgear to my bike- it’s fitted with an on/off switch for the lights.
Allows me to turn the lights off and supply full load current to the starter.
Anything to combat Voltage drop. (I don’t think these bikes are ‘smart‘ enough to have a Load Relief relay fitted.)
I keep all my vehicles on Optimate 4 chargers.
I recall standing at the workshop counter at Brisbane Triumph in Slacks Creek; and listened to a poor chappie who was describing his noisey issues and symptoms to the service guy.
When he found out the only fix was to remove the motor and split the cases; and THEN do the repair.
In an instant he went very very quiet.
This was many years ago when I wasn’t even aware of the sprag clutch.
Keeping these bikes with a ‘fat‘ battery is a very smart idea.
I actually fitted the Triumph accessory L/H switchgear to my bike- it’s fitted with an on/off switch for the lights.
Allows me to turn the lights off and supply full load current to the starter.
Anything to combat Voltage drop. (I don’t think these bikes are ‘smart‘ enough to have a Load Relief relay fitted.)
I keep all my vehicles on Optimate 4 chargers.
Here‘s an excellent description of why they do what they do. (And even maybe a way to help against it happening)
These guys explain it better than I can.
Go to the “search community” box on this forum website. Type in this: Sprag Clutch Care.
On the first page that comes up, go to Post 7 of the 476 posts that make up the discussion.
The first page will answer your questions and give you an insight into this vexatious problem.
Thankfully- I hope- I’ve always freed the clutch on any of my bikes before I ever start them and put’em into gear.
It just may be I unwittingly helped myself - - -
These guys explain it better than I can.
Go to the “search community” box on this forum website. Type in this: Sprag Clutch Care.
On the first page that comes up, go to Post 7 of the 476 posts that make up the discussion.
The first page will answer your questions and give you an insight into this vexatious problem.
Thankfully- I hope- I’ve always freed the clutch on any of my bikes before I ever start them and put’em into gear.
It just may be I unwittingly helped myself - - -
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This thread?
www.triumphrat.net
Sprag clutch care
Over and over I've read that a weak battery leads to starter/sprag clutch failure. Can someone explain why a weak battery and resultant slow cranking rate damage that component? Does it get stuck and not retract? Windings burn out? Doesn't make sense to me.
www.triumphrat.net
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1,474 Posts
Agreed, hopefully without jinxing future good runs!
Ok, saw most earlier and makes sense on paper but not certain, will check it out again, thanks!
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