[Jake972]

Hey guys looking for some advice on my k8. I’ve got a chec/ FI warning on the dash and when I bridge the connection to put it in dealer mode there’s a constant clicking im assuming it’s the fuel pump as it’s the same noise as when I turn the bike on and it fires up the pump, code comes up as coo and tps sensors in the correct position. Any ideas?

 

[SparkyMJ]

Clicking/grinding is often the STVA and secondary TPS sensor. For example, if you unplug the secondary TPS sensor, (I think it's actually called the STP sensor) and turn the key on, the secondary throttle valve motor goes through a 'calibration' every time you turn the bike on, and without the sensor feeding back the ECU the position of the valves, the secondary throttle valve motor kind of clicks/grinds. Of course, unplugging the STP sensor entirely will throw a code unlike your situation, but it is possible that the STP sensor wears out sufficiently enough to not throw a code, but make the secondary throttle valves kinda 'dance' or jitter back and forth, causing a clicking or grinding as some describe it.

My issue with my K4 was similar, except in my case it was the STVA motor, not the sensor. A intermittent STVA motor connection will throw a code, but the code may go away when you're troubleshooting. In my case, that happened. I turned the key off when the bike threw the code and couldn't get the code back in my garage. But I did the well-documented STVA fix (at least for my bike) and my problem has gone away, even though I was unable to get a factual code for what was wrong since I wasn't fast enough to catch it. So an intermittent connection on the STVA motor could be your issue too, but I think the K8 1000 has a slightly different design than my K4, but the problem could be similar. It sounds like what I had.

I would recommend you lift the tank, and open the top half of the airbox. You will clearly be able to see the secondary throttle valves there and verify if they are moving/jittering causing this noise or not. And if they aren't causing it, you could then easily get your ear to the fuel pump or anything else. I think injectors briefly open when you turn the key on too IIRC but I am not positive on that, but I think it could make a tiny click sound. Either way, getting the tank lifted will help you investigate for sure.

Hope this helps.
-Mike

 

[BillV]

+1 on raising the tank. It's either the fuel pump, the STVA, the EXCVA, or maybe the ISC (they all have motors that can make a noise). Get a service manual if you don't know what these abbreviations are or where these motors are located. Turning the ignition off will clear most codes. You need to be able to either leave it in dealer mode or be able to turn dealer mode on while the ignition is on and FI is displayed. Buy a dealer mode switch.

With regard to injector noise during the start, the best info that I know of is on 4-15 (Injection Timing) of the K1/K2 service manual. It shows all four injectors being simultaneously pulsed on the first rotation, apparently to prime the engine, then in the appropriate sequence for each cylinder. I don't know why such info isn't included in the later manuals, though they probably behave the same way.

 

[Jake972]

Thanks for you replies both! So managed to sort out the clicking sound… one job done. Put it in dealer mode and it’s throwing a c46 tried looking for the ECA but it’s not in the tail like normal, so I’m assuming the previous owner has tried to bypass it at some point maybe and tucked it away. Is there a way to follow the cables from elsewhere? For some background bikes got an aftermarket with de cat. I’ve checked the ECU and the terminal for the ECA is still there terminal 35 I believe. What do I do next?

 

[BillV]

Pin 35 is sensors ground and should be left alone or you'll see about 18 error codes. Pin 5 is used to disable the EXCV system. Sometimes the lead is cut but the correct thing to do is remove the contact and plug the void left in the connector. The actuator can then be removed or left in place. However there are a couple other ways to deal with the EXCV system. One is to replace the cable pulley on the EXCVA with a rotation limiter. Per 9-6 in the service manual, the EXCVA is located on the inside of the right frame rail just below the rubber bumper for the fuel tank. I think it's in the tail on 600/750. Stranger things have happened but the cables should have been removed if the exhaust was replaced with an aftermarket.

 

[Jake972]

Pin 35 is sensors ground and should be left alone or you'll see about 18 error codes. Pin 5 is used to disable the EXCV system. Sometimes the lead is cut but the correct thing to do is remove the contact and plug the void left in the connector. The actuator can then be removed or left in place. However there are a couple other ways to deal with the EXCV system. One is to replace the cable pulley on the EXCVA with a rotation limiter. Per 9-6 in the service manual, the EXCVA is located on the inside of the right frame rail just below the rubber bumper for the fuel tank. I think it's in the tail on 600/750. Stranger things have happened but the cables should have been removed if the exhaust was replaced with an aftermarket.

legend mate I’ll have a look later on!

 

[Jake972]

I’ve taken out pin 5 and disconnected the two block connectors for the EXCVA and that’s got rid of the C46, but I’ve just noticed that the bikes idle is a bit lumpy and bounces on 1k is there a common problem that can course this?

 

[BillV]

An idle speed control (ISC) was new for K7/K8. The K7 part was recalled but the K8 came with the recall part and should be OK. Idle problems are generally associated with the ISC in one way or another. It can pick up deposits and need removal & cleaning. Another bizarre problem occurs if the clutch switch is removed/disabled (this can happen with some aftermarket clutch levers). This causes the ECM to think that the bike has the clutch disengaged when slowing for a stop and it will gradually lower the ISC idle setpoint till the bike won't idle properly (or something like that, search here).

Be sure to plug the void where the pin was removed or you'll end up with corroded ECM terminals.