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Discussion in 'Crazy-Awesome almost Dakar racers (950/990cc)' started by Dan950ser, Dec 31, 2013.
I'd say no.
No recess for the seal and no real way of fastening it either?
Interesting thread. Does this mean you're using the SM/SD dash/instruments also? Or is the wiring harness connector backward compatible to the original bikes dash? I'm guessing it's not.
It's a dirt bike so I don't use any of the stock stuff. I have a Trailtech Voyager for all my dash/nav needs
I was thinking more if someone did similar to an Adventure (using the SD/SM harness). I'm guessing Ken(Head2Wind)'s 990 harness was an 07 on his SD/ADV build as the 07 990 speedo/tach is common to the 950.
I see where you're going, and that's an interesting question. Can you plug an Adventure cluster into an SM/SD harness. Maybe someone here with both will be able to check it out and pipe in with the results.
There are of course two different Adv clusters also. Changed in 2009, same year as the larger intakes (adv wiring harness changed also). Sounds like lots of permutations
Not entirely sure how the above relates to the thread but I have a spare 950 adv wiring harness and cdi/ecu/black box ..... in case anyone is looking. Obviously carbed bikes not FI.
External Fuelpump Mr Powercell. Please tell. I would like to know the option.
I'm going to run the walbro pump details to come on the exact setup. It will be filtered before and after the pump. I am also hoping to run the 2010 ADV dash with the SD harness but don't know if it will work for sure as the harness is in route now. Ken(Head2Wind) seems to think it should work fine. Engine, dash, and the rest of the little bits showed up yesterday. I work all weekend but will post pics ASAP. If anyone wants to convert there bike to carbs let me know.
A spring can be inserted inside the drainage suction filter to work as a spacer, keeping the two flat sides apart, while allowing fuel to flow freely. So collapse can be avoided.
I have an SE CDI box and a complete carb set up from a 950 SE if anyone is looking. The carbs have been jetted for the CPR system using Ken's jetting magic.
I can take a picture of the SMR harness plug for the cluster if anyone needs to see what it looks like.
I have been wondering about the CDI box on ours as when we pull the brown wire it really stuffs the bike up, wonder if we have an issue with ours?
Ive had a good look at the SM's wiring layout and all of the under seat wiring (fuse/cdi/battery/etc) will fit into the storage area on the 950s (Adv) without too many problems. Infact its a better setup leaving room for a better arrangement of nav gear.
Now its just to confirm an external fuel pump or buy a 990 lh tank.???
A external pump ultimately IMO would be a better setup, however you will need to make sure that you are delivering the correct pressure (51PSI aka 3.5BAR). A 990 tank and pump will get you up and running. I ended up going with a set of 990 tanks and a SD pump because it just cost less through bartering and trading. I also wanted to have a 990 tank/pump setup for development.
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Does anyone know if there is any physical difference between the 2 different part #s for the above fuel pumps. As I already have a fuel pump in the SM it would be a bonus if I didnt have to purchase another.
Having said that Id still prefer an external setup. Finding a compact 51psi (3.5 bar) pump is easier said than done tho..... If you have a car and plenty of room your set tho...
The difference between the two is the depth of the tank adapter housing that the pump attaches to. The ADV adapter is deeper, where the SM/SD is pretty flat. I have a SD pump in my ADV tank, but had to rotate it so the FPR clears inside the tank.
External pump: Walbro GSL393 155lph. Granted, its overkill for this application (capable of supporting >300HP)
I am working up a BOM right now for the SE build. Something that I have been meaning to do for some time.
BOM -bill of materials? Thanks for the info on the pump. Certainly makes it a lot easier to install in a 950 platform bike. As for filtration any recommendations?
I have a wiring diagram for the 3 looms on the SM and it does make the conversion much easier.
(If anyone needs a copy let me know)
Ill be keeping the CDI/battery n fuses under the seat in a custom tray. For ease of conversion and it leaves more room around the tower/oil cooler
Yes, BOM = bill of materials, basically the build recipe for putting together a IMO world class and completely reliable high pressure fuel pump and filtration system for the KTM EFI. One of the challenges with coming upon this solution is getting all of the information about the fuel filters, specifically the filter media area... there are a bunch of filters out there but few spec the square inch area of the media. The high dollar filters do (AEROQUIP for example), however for this application these filters are IMO too big... we do not need -12AN fuel lines as this is not a 1500HP drag engine. -6 or -8 will do for sure. The GSL393 is on the big side as well considering that it will easily support near 300HP, we only need ~150HP capacity which would shrink the size of the pump as well as the power necessary to make it run, but for now I'm pretty sure that we are going to go with the GSL393 as it is a commonly available and reliable inline pump. For some odd reason (and maybe I am not looking in the right places?) I cannot find anything smaller than the 155LPH from a well known source..... Perhaps someone out there has some info?
Pete - my 2¢ If you can go with an external pump I would do it. Changing the filter on the stock pump is a real PITA, especially if have do it on the side of the road (which is a really possibility in Oz), you need to turn the tank upside down and block the vent holes to prevent fuel from going everywhere.
The pump in Powercell's picture looks like it would fit in the same place as the 950 pump current is.
If you do go with the stock internal pump on a set of 990 tanks I would put one of those backflush things in that Hartley sells.
In this application we will be using all external systems since the SE does not have provision for a intank pump system. For this project we don't need to worry about the issues assoc'd with the ADV tank, however it is my intention to build several replacement solutions for the ADV that will allow servicing of the filters without removing the tank or tank interface plate.