Champ says... You're not meant to do that on injected Triumphs cos it can **** up the ECU and always logs a fault code. It says in the handbook to use the key at all times, if possible. -- Lozzo Triumph Daytona 955i SE Suzuki SV650 K3 Honda CBR600 F-W Suzuki GSX-R750L Yamaha SR250 SpazzTrakka
It's so typically old-school Triumph to install a device that they know can actually cause the bike to break down.
It's so typically old-school Triumph to install a device that they know can actually cause the bike to break down.[/QUOTE] It doesn't. I used to stop my Sprint ST on the kill switch, if not all the time á la Champ then certainly not infrequently. Never had a problem. -- _______ ..'_/_|_\_'. Ace (brucedotrogers a.t rochedotcom) \`\ | /`/ DS#8 BOTAFOT#3 SbS#2 UKRMMA#13 DFV#8 SKA#2 IBB#10 `\\ | //' `\|/` `
up the >> ECU and always logs a fault code. It says in the handbook to use the key >> at all times, if possible. It doesn't. I used to stop my Sprint ST on the kill switch, if not all the time á la Champ then certainly not infrequently. Never had a problem.[/QUOTE] It's not something I've ever heard mentioned on the Tiger groups, however I was informed by an alarm fitter that you shouldn't use the kill switch with a factory Datatool fitted. -- Krusty www.MuddyStuff.co.uk Off-Road Classifieds '02 MV Senna '03 Tiger 955i '96 Tiger '79 Fantic Hiro 250
I have the factory alarm - are they all Datatools? I've been using the kill-switch to stop the bike as I have on every other bike I've ever owned. Oh well, time for a change of habit.
I wouldn't worry if it's not causing problems. -- Krusty www.MuddyStuff.co.uk Off-Road Classifieds '02 MV Senna '03 Tiger 955i '96 Tiger '79 Fantic Hiro 250
Nonsense, my Veto has been faultless in the 9 years I've had it (and yes, it still is actually operational). I also use the kill-switch, every single time.
Sucking his keyboard for inspiration, darsy typed: Risking a deluge of YTC-ery, but - why stop the engine on the kill switch rather than use the key? What's the advantage?
Supposedly the reason to use the kill switch rather than the key, is to put you in the habit of using it, so in an emergency hitting the kill switch will be 2nd nature. It's much quicker to flick the kill switch with your thumb than taking a hand off the bars and reaching for the key.
Sucking his keyboard for inspiration, Mark Olson typed: I can see the reasoning. It sounds a bit of a faff for not much return, though. Cheers.
AFAIK, with the huge advantage that they are *designed* to plug straight into the loom, via a jack plug. On my Trophy, it was in the seat hump. If it gives trouble, you just unplug it. No worries. Er, as long as you still have the blanking plug that needs to go back into the jack after you remove the alarm.
.. On my R-GS using the kill switch involves a simple extension of my right thumb. Using the ignition switch means: hold front brake with right hand, reach around, fnarr, GPS bracketry with left hand to grasp key.
Pray tell. I've read your other response to the thread and I'm still no closer to understanding why you do it- although you've explained that it is quick and easier than taking your hands off the bars and reaching for the key.
Sucking his keyboard for inspiration, Champ typed: On the Bandit, the headlight is hard-wired, so I'd always turn it off on the key in any case unless I was stopping for matter of seconds - using the kill switch just adds an extra movement which wouldn't gain me any advantage. The key is on the dash, so it's easy to get at and not a problem. Other riders, other bikes, different solutions. I guess your racing experience counts for a lot as well. When I used to compete in my trialler, I would stop it on the battery isolator as a habit for safety reasons.
Bus stops, with schoolkids or pensioners at them. Small towns, with sleepy locals. Anywhere quiet where there are slightly dozy pedestrians.
