dlaing

One way the fuse might blow is if you pressure regulator is malfunctioning, or the fuel filter is clogged up. A mechanic once told me that he could tell when a fuel filter needed replacement because it would put a strain on the battery. Not sure if it is true, but worth a check.

Want to sell a couple?

Great find Juha! I guess they can't keep it a complete secret And sure enough, I was wrong about it not being percentage based: They say,"A positive value placed in a cell of the injector signal modifier 5 represents a percentage increase of the nominal value of fuel flow from the engine control unit" But how do they determine the nominal value of fuel flow from the ECU? and what does it represent? I suppose they use the previous cycle's data as Cliff suggested could be done, or they could store a map of the nominal injector durations from the ECU. If they used the previous cycle, they probably would not have the altitude issue.

That concept may corroborate Wayne's contention of the PCIII losing accuracy as air pressure changes, ie. at altitude. I believe the PCIII only subtracts or adds time, not percentage of time. I don't know HOW it does this if it does not already know the injector duration from the ECU. Perhaps that is the beauty of high speed electronics, it can adapt within the time frame of the injector pulse, and perhaps it need to delay the pulse a little to do this.

Oh! Okay, that makes more sense, especially if it averages at varying percentage, as this really adds fuzz to the rigid logic! Each number represents a point, not a square area. The four points represent a square area, with effect based on proximity to the points. Do Marelli and PCIII do the same?

So does that make three known broken shocks? FWIW I doubt the corrosion theory. Co, How do you like the Hagon? Is there a part number for it, or was it custom made for travel and distance between the eyes?

I hope you did not burn your legs on the header pipes!

The other thing that I still don't get is why anyone would bother to tune 2000RPMs and 100% throttle.

Thanks for taking a shot at it. Last I heard, the exact meaning of the numbers is rumored to be a secret. Which does not help the home tuner. In any case the bigger the number, the richer it is. and there are some inconsistencies between the numbers and the A:F ratio. This was what I was looking for an opinion on. Perhaps I did not make it clear that the base map in the PCIII was all zeros. I'll just assume the dyno operator messed up.

snip, I just editted some misleading ideas Does the four cell averaging work like this. desired output for middle cell is 5 and x = does not matter: x 4 x 4 5 6 x 6 x or doe it work like this where the modifiers are offset rather than surrounding 5 6 x 4 5 x x x x In that case I think I now understand how it could work

again here is the data, not as pretty as MOTOLABS 3d graphs: 0 2 5 10 20 40 60 80 100 500 0 0 0 0 0 0 0 0 0 1000 0 0 0 0 0 0 0 0 0 1500 0 26 23 14 27 11 17 20 20 2000 0 0 17 0 5 -3 -2 -12 2 2500 0 0 15 17 -2 2 9 3 17 3000 0 0 0 20 1 17 15 21 29 3500 0 0 0 11 5 3 15 11 15 4000 0 0 0 17 7 1 14 22 24 4500 0 0 0 18 13 4 9 15 4 5000 0 0 0 18 20 4 -3 -6 -1 5500 0 0 0 0 24 1 -6 -7 -4 6000 0 0 0 0 0 1 -8 -6 -7 7000 0 0 0 0 0 -2 -2 -13 -10 8000 0 0 0 0 0 0 -3 -14 -17

So to deal with the averaging and to get the output to match a non averaging map of say 123454321 His map would have to look like 023454320 which is not an exact match, but close enough. A more complicated example might be to match say 2 8 7 3 2 5 5 9 he would have to enter -4 6 14 -6 Oh, I give up, this is too hard and this is only the wide open throttle averaging. I think Cliff should make Sagem replacements! For the third time, does anyone want to comment on my 'Moto Guzzi's' tuning link map? It too, has many spikes, and as far as I know, averaging does not take place. Also it does not seem to match the A:F readout.

And if say the TPS varied by a few millivolts, the pulsewidth spike could effectively move so that it is doing the wrong thing. Maybe I am overly concerned, but I don't know how well the TPSs are spec'd.

sweet

The second chart supports your point because Vern's bike, despite being much leaner, makes about the same power as the other bike that runs richer. But in the third chart, Vern's bike is enriched and his HP goes from about 110 to about 115 which indicates that if we compared Verns' runs in the third chart to his lean run in the second chart, we would find a more similar match to the blue line in the second chart. second chart: http://www.visi.com/~moperfserv/charts/chip_t1.gif third chart: http://www.visi.com/~moperfserv/charts/chip_t3.gif

My bike has a very mild vibration when I let off the throttle. Give it throttle again and the vibration increases dramatically. If the throttle bodies are out of balance, the vibration becomes more apparent. The V11s produced before they added the front balance pipe are known to have a dip in the power curve and more vibration between 4000 and 5000 rpm. I have long been suspicious that this was related to the stock exhaust. I still have the stock crossover, but with Mistral mufflers which results in more peak power, less bottom end and the dip between4000 and 5000 still exists, but it seems with less vibration. When I had the QuatD (a short 2into 1 muffler)It still vibrated between 4000 and 5000 rpm, but also seemed to vibrate more at lower rpms, too. I am soon going to put stock mufflers back on to see the difference. Has anybody noticed a difference in vibration when going to aftermarket crossovers?

Yes, that is what I thought at first, but if you go one chart lower, Vern (indicated by the red line) gets a new chip that make him run richer and with more power, albeit only a little more power. and I'll bet his fuel consumption went up! (well maybe not...this is only maximum power per rpm that they are showing.

I wrote: "If my belief was correct, then I would rather have had a balanced engine where each cylinder made 40HP, rather than a more powerful engine where one made 39HP and the other 43HP." Moto wrote: "Sometimes this is done deliberately in order to broaden the powerband." Wouldn't this cause vibration and engine wear?

Moto, any insight about the tuning link map that I posted? The WOT section is most interesting as it has the A:F ratios. I suppose if you had more data it would be more meaningful.

I said, "I am concerned about airflow contamination from one cylinder to the next via the crossover. I would rather lose a little power if it helped the bike run better." This was regarding my apparently mistaken belief that crossovers created asymetrical flow between the two cylinders on V twin engine. If my belief was correct, then I would rather have had a balanced engine where each cylinder made 40HP, rather than a more powerful engine where one made 39HP and the other 43HP. Everyone seemed to agree that crossovers and two into ones, are good things and that two into twos produce less power.

Thanks Paul, more to consider! So, our choices now are. Stock ECU. US$100? on eBay/ plus PCIII US$180 second hand PCIIIUSB US$257-$332 PCIII can be use a downloaded map, be tuning linked $200++, and or further tuned+++. You may soon also be able to get an ignition module for it. Tuneboy US$309 can download a map, theoretically tuning linking is possible, but more likely slow tune on the dyno will be used, prices vary, but more than the tuning link tune. Also ships with valuable diagnostics and has ignition mapping. TechnoResearch Direct Link, US$450? you could interpolate a PCIII map, borrow a PCIII to tuninglink, or more likely slow tune on the dyno+++. Also ships with valuable diagnostics. and I believe ignition mapping. Cliff's ECU Australian$700 you could interpolate a PCIII map, borrow a PCIII to tuninglink, or more likely slow tune on the dyno+++. Also ships with valuable diagnostics. And has closed loop capabilities and ignition mapping. Moto Special 1300Euro Slick package replaces tach and or speedo. you could interpolate a PCIII map, borrow a PCIII to tuninglink, or more likely slow tune on the dyno+++. Not sure of exact features, but it support dual lambda for closed loop and comes with optimizing software. FIM Probably only a choice if it is your tuners preference. Not really an option for the home tuner. We sure do have a lot of choices for a low sales model bike.

Thanks Carl, and just in time! My front brake does not activate the brake light. The switch is fine and the brake light is fine, so I have to track down a connection in the wiring... Sorry to hear about all the tough luck with oil leaks. Are you sure that Igor didn't get the franken-gaskets off a dead Brit? By the way. I love the way the bike looks with the combination of black and silver with none of the OE red. As for fixing the leak, I guess you know about crabbing the thang. Other than that, I have no advice and I too, am overdue for the same surgery, so let us know how it goes. My leak appears to be coming from the second case joint from the back and definitely not in the clutch housing The only good news is that the leak has gotten slower and slower....but that may just be the coool weather.

Wow! amazing that they fit that all in one tachometer case! Can you give us more details? How are you going to map it? Does it come with software? Does it cost a lot? May I have one?

I can determine by looking at the map that unless a given state is held for more than three seconds, it is very difficult to know what to read. Perhaps with more data, and more importantly with a map that has a flattened or known lambda, one could determine the value of the O2 reading when the rpm and throttle are NOT held at a steady state. For now, it is greek to me. Your suspecting a need for throttle pump emulation appears to be on the money. How does a throttle pump emulator work? I am not even sure why it is needed if the map is done properly, but perhaps with this meter, I could discover why!?!

OOps! sikes should have been spikes...I guess I have a weak inky, I mean pinky. So let us re-phrase, The meter really spikes on the throttle transitions, but I guess you could learn to ignore the large spikes and interpolate the average. To do effective road dyno work, I think you would need a pretty steep hill. Just accellerating on the flats does not give the sensor time to give a good reading. If you look at that graph, when decellerating the sensor appears to dip rich. When accellerating the sensor rises lean. It would be difficult to convert this to map changes. Although it may indicate the bike is running lean at high RPMs, it could also just be one of the inadequacies of the wide-band oxygen sensor. But if the throttle can be held at a steady throttle position and RPM for about five seconds, the data is more useful for creating a map. The graph jumps too much for us just to look at just one or two second increments. In any case, we also need throttle position data and there is supposed to be an option to log the voltage output of the TPS.