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Right Dave, most of us will still be here more than there. The problem with this thread is that it covers lots of different subjects, all more or less related to MyECU, in a single mega long thread. It's not feasible. It was better than nothing but now it's obsolete. Hopefully Cliff will sort it out so guests (and Google) have read-only access to the MyEcu forums but in the meantime I'm sure he'll let you register even if you didn't [yet] buy it.

For what it's worth: I was looking for something else in a Ducati 916 WHB and noticed the Weber-Marelli 1.6M also fires at TDC when cranking. Maybe you should focus on fuel priming.

Strange, currently I need to relay through another internet provider in order to reach Cliff's web. It's got to be a routing problem way out of Cliff's control and hopefully nothing to do with his forum.

What bike are we talking about? I assume one of the dukes. Will you be running closed loop?

Well put Richard and I recognize your thoughts. It was even worse a couple of years ago. This forum thread was created to put us together and it was crude but much better than nothing. Now Cliff put up his forum that will do the same but a couple of orders of magnitude better organized. A shared effort manual is a nice thought, but I'm not sure it would end up as nice as you hope. Sure, we could put up a wiki or something and jot down our experiences, but the problem will always be that the most enthusiastic writers are likely the ones that know the least. Hopefully the new forum will be a wealth of information and it will be sorted enough that one can find whatever one needs for the moment, without reading 250 posts of random thoughts. Having said that, if you put up a wiki I'll probably contribute all I can to it, as I'm a big mouth dry runner

So tell us your ideas, maybe you have ideas we all would agree on being useful.

Did you get it by mail? Or am I the only one who can't reach Cliff's site? I posted stuff on his forum yesterday morning (CET) and since then I can't reach his forum or even the usual web site. Was I permanently banned?

The same is true for idle TPS. You only set it once. Why would that disqualify it from being available in ECUControl? Yeah, surely that is a solution for beginners while logging availabilty in ECUControl, which would make that mess unneccessary, is a waste of energy? Hubert, please, join me instead. Versatility is a good thing. I'm not asking Cliff to incorporate automatic log file analyzing with artificial intelligence. I'm just saying that his piece of code is ALREADY reading the data and parsing it so why not just jot it down to a file while we're at it?

Swedish or not, it's a very clever idea in congested traffic. I've never seen one though.

I shouldn't post in this thread but I stumbled over a relevant little piece of information while looking for something else. This is from my Sporti/Daytona RS/Centauro WHB. The text about part 6A vs 6B (brass vs plastic) indicates that the change to plastic was not for cost reduction but rather some kind of emission issue. Also, at one place they actually make a difference between the Sporti having an oil temp sensor while the V10 (with a sensor similar to your V11's) is called engine temp sensor. So they were not quite as confused as I thought a couple of hundred pages ago.

There may be some teething problems. I made it through registration and did a post a two this morning, then it died. Now it seems it was up for a while but is down again. Apart from that it looks promising, I'm looking forward to stop posting in our mega thread Edit: this seems to be a routing problem, I can reach his site from anywhere but my home ISP.

Hundreds of miles, yes. Oil full of particles, yes. Those two are for sure with that cam, I assume we can agree on that. Filter in bypass mode? I don't know. Do you? I can see your point, it's just that as a customer one would want Guzzi to take the "was it?" risk, either with a generously extended warranty or with an extended recall procedure for bikes with that much material ground off the lobes.

Heh, this brings back memories from half a year ago... What do you have in mind? Controling and logging while you have the bike standing in the garage or logging and controling while driving. Sounds a bit like "have a drink, have a ride...(Mungo Jerry, btw.)" ^^ No, what I had in mind was well described in your how-to post above. It would be much easier for all of us, and especially for beginners, if we just could click on a "start logging" button in ECUControl, compared to your description above. And we wouldn't need the extra translation step for making it readable. Also, almost all needed code is already present in ECUControl so I think it would be an easy fix for Cliff.

Isn't it a problem if the filter was in bypass mode for hundreds of miles BEFORE the recall work, with the oil full of particles?

I guess you didn't give it an extension so Wordpad picked one for you. The .txt extension is just a name indicating "plain text" which is just what we want. Just rename it and you're set. If you always name them .ecu it wont happen again.

I wouldn't call it a mistake but I'm happy it's configurable. Even with TDC Cranking you will benefit from having sane values at 500 rpm (or whatever you've got in first column) since that column will still be used before coming up to normal idle speed. As soon as we pass 500 rpm the ECU will still read the map. The ECU never actually knows if we are pressing the starter button or not.

Yeah, having all MyECU data fed to LogWorks would be really really sweet. I tried to get hold of a software development kit for LogWorks, or just some specs for how to communicate with it, but I only found ways to read OUT stuff from LogWorks. I know there is a third party LogWorks plugin for Suzuki Hayabusa. Maybe we should ask him how he got hold of the spec's. Sadly the once very good Innovate forums seem now to be officially abandoned by all staff and it's now just a user forum. And many years ago I swore to never EVER communicate with ANY &%¤#§ support department over the phone again in my entire life, so that is not an option I did some experiments with an own logger that read MyECU data as well as GPS data (mainly speed and altitude) from another port but it wasn't that worthful. I do think that if Cliff manage to support LogWorks, he won't regret it. Manuals, SDK and stuff are here: http://www.innovatemotorsports.com/support.php

Harley p/n is 27271-95

Good question. How many forum members do we got here and how many of those had a problem? We only hear from the latter group so the problem may seem much more common than it is. If I ever buy a V11 I will probably stock a spare spring under the seat, but I would not replace it unless it breaks.

OK here is the first results of my experiments with injection phasing. Cliff's map is delivered with 525 all over. And that means injection pulse ends at 525 degrees BTDC of compression. This may be fine for lower rpm but if you do a little math you will find that at high rpm and wide throttles, this means the injection pulse starts way back in the previous intake stroke. While ugly in theory it may not be that bad in the real world though. We seldom run the engine for just one cycle... For a quick trial of the extremes, I made three maps. All three needed to take the actual pulse widths for each cell in account, as we are controlling the trailing edge of the pulse. We also need to calculate the engine speed in terms of degrees/ms. Easily done in Excel though: 1. A "start at valve open" map where the Start of Injection is placed when the intake valve opens. But when the valve duration was shorter than the pw, I let it start earlier. This InjAdv map ranged from 382 (lower left) to 126 (upper right). 2. A "center around highest speed of charge" map with the injection pulse centered around 280 degrees BTDC. The idea (which is not mine) is that the intake charge has highest speed somewhere in the vicinity of that point. This InjAdv map ranged from 267 to 130. Some of the upper right cells was limited at 130, just like above. 3. An "early" map where we try to start injecting not long after previous cycle's valve close. This is like the default "525 all over" but we never let it stretch into the previous cycle. This map ranged from 715 to 140. The first map I tried a week ago. I didn't notice much difference at all from my normal map. Today I first tried the second one. I percieved it as rough. I did no logging and it's very hard to make facts out of anything but it seemed the closed-loop was constantly at -5% to -10% compared to my good old map. What does that mean? I guess it means we can't use as much fuel and this ought to be bad for power. After that I immediately tried the third one. This felt much smoother and the closed loop correction went down to around zero again. To my disappointment it didn't go positive. This was just a very brief test. I'm not sure it tells us anything at all, other than it seems to confirm wot Cliff said. Tomorrow I will try fiddling with the idle cell ONLY and see if I can find a sweet spot where idle is as good as possible. I postponed that because I'm currently not having an rpm breakpoint at the idle speed. I can't even remember why but I will fix that first.

I recall reporting a similar issue but it turned out I was only experiencing it with engine not running just like in your screendumps. For some reason it won't calculate stuff correctly then. It's probably just that. On a completely different subject I just ran ECUControl.exe from Linux under Wine. I'm very happy to report it works as a champ. No fiddling whatsoever, I just made a symlink from /dev/ttyUSB0 to ~/.wine/dosdevices/com1 to link the COM port once. After that it's just to double-click the exe from Ubuntu Linux and it works just fine. I have heard similar success with Innovate's software IIRC. I'll now go out and ride around with injection phasing centered around 280 degrees. I'll be back (I hope)

FWIW & IIRC, we had a thread here a year ago or so, where a non-working electrical petcock was confirmed being sucked open by the fuel pump. Surely not without ill effects, but it ran. Or was it a theory that was later abandoned? I'm not 100% sure. I'll try searching for it later. Edit: It was ALdad and Velf2003, in this thread.

Thanks. I've always bought Metzelers but I've thought of trying Contis. MEZ6 are really good but also expensive.

I know nothing about the Cali but hopefully you can boil the following down to something useful: From what I've gathered for future use, the Sporti (and V11) uses a PF3C and has been replaced with a PF4C by numerous people with good results, although it's not identical in characteristics. Harleys part no for the latter is 27271-95. I also have some notes about Centauro/Daytona, they use a PF09 TPS. In case your Cali has that one, substitutes are said (@COG forum) to be "Weber WTP024. Ford cars - Sierra and Escort Cosworth 4x4 wheel drive versions - and the Alfa Romeo 33ie. It was also fitted to the Ducati 907i and possibly other early to mid '90s Ducatis" gstallons is right too of course. I suspect that lots of perfectly fine sensors are replaced without need. On the other hand, a borderline TPS could be hard to diagnose. Think of how the volume knob on your grandma's radio could produce devastating noise at first when you turned it, but after you excercised it, it was fine for a while. That was precisely the same type of component - a potentiometer. And that one didn't even have to put up with heat, cold, salt and moisture.

No, you should have said brass and thermal goo.