raz

My Hyperterminal is Swedish, but the menu should be called something like "Transfer" and then you choose something like "Capture text file". Now you should be prompted to select a file name for the log. Serial parameters should be 38400,N,8,1. A proper log looks like this: =112991415FC2D14D3300000000000002300000025 =310FB03024400040000000000040000000450 =00E0D00AC012B03A5036C00BC01E3019D =112991415FC2D14D3300000000000002300000025 =310FB03024400040000000000040000000450 =00E0D00AC012B03A5036C00BC01E3019D ... And then you can load that in ECUControl and convert it to human readable (edit: load the map in ECUControl, then click the button called ECU Diagnostics, choose your dump file, and then save it (the program unintuitively says "open file" again) with a new name): Map (1.9,1.8) RPM=1446 Inj=4812us BaroAdj=106.3% o2Adj=100.0% o2[1] o2Target=0.00V o2=1.99V OilT=50.0C AirT=10.0C AirP=1019mb Thro=184 Bat=13.80V Map (2.2,1.3) RPM=1545 Inj=4569us BaroAdj=106.3% o2Adj=100.0% o2[1] o2Target=0.00V o2=2.52V OilT=50.0C AirT=10.0C AirP=1019mb Thro=180 Bat=13.89V Map (2.8,1.2) RPM=1717 Inj=4392us BaroAdj=106.3% o2Adj=100.0% o2[1] o2Target=0.00V o2=2.53V OilT=50.0C AirT=10.0C AirP=1019mb Thro=180 Bat=13.89V Map (3.7,1.1) RPM=1931 Inj=4241us BaroAdj=106.3% o2Adj=100.0% o2[1] o2Target=0.00V o2=2.52V OilT=50.0C AirT=10.0C AirP=1019mb Thro=161 Bat=13.86V Map (4.2,0.6) RPM=2044 Inj=3525us BaroAdj=106.3% o2Adj=100.0% o2[1] o2Target=0.00V o2=2.42V OilT=50.0C AirT=10.0C AirP=1019mb Thro=140 Bat=13.83V ... One suggestion for Cliff: the ECUControl program should be able to output a log file while running, so we don't need HyperTerminal. That way we also wouldn't have to choose between controlling and logging.

Note that the map says 4500 μs, that is 4.5 ms. I know you knew that if you thought about it, 4500 ms is 4.5 seconds! As I understand it (I may be wrong), while cranking you get 12 ms, period. After engine is running on its own, you'll get the map value plus a 60% start boost that decays over 20 seconds. Plus the usual oil and air temp boosts. # Prime gives the fuel injection time in ms while cranking #Temp C -30 -20 -10 0 10 20 25 30 40 50 60 70 80 90 100 110 125 Prime 30 30 25 20 17 12 11 9 8 5 4 5 # Crank is the %% boost of the map injection times right after start # this boost decays to 0 over about 20s #Temp C -30 -20 -10 0 10 20 25 30 40 50 60 70 80 90 100 110 125 Crank 80 70 65 60 60 60 55 50 35 15 10 15 15 15 15 0 # OilT is the permanent choking boost #Temp C -30 -20 -10 0 10 20 25 30 40 50 60 70 80 90 100 110 125 OilT% +64.8 +53.9 +44.5 +35.9 +29.7 +19.5 +10.2 +9.4 +5.5 +0.0

Welcome, Cliff! A dedicated forum would be great. This single thread would get very long and hard to digest in the long run. And I guess we're only reaching some 10-15%, or less, of the user base right now.

I too sometimes experience back-kick when cranking even though I do have TDCWhileCranking=1. It's not a big problem so I haven't looked into it but it may be that right when the ECU thinks we're up'n'running and start using the map, there is a bit too much advance. But right now I'm more concerned about the weak starter. I'll clean the solenoid and plunger first, and see what happens. Regarding air filters and open exhausts I was puzzled to see the tiny difference in mapping between all-original exhaust and full Mistrals. I think the air filter makes much more difference in mapping. I have a brand new pair of K&N pods on my kitchen table right now, we'll see what difference they will do. Frankly I bought them for the looks and sound only, if there is any performance benefit at all it's just a bonus.

Aprilia Shiver

Centauros, Daytonas and 1100 Sports are very similar to the V11 except they use another ECU. Same crappy Siemens relays. Same bad groundings

I may be wrong but as far as I know the software/firmware is the same for MyP8, My16M and My15M. The electronics are basically the same too, with varying PCB and form factor. Most people are having the opposite experience than you have, that is the MyECU software is very well behaved. I think you will be quite happy as soon as we can nail what is wrong. Since you already run closed loop I'm puzzled it does not work better. Of course there is a theoretical chance something is wrong with your ECU, or the LC-1 setup. But my guess is we just have a map problem. You should confirm that the output from the LC-1 analog is what you think it is. Just connect a computer with Logworks software to the digital channel and verify the the digital readout matches the Optimizer O2 reading. Then, a MyECU log would be invaluable for us! If you could supply that, we could easily compare what is different between the P8 and the MyP8, as well as correlate LC-1 readings with various throttles. If you can't get HyperTerminal, there are other good serial terminal emulators for free download on the Internet. Meanwhile, what does the Optimizer tell you when running? Is it continuosly applying a correction factor? How much? What is the O2 voltage at idle? And at open throttle? You are in posession of wonderful tools, I predict a happy future

InjAdv (injection advance) is like spark advance, but for injection. This I know, but the details are unknown to me. It is 525 in all cells in almost all MyECU maps I've seen. The details are not documented and Cliff's web site even says it's currently not used (which should mean he has some hard coded advance). The site is very outdated so I don't trust that, especially since it's still there in the latest software I've seen. Anyway I think it's best to leave it at 525 until we know more. I never thought about it before but could it be 525 degrees (out of 720) before [the combustion stroke's] TDC? It's a quick guess but I think that makes sense. That should place it about where the intake valve opens, yes? I think I will google for other implementations of injection advance to understand it better.

Ivan, from where did you get your MyECU map? Is it a map originally provided by Cliff or did you 'convert' the P8 map yourself? If your VDSTS software is able to show the complete maps from the P8, it's just an evenings work with a spreadsheet to convert it to a MyECU one. Greenmonster recently did this with a Ducati map with satisfying results. I made one too for my 1100 Sport but never tried it since my closed loop map is near perfect now. Also, have you run it in Autotune mode for a while so the map has settled to your O2 targets? If not, you probably have quite some correction applied all the time by the closed loop software, and this will probably make transitions (like idle-to-WOT) problematic, as it may take a little while to find the new correction factor.

Try his web site at http://www.motratech.com/

Compared to the swing arm bearings, mine was a walk in the park. I think I used a heat gun and a crappy blind bearing puller. I now have a cheap spray-can type propane/butane torch. Man, that is one of the best things I ever bought. It's an order of magnitude quicker than a hot air gun and therefore much more selective.

The gas will also get old very quickly in the tank so you should use it up and fill new every so often.

Cool idea with the bar graph LEDs. It never occured to me how simple and cheap that would be. A couple of thoughts: Have you confirmed that your analog LC-1 output match what you see when you read the digital channel? I had some discrepancy (+20 mV offset all over the range) even though my grounding is good, and I compensate for that in my LC-1 voltage settings. The digital outputs will be correct regardless of grounding offsets as long as there is good heater and free air calibrations. On the other hand, if you mimic the voltages you see with the P8, you should be fine. Have you tried datalogging with a computer in a tank bag or something? Maybe Cliff's accel pump emulation combined with a somewhat rich map add up to overly rich when pulling the throttle. A bit like the carburetted 1100 Sport when pinning it - you have to nurse it up to speed if it's not very good tuned, or it will choke on excessive amounts of fuel from the huge carbs.

The same fuse powers the injectors and coils. It could be just a short cut from a scuffed cable, or the pump, a coil or an injector. Since it was running on one cylinder I'd guess coil or injector. Of those, I think statistics would point to a coil.

Mine was called IRZ 20x25x18 and had the hole. Makes me wonder if the 'Z' specifies that hole.

I'm afraid Spike's a spam bot. His other post got deleted

Also, there is this mess with subtracting or adding the idle TPS value depending on what you do and where. That is a can of worms, I don't know how to put it in short. The 105.75 is a figure I came up with from empirical data and the other formula is derived from that number too. Later I've seen they use 105 with no decimals, in http://www.moto-one....vthrottleb.html but I don't think it's a big deal in the real world. The TPS/balance FAQ states the formula as "0.1061 volts/degree + 0.150" and IIRC that was empirical data from someone. They were only talking about different idle TPS voltages.

I don't think they have any left. I've heard/read from various sources they will still build them on demand. Some source indicated they will build only when they have like ten ordered. I have no idea if this was ever true, or if it is today. Sadly they don't even have an MGS-01 in the museum. Hopefully they will. Unlike BMW, Moto Guzzi has lots of used and worn bikes in the museum. Personally I kind of like that.

I broke a header stud long and had to strip the head for spark eroding. I could measure too short springs (length at rest) and I could wiggle the valves in the guides enough for planning an overhaul. Of course the heads doesn't wear I used it as a collection term for valves, guides, springs and seats and thought it was obvious what I meant. I agree I'm not in a hurry at all, this was two years ago and I've ridden 20,000 kms since. My plan is to leave them to a head shop for k-lining and new springs. Nothing more unless they see or measure that more is needed. This won't cost much. I'm confident I could continue for tens of thousands of kms more without doing it but I also think this will be good value for little money. And those springs are fairly important when playing with the rev limiter

That too, but most importantly the whole map is tuned, from running MyECU in closed loop. Like a number of dyno runs on every possible throttle. I'm not sure what that would cost on a dyno center. Actually my heads are so worn I wouldn't be surprised passing 50 mpg when they are overhauled.

Yes, if I were Cliff I would put up a wiki on his site, like many open source software guys do. That way we all could all contribute to a better manual. Heck, his site still states there is no autotune mode yet! Some day I'll make a post on how we converted your Ducati P8 map and breakpoints to a MyECU map, unless you beat me to it. It's a bit tricky to explain in short!

There is a Conversions link at the top of this forum! 6 liters/100 km equals 40 mpg US or 47 mpg imperial. I actually get nearly 47 mpg US (56 mpg imp. or 5 liters/100 km) after carefully tuning my Sporti. And this does not make it less powerful - it gets all it wants. When cruising I never go below 4000 rpm because it's much less efficient there. I don't use my highest gear until above 120 km/h, even in steady speeds.

Forwarded to Moto Guzzi Club of Sweden

My Sporti has ID 18 mm (OD 22.5 mm) and while this doesn't guarantee the V11 is the same I'd be a little surprised if it's not. It's a quick job measuring yourself!