Jul 2010
Thunderace EFI - Day 7 using MSExtra 3.0.3u
31/07/10 07:28 Filed in: Thunderace EFI
Not really another day, just a short trip over to the bike, and check on the cold starting. The bike started first few cranks from cold, and repeatedly thereafter. Nice slow idle, much slower than OEM on warm up. Really pleased, as I seem to have cracked this one now.
Bike is not going to the Treffen now, as I don’t have enough time, with work commitments to completely shake down the project. This is a slight disappointment, because a few people were looking forward to seeing it, but truthfully it gives the owner of the rolling chassis more time to prep it, and me more time to ruggedise the installation.
Next up is fit the equipment to datalog the red GTS1000, mod the exhaust for an additional lambda sensor, and design a new cam sensor location for the cam cover, so I have the capability to go full sequential on fuel and ignition.
Bike is not going to the Treffen now, as I don’t have enough time, with work commitments to completely shake down the project. This is a slight disappointment, because a few people were looking forward to seeing it, but truthfully it gives the owner of the rolling chassis more time to prep it, and me more time to ruggedise the installation.
Next up is fit the equipment to datalog the red GTS1000, mod the exhaust for an additional lambda sensor, and design a new cam sensor location for the cam cover, so I have the capability to go full sequential on fuel and ignition.
Thunderace EFI - Day 6 using MSExtra 3.0.3u
25/07/10 16:27 Filed in: Thunderace EFI
After another age, a quick nip over to the bike and play with the revised priming pulse, after cranking rpm bin, and a cold start. I first of all deactivated the fuel pump, hooked up the laptop to the MicroSquirt and updated the new TunerStudio settings into the controller aka MicroSquirt. Then I activated the fuel pump and ignition circuit, and hit the starter button, one crank, two crank and fire. Wow, nice slow idle, ASE and WUE active.
Try it again, and ASE drops off very quickly, so I increase the Taper Cycles. Once the WUE goes out, I switch on the Innovate LC1 and let it warm up on a running engine, and revise the VE Table 1 some more. The low rpm bin I created is too rich on a hot start, so I lean it down, and bingo the engine fires first touch from hot. Idle is a little slow, so I adjust the throttle body stop, and increase it to around 950 rpm. More tweaking of the VE Table 1 (Alpha-N), and the engine starts really quickly hot.
I am getting quite a bit of PulseWidth variation under idle, and I wonder whether its battery voltage compensation, as the battery voltage is low, and the alternator is charging it. I will have to do some more reading, because although the ignition advance, VE Tables 1 & 2 are in stable zones (no fluctuations in the bins) I am getting a variation in idle speed that directly correlates with PulseWidth movements. I have noticed a variation in MAP, but as I am using Alpha-N, it shouldn't affect things. I will have to look at my settings some more, but I am nitpicking really. You can see the AFR (yellow) fluctuating below.
and as I said, the rpm is sitting within a tight cluster (blue dots in box)
The engine will idle at sub 750 when warm, yet the manufacturers spec 1100 rpm, so I am really impressed with what I have got here so far.
Next instalment, will see fresh plugs, LM1 datalogger with LMA-2 accessory, which will log AFR, MAP, TPS & RPM and help me dial stuff in. I also need to put a centre stand stop on the exhaust, as well as get Tony to get a move on rebuilding the cycle parts, especially if we are to take this to the Treffen this year.
Try it again, and ASE drops off very quickly, so I increase the Taper Cycles. Once the WUE goes out, I switch on the Innovate LC1 and let it warm up on a running engine, and revise the VE Table 1 some more. The low rpm bin I created is too rich on a hot start, so I lean it down, and bingo the engine fires first touch from hot. Idle is a little slow, so I adjust the throttle body stop, and increase it to around 950 rpm. More tweaking of the VE Table 1 (Alpha-N), and the engine starts really quickly hot.
I am getting quite a bit of PulseWidth variation under idle, and I wonder whether its battery voltage compensation, as the battery voltage is low, and the alternator is charging it. I will have to do some more reading, because although the ignition advance, VE Tables 1 & 2 are in stable zones (no fluctuations in the bins) I am getting a variation in idle speed that directly correlates with PulseWidth movements. I have noticed a variation in MAP, but as I am using Alpha-N, it shouldn't affect things. I will have to look at my settings some more, but I am nitpicking really. You can see the AFR (yellow) fluctuating below.
and as I said, the rpm is sitting within a tight cluster (blue dots in box)
The engine will idle at sub 750 when warm, yet the manufacturers spec 1100 rpm, so I am really impressed with what I have got here so far.
Next instalment, will see fresh plugs, LM1 datalogger with LMA-2 accessory, which will log AFR, MAP, TPS & RPM and help me dial stuff in. I also need to put a centre stand stop on the exhaust, as well as get Tony to get a move on rebuilding the cycle parts, especially if we are to take this to the Treffen this year.
Thunderace EFI - Day 5 using MSExtra 3.0.3u
05/07/10 21:54 Filed in: Thunderace EFI
Just another update, but it is slow going at the moment, because work and other stuff is coming first.
Another little session, but this time with the Innovate LC-1 hooked up. No real surprises, although after tweaking the kPa bins, I need to tweak the Alpha N side some more.
I also need to correct the .ini to allow VELive to tweak VETable2. The engine is capable of idling at very low speeds at around 750-850, when 1100 is the norm, and as I am running semi sequential, I have been playing with the timing windows for the injection points. I was surprised to discover the idle was well rich, but although I have calibrated the Innovate LC-1, I think I will have to look at this some more.
Latest video link, just a short clip showing a hot start, ASE working, and WUE still enabled. I am going to do some more work on the colder starts, as it takes a few ignition key on/off cycles to get a stable cold idle...it fires, but doesn't maintain until after third attempt. I realise it's trying to tell me something, but I have not read up enough on this. I suspect the WUE or ASE is not good enough (too little fuel) at the starting temperatures, and it's also because of the wax capsule that opens the throttle slightly when cold.
Another little session, but this time with the Innovate LC-1 hooked up. No real surprises, although after tweaking the kPa bins, I need to tweak the Alpha N side some more.
I also need to correct the .ini to allow VELive to tweak VETable2. The engine is capable of idling at very low speeds at around 750-850, when 1100 is the norm, and as I am running semi sequential, I have been playing with the timing windows for the injection points. I was surprised to discover the idle was well rich, but although I have calibrated the Innovate LC-1, I think I will have to look at this some more.
Latest video link, just a short clip showing a hot start, ASE working, and WUE still enabled. I am going to do some more work on the colder starts, as it takes a few ignition key on/off cycles to get a stable cold idle...it fires, but doesn't maintain until after third attempt. I realise it's trying to tell me something, but I have not read up enough on this. I suspect the WUE or ASE is not good enough (too little fuel) at the starting temperatures, and it's also because of the wax capsule that opens the throttle slightly when cold.
