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Post Info TOPIC: ECUeditor - User instructions


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ECUeditor - User instructions


ECUeditor instructions

This information is provided for you to test the software. Please use carefully the terms and conditions before using the software with your bike. Not all the functions are completely tested and may yield undesired results. This software is a test version and all the users are expected to be testers accepting the risks related to testing the software.


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File open, File save are commands to open and save .bin files. You must have the .bin for you bike before you can use these commands.

Set compare file operates like file open command, but loads a map into the memory that all the fuel and ignition maps are compared to. Initially when File open is used the file opened is always also set as a compare map But if you e.g. want to compare your maps to the original maps or any other known reference then you should use this command to download the compare map.

Updates connects you to the program update page if you are connected to the internet.

About credits all the key persons behind this project, thanking guys like RR, DaveO etc...


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Accept terms and conditions - its important that you know the potential risks of flashing your ecu, hence you are always asked to approve the terms and conditions. (For dynoshop version this function is disabled)

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Connect ECU for Engine data

Connect ecu for engine data - before connecting to the engine you should have you USB to ECU cable prepared and drivers installed. When using the recommended FTDI cable the drivers are installed automatically by windows if your windows installation is up to date. Then select the com port on the list when for the first time you are connecting to the ecu.

After you have se the port you should push data on button to activate the datestream. If its not activated you get a message: synchronizing until the datastream goes active. Usually you need to turn your bike power (electricity) off/on before the date synchronizes.

Logging on starts datalogging. After you press logging off then you can move the trackbar to view your datalog. If you have fuelmap or ignitionmap active you can also see the trace of your logged data.

LC-1 ON button connects the innovate LC-1 wide band oxygen sensor to the ECUeditor. You must have Innovate Logworks installed this function to work. When the LC-1 is on then you can also see the AFR monitoring as part of your replay of the logged data.


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Misc settings

You can select the on and off thresholds for the flap valve actuator. In case you have made the airbox mod this valve actuator solenoid becomes available for other purposes - e.g. to drive a nitrous relay.

5th gear ram air disable functions sets the RAM AIR compensation to 70km/h speed which is close to dyno fan airspeed. It is recommended to have this setting on when tuning the bike in a dyno. At the end of the dyno session please untick this and flash the ecu to activate the 5th gear RAM AIR compensation.

IAT disable for dyno allows you to set the temperature sensor to fixed 20 degrees. In some bikes the air temperature sensor is not relocated and heating the bike delivers inconsistent results between dyno runs. You dont need to use this option if the IAT sensor is relocated to front tubing.

TPS acceleration enrichment - currenlty unverified function in dyno, supposed to add or deliver less fuel when you turn the throttle, i.e. acceleration enrichment

Oxy sensor senttins - for information only, in EU models this is the window when Oxy sensor is active


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Edit limiters

RPM limiters - sets all the limiters to the speed defined in this box.

Top speed limiter - set the 6th gear top speed limiter on /off with this feature

Softcut / hardcut - set the fuelcut soft or hard mode, untested feature implemented based on RR:s information on ecuhack board


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EDIT fuelmaps

You can choose between three maps TPS map, IAP map and MS map. TPS map is usually used with TPS > 10% positions where as IAP map, i.e. vacuum map, is used on TPS <10% positions. MS map is the secondary TPS map which is used when MS signal/switch is activated.

The little U button next to map select buttons allows you to UNIFY all the cylinder maps to same. Originally the maps between outer and inner cylinders are the same, anyhow the argument is that after changing to all short stacks this function should be used.

You can add fuel to a specific cell by pressing + for increment of 1 or * for increment of 1%. Alternatively you can reduce fuel to a specific cell by pressing - or /. If you want to change several cells at one time you paint the area before pressing + - * /.


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EDIT ignitionmaps

Same as edit fuelmaps exept ignition maps operate only on TPS maps. Also only + and - functions works with ignition maps.


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Flash the ecu

For flash the ecu function to work you must have renesas FDT programmer installed to your computer. When you first time flash you are asked for setting up the environment. You should choose sh7052 as the processor and set the com port to the same as your programmer is connected. All the other FDT settings are default settings.





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Petrik i was thinking of unifing my fuel and ignition maps since i'm running a turbo, no stacks. that should make tuning easier.

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busa2001 wrote:

Petrik i was thinking of unifing my fuel and ignition maps since i'm running a turbo, no stacks. that should make tuning easier.



Yes - we unify the turbomaps and all engines with all short stacks.



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i unified mine and as stated on the other board fuel, ignition, ram air comp both normal and high load using six gear comp. my idle when from 14.9 to 13.2...aww 

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Propably the ram air 6th gear for all gears makes you run a bit richer ?



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yes! it's the richer of the six...

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A note on usage: When adjusting the injector sizing constant the changes seem to work pretty well. Around 130% seems to correspond with around 60psi and 135% with around 68psi.

Anyhow after setting the injector size your fuel consumption gauge will be affected. I am in a process of testing the fuel calculation setting parameters to correct the gauge readings. - EDIT Tested on the workbench and released a new version of ECUeditor including fuel consumption compensation setting.

Based on the initial testing there seems to be a 2:1 relation between fuel consumption and fuel pressure setting. I.e. with 150% fuel pressure we should use 125% fuel consumption increase.

-- Edited by PetriK at 10:34, 2008-07-16

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Having received some feedback about maps not being accurate during high speed runs a new feature of gear settings is put under misc settings. simultaneously old dynomode setting is incorporated into gearing.

Now when you select the gearing for your bike you modify accordingly the ram air compensation maps. You can also choose a fixed ram air compensation map for dyno tuning.

misc_settings.jpg

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COPY TPS MAP TO MS MAP function

Added a new function, copy tps map to ms map to make tuning nitrous bikes a bit easier.

When at any active cell on an ignition or fuelmap pressing character c the tps map contents is copied on top of ms map contents for ignition or fuelmap.

Additionally changed the multiplying and dividing fuel maps by pressing * or / to be +-5% making tuning easier.

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GENERATING NITROUS MAPS

I.e. now when generating a fuelmap for nitrous bike. First tune fuel and ignition like any all motor bike. When finished with all motor then press c to copy tps map contents to ms map. Then select MS fuel map paint the three rightmost columns and press * * * (three times *) to increase APPR 15% of fuel. Finally go to ignition maps, select MS ignition map and select three rightmost columns and press - - (two times -) to retard timing by APPR 2 degrees.


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Hi all I have a question on modifying the fuel maps. I want to know at what point we will start to get problems with over cycling the injectors? Say at cell values above 220 for example??

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The overcycling depends on fuel pressure setting, atmospheric pressure, gear in use (i.e. ram air compensation), temperature and above all the FUELPUMP capacity of providing enough fuel.

Been thinking of implementing some kind of duty cycle view to the datastream, but have not had good idea how to do it - then gave up with the thing by learning that fuelpump was the bottleneck and it did not show up in dyno. So just showing the calculated duty cycle in dyno gives a false feeling of security. I overrun my injectors at track even though on the dyno everything was ok.

Personal experience is that the only good way to know is:
1) First, calculate the theorethical max power from the injectors and do not exceed 80% duty cycle in calculations. (The stock injectors start to deliver less fuel after 30-45sec @ 100%).
2) Verify on dyno. From my experience the dyno runs do not show easily fuel shortages - without eddy current dyno and stepped runs.
3) Verify by datalogging on track. Innovate LC1 and DL32 are very good tools for this.

For rough guide please see the table below. There is a lot of good calculators in internet.


busafuelpump.jpg

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OK so we don't have any accurate way except for the calculations of knowing if we are over cycling the injectors. We do get a FI error at Dutycycles above 95% i think. I'm asking this becaus I wll start work on a Turbo bike that will be running a stage one with S2000 injector@ 43 psi and with an FMU that will be adjusted @ 80PSi @10psi of boost fine tunning will be done with the ECU editor.

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Turbo so no ramair compensation used, rather just Turbomode ?

Antilles ... I would guess you will not be running close to +0C so temperature can be assumed to be at least 20C.

Atmospheric pressure - we can assume the std pressure at sea level.

If you are using 150% fuel pressure setting then I recall the 220 being the appr 100% duty cycle limit - would need to check. For lower fuel pressures the limit is lower.

I think this is something that needs to be tested and documented better. Maybe its better to build a warning message to the software when e.g. 80-90% duty cycles are exceeded?






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Yes we are running Turbo mode, IAT will be 25-30C,AAP will be sea level, OK I will be using the 150% Pressure setting. As soon as I get the bike here in the shop I will see what will happen

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How is the flashing time for you ? Using E8Direct programmer or a separate USB hub we are getting around 40sec flashing times. That is ok also for dynoing, longer than that makes waiting time quite long...

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I don't remember but as soon as the bikes are back I will let you know. Bikes are at customs smile.gif

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Found out the hard way...........................Don't use Firefox to download the file. IE7 works just fine though......

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Dyno process with ECUeditor

1. Check the engine data monitor connection and check the TPS setting

- Connect the cable to the bike and your computer
- Start ECUeditor and press "Connect ECU for engine data"
- Turn bike power on
- You should see "Datastream Active" text on top of the screen, if not turn bike power off and back on
- Turn throttle. At idle position the TPS should show 1.2% at full throttle it should show 100%. Adjust TPS

accordingly to get these readings.
- Turn bike power off

2. Load the basemap which is closest to the engine in question to ECUeditor
- Use "File open" command to open the map in question

3. Fill in the bike details and save a new base map file
- Press "Update bike info" and type in the bike data
- Save the file under new name using "File Save" command. This stores the updated bike info and gives you a
new working base map file.

4. Set ECU to dynomode set desired RPM limiter and flash a basic map to the ecu
- Using advanced settings set "Gearing/Dynomode" setting to dynomode. This fixes the Ram Air compensation to

a fixed air speed that the dyno fans are generating. Using dynomode allows precice tuning of maps at a fixed

air speed. At the end of the dyno session you set the gearing that the bike has and that re-enables ram air

compensation for that gearing.
- Set RPM limiter to desired level.
- Flash the basemap with dynomode enabled and RPM set to ECU by pressing "Flash the ECU" button. Before

flashing turn bike power on. If power was on, turn it off and back on to reset the ecu.

5. Tune the TPS 11%-100% area at each throttle position at the time
- Click "Connect to Engine Data" and turn engine power off (if it was not not already) and back on. Setting the engine data on you can see directly on the map which area you are tuning.
- Select "Edit Fuel Map(s)" and you the fuel map chart will be opened. On the top of the screen there is three major buttons. "TPS fuelmap" which is tuning TPS/RPM map for TPS positons over 10%. "IAP fuelmap" which is for tuning Vacuum/RPM positions for TPS <10%. "MS Fuelmap" which is to tune the MS (secondary) map for over 10% area.
- Start with 11% area and progress each TPS position at the time up to 100%.
- Make a dyno run with a steady TPS position, check the AFR for each RPM range from the AFR curve from dyno. Adjust the TPS map accordingly.
- Its good practise to modify the next higher TPS area when you make changes to TPS position you are tuning. This is because thats where you end up doing changes next. Anyway over the time everyone develops their desired method for tuning.
- Very often the RPM range between 2000-4000 needs significant leaning out if the bike has an aftermarket exhaust fitted
- Changes are made by painting the cells with mouse and then pressing +,-,* or /. The numbers on the map are not directly related to milliseconds, those are rather volumetric efficiency for the engine at any given TPS/IAP/RPM position.

6. Tune IAP map at each RPM area at the time
- Tuning IAP map not alike to tuning TPS map. The IAP is vacuum so often its easier to have a fixed RPM and tune accordingly. Other than that making changes are similar.
- Click "Connect to Engine Data" and turn engine power off (if it was not not already) and back on. Setting the engine data on you can see directly on the map which area you are tuning.
- Choose an RPM area in your mind and run against that RPM area with varying TPS positions to get different IAP (vacuum) readings. Monitor the AFR on the dyno and change the map accordingly. Usually its better to paint an area of size of 2x5 or even 4x8 for changing the map based on AFR reading.

7. Set ECU back to desired gearing setting and flash the final map to the ecu
- At the end of the dyno session do remember to go to "Advanced Settings" and update the dynomode to gearing

that the bike has. This way the ram air compensation gets enabled to deliver more fuel at higher speeds.

(Anyway when when ever dynoing and adjusting the afr the gearing should be in dynomode so that a fixed air

speed is used for calculating the fuel.)

8. Save the final map with a clearly distinctive name
- File Save under a clearly distinctive name which you can find from your computer. Its a good practise to

e.g. add a word finished at the end of the map file name so that you know which file was the latest version.
- Flash the final file to the bike. Its important to remember doing this so that the RAM air works properly.

9. Send the map to map library using map sharing function
- The ECUeditor is an open community product. The free use of the ECUeditor is based on the concept that the users are sharing their maps. In case if you are not actively sharing your maps the ECUeditor will lock out until you have shared some maps. This map sharing policy applies also to dyno stations. The purpose here is not to let everyone copy others work - its quite opposite. As each bike is different this approach allows ECUeditor to share the experience and generate cumulative knowledge of this new way of tuning. There is so much more into getting most out of the engine includingg the capability to unify cylinder maps, to tweak the ignition maps, to change the ignition dwell. Sharing maps will make dynoing easier for those who really are serious in tuning in a dyno the engines they have built. Dynoing is a professional service that can not be copied just copying a map. Its an unique opportunity to tweak the engine for getting most out of it. The real engine entusiast with high power engines will in the future choose a dyno operator based on the skills they demonstrate when choosing to share the new ways of finding more power. Simply setting up a straight AFR line and a good base map is not anymore enough !

10. Testdrive and enjoy the driveability changes
- Most bike owners will be surprised how much better the the part throttle response is. Particularly turbos and highly modified bikes will benefit greatly from this 'treatment'.

Quoted from:
http://www.suzukihayabusa.org/forum/index.php?topic=134234.msg1265644#msg1265644


-- Edited by PetriK at 10:26, 2008-10-19

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Petrik. I have been trying to download your software. The ecueditor. When I try to it says a file is missing and cannot download at this time. Could you or someone please help me. Thank you

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busa1397 wrote:

Petrik. I have been trying to download your software. The ecueditor. When I try to it says a file is missing and cannot download at this time. Could you or someone please help me. Thank you




I EMAIL HIM EARILER ABOUT THE ERROR BUT HE'S BEEN OFF LINE, HE WILL FIX IT WHEN HE GETS ONLINE....smile



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Did some cleaning up of the server yesterday. Started to run out disk space. Its possible that something has been lost in installation setup. Now its rebuilt and should work (took about 1minute to do that).

Messages like this are important for me to ensure that everything works well so keep the feedback flowing.


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Thanks alot Petrik. I got it now. Do I need the innovate download under ecu editor? If I do. It is saying not formatted properly. Just fyi. Also any good maps for 1397 anyone would like to share. Thanks alot everyone.

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No you do not need innovate plugin. Anyway sounds like that needs to be rebuilt too after clean up on the server. Really hate this when running out of the disk - reorganising always generates problems.

Btw. running out of disc space was because of increased traffic causing log file sizes growing.



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PetriK wrote:

No you do not need innovate plugin. Anyway sounds like that needs to be rebuilt too after clean up on the server. Really hate this when running out of the disk - reorganising always generates problems.

Btw. running out of disc space was because of increased traffic causing log file sizes growing.



So I guess thats a good problem LOL



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Any problem exept viruses is a good problem... this server hosts a couple of football teams with some video feeds and all my motorcycling stuff.



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Hi PetriK,

Any plans to extend the rev limit options to 12k?

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We can extend this kind of features as per any user requests - biggest limitation preventing doing that is my ability to perform testing on the desktop ECU. Other than that its just a matter of few minutes to change the limiter to any number.

So if you guys are ready to go for uncharted territory, its very easy...


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   In my opinion you could give a choice of a higher limiter and add the statement that it is untested and may be harmful to engine etc.

 When it comes down to it the user is going to be the one to make the final decision good or bad. We could damage the engine with any number of combinations. The user could make unwise choices on settings or not even have the engine capable of what the person is trying to achieve. The same is true for power commanders, if the user set them wrong you could damage the engine just as quickly and only be using fuel adjustments.


Mark

 

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Yes - the ones on this board, this is easy - we all understand this risk. But an average user who just wants to reflash a new limiter, that is a different question.

Sounds like there is a need to find a way to add a higher limiter for "advanced" users. Dont know yet how though. You think that adding a warning checkbox for e.g. above 11500 could do it for an average user ? What is it that the text should be ? What is the highest limiter you would like to have there ? What steps (amount of steps adds also lenght of the selection list).



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how about  the ecu hack board members have acess to the "extended" version of limiter,or possibly the number of map shares i.e personal user level.

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An extended limiter version will be avail with next published version with an exclamation over 11500rpm:s.



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Thank you!

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  Petrik,

 Thanks for giving us all the possible options that you can! I don't know if I will use them all but it is nice knowing that I could if I wanted to.

 If you don't mind saying, I was wondering if the ECU Editor program is partially based on the Romraider software? I was also wondering if the same would be true for the logging feature found in the Romaraider. I am curious because I was wondering how hard it would be for me to work on a processor project myself for a different bike.


Thanks,
Mark

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I don't know what you mean by 'based on' but RomRaider is written in Java and believe PetriK wrote ECUeditor in Microsoft Visual Basic.

RomRaider is open source so all their code is available which means you could customize it to talk to the ECU telemetry port. I have actually spoken to the guys over at OpenECU about this. But again its another one of those things that I probably won't have time to work on until clone #4 gets out of the vat. smile



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  I have a lot to learn about program writing. I was guessing it was based on romraider only because the romraider has some similar capablities.


Thanks for reply,
Mark

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PetriK wrote:

No you do not need innovate plugin. Anyway sounds like that needs to be rebuilt too after clean up on the server. Really hate this when running out of the disk - reorganising always generates problems.

Btw. running out of disc space was because of increased traffic causing log file sizes growing.




Petrik, 
Just wanted to see if you had rebuilt the installation file yet?  I got a new netbook last night and was loading everything on it and it was giving that same format error that was mentioned earlier.

Thanks,
Conrad



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Been quite occupied lately. Both ECUeditor and Plugin rebuilt and published when posting this message. Please check out and report back for any major issues.



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Thanks.  it installed without any issues.

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Hi,

how I understand IAP/TPS- MAP tuning is that I have to tune IAP-MAP for IAP/RPM-points with throttle openings <10% and TPS_MAP with openings >10%. But what are all values in the TPS map below 10% for if they dontīt have to be tuned as well. And in the IAP map are possibly points that are never reached with TPS<10%. Did somebody tune both maps for all throttle positions? What would happen if I do this? ok, I can try but mabe someone knows the answer.

-- Edited by torsten on Saturday 21st of March 2009 03:51:50 PM

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Failsafe if I remember correctly. We never tune those, just driving range IAP map and TPS over 10%, each throtte position separately.

IAP we dyno against the eddy current brake, with just a pure intertia brake thats much more difficult to tune. When you drive a bike in a dyno you can see on the map tracing window which cells to change. On IAP map its very seldom over 6000rpm area that we touch, but below that quite a lot. Particularly the IAP map behaviour depends on engine configuration, e.g. turbo to high compression all motor differs a lot.

IAP map also has the biggest effect on street driveability - so the more you spend time on that the better the bike will feel. My personal experience is that up to a motorway speed limits the bike is mostly on IAP map.

Then the transition from IAP to TPS map, ie. what is the AFR when exiting IAP and entering TPS (at around 10%) you need to pay a lot of attention. If the AFR is not the same then you will feel at highway speeds some surging when power comes on and off. With properly tuned swithcing point the bike will be smooth to drive.

If you have an oxygen sensor then low load IAP areas should be tuned around 14.5:1 and gradually going to 13:1 when entering TPS map. The TPS map should be around 13:1.

Hope this helps, and remember thats just an opinion - everyone learns and does the tuning with their own preferred way.


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A couple of days before I installed my LC-1 and did some logging with innovative plugin (thanks a lot Petrik!) while driving around. I like the big engine of the Haya and like to cruise "quiet" with very low revs through towns (2000rpm). I suppose that is really in idle-map area and this is controlled by IAP also? After first look at the AFR and first tuning and flashing driveability is getting better but the difficult thing is to create a target AFR map. I donīt have dyno experience and I will try Your AFR recommendation Petrik. Dynojet recommend 13.7 - 14.0 for cruising but that seems too fat for a stock engine.

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Yep - most time when busa is cruising the bike is on IAP map.

Due to emission regulations the low rpm area may be overly rich to keep the catalysators warm while adding some air through pair to the exhaust.

Also depending on the exhaust (in case e.g. putting an akra race 4-2-1- to the bike) you may have some exhaust gas in the cylinder around 2000-3000 requiring playing with ignition advance and a bit richer mixture. That is just a nature of a 4-2-1 bike to work better on some area e,g. delivering the power and less good at low rpm.

Anyhow if you have 02 sensor connected and you dont make the mixture close to stoich (14.7:1) then you will feel the bike going on and off to O2 sensor area. So therefore recommend 14.x:1 for cruising area. If you dont have O2 sensor then you can make it a bit richer.







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"You can add fuel to a specific cell by pressing + for increment of 1 or * for increment of 1%. Alternatively you can reduce fuel to a specific cell by pressing - or /. If you want to change several cells at one time you paint the area before pressing + - * /."


PetriK,
     Since you have switched the increment to 5% for the */ is there any other keystrokes that still give +/- 1% increment?
     There have been a few times that I have had maps that were only slightly lean or rich across the board after changing fuel pressure or injectors. Kind of difficult to bump the whole 100% throttle position up 3% etc...

John

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The + symbol is still a 1% increase AFAIK. 


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No , sorry just 5%. + and - are just single point increases.

I can change that 5% though easily to any other figure.


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sorry if this is a numpty thing to ask
just joined the forum and its all still a mystery
im reading couple of hours a day to get my head around the whole thing

is there a full set of instructions for the ecu editor available to download

thanks
aitch

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You could be best off by looking at smithabusas videos abou the topic.. This is the forum were we develop the stuff and sometimes it tends to be a bit difficult to follow up from the idea to an implementation.

Boards like suzukihayabusa.org tend to be very good for user support too. Here is a link to gregs videos:

http://www.suzukihayabusa.org/forum/index.php?topic=138102.0


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PetriK wrote:


You could be best off by looking at smithabusas videos abou the topic.. This is the forum were we develop the stuff and sometimes it tends to be a bit difficult to follow up from the idea to an implementation.

Boards like suzukihayabusa.org tend to be very good for user support too. Here is a link to gregs videos:

http://www.suzukihayabusa.org/forum/index.php?topic=138102.0




brilliant thanks Petrik just watching the video's over a few times
was going to have a look at the software and the ignition maps etc.. to familiarise myself with it. but i cant use it at all, im guessing you have to have an ecu connected first, so will have to wait till i get the parts to make the cable up

 unless there is a way to use the software without ?

aitchsmile



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ok realised i have to open a fuel map first
so i have opened the default.bin file to familiarise myself with the software

is this the oe i should use when i start to tune the bike ?
as far as i am aware the original stock ecu for europe k5 bike
and has not been modified to date

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The us MAP works on an european bike but you loose the oxy sensor and pair functions.

You can get the EU bin somewhere on this board or from other european users.


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