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Post Info TOPIC: Building a bike emulator to verify programming results


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Building a bike emulator to verify programming results


I think its time to proceed to the next step, build a bike emulator to verify the programming results. Thanks to RR the bike emulator is a concept that is proven to work and well documented. Luckily also the kawi and busa sensor environment is very alike.

Most of the sensors are just resistors or on/off switches that are easy to emulate. Anyhow the biggest trouble is to generate the crankshaft and camshaft position signals. If I remember correctly there is one camsaft pulse for every 720 crakshaft degrees and the crankshaft has a 24 pin wheel attached to generate 24 pulses for every 360 degrees.

To generate the signals I thought to be using the RSK7086 kit from renesas, same device that was used for the AUD reading - but of course propeller or any pic could be used. Renesas sh7086 has an ATU (Advanced Timer Unit) able to output a squarewave pulsesignal set by register values - its a very alike to sh7052 so its most likely a very good learning experience to learn the ATU registers. Of course in addition to the pulse generator, also some additional circuit is needed to change the TTL signal to voltage peaks that the ECU circuitry understands. As an added benefit of using an RSK7068 i hope it being able to log the ignition and injection timing signals generated by the ECU. I hope that the speed from sh7086 is high enough to do that.

The attack plan is the following:
- Generate the crankshaft pulse using the ATU. (I dont know how critical the pulse format is, so it could be possible to just use a loop like with AUD read program.)
- Count the crankshaft pulses and output a camshaft pulse at every 48 pulses
- 24/360 is only 15 degrees per pulse so use 10 times higher 1.5 degree resolution
- measure the injection signal from ecu cylinder 1, calculate duty cycle or actual pulsewidht in ms based on for how long the injector is turned on.
- measure the ignition signal from ecu cylinder 1, calculate the ignition advance in degrees from the moment the signal is turned off.
- Print the ignition advance and injector pulsewidth first to the LCD and later output it to the COM1 togehter with RPM, Throttle% and manifold pressure measured using the AD converter giving a possibility to generate a simulated map tracing.

The first draft of the programming logic I am possibly thinking to use is found here:
http://macmadigan.no-ip.com/Public/ECU/Bike_Emulator/Logic_First_draft.txt
As usual - any comments would be appreciated...



-- Edited by PetriK at 15:23, 2007-12-07

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The interrupt driven cam/crankwheel emulator sw is ready - but unfortunately also the LCD and SIO subroutines use interrupts, so it seems to be critical how long messages can be outputted without pausing the cam/crank output... or maybe I just dont know enought about setting the interrupt priorities etc ?

Alternatively perhaps the data could be logged into ram and then stop the ecu and transmit the logged data as a batch ?



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Is there a 'missing' pulse for every revolution of the crank? On the SV, TDC is recognised by the absence of one pulse ... there's a missing pole on the crank rotor. Fortunately there is no cam sensor on the SV, so when/if I get around to building a simulator, it'll be a little easier ...

btw, due to the nature of the propeller (having 8 independent processors on board), it will be possible to use one processor to generate crank pulses, another processor to talk on the USB to a laptop, ... if I had a cam sensor I'd use a 3rd processor to generate the pulses for it ...

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8 independent processors ? ...!!???

The carnkpulse is a 24 tooth wheel for 360 degrees and cam pulse is 1 tooth for every 720 degrees.

I am right now in a process building the bike emulator by reading the codes from the gauge panel and adding components when seeing a new code... looks like just a very straight forward excersise.




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You also need to make sure you keep a constant duty cycle. As the engine speeds up there are not only more pulses per second but the duration of the pulses themselves get shorter.

I used a 25% duty cycle. Whatever period I calculated for a specific RPM the signal is high 25% of that time and low 75%

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THe next challenge is how to get the camshaft/crankshaft signals working.

There is either something odd with the crankshaft wheel itself or the signal that I generate to simulate cam/crankshaft is not good. I have tried 24/1 and 8/1 without success.

RR, could you post what your sensor signal looks like ?

My curret waveform looks like this:

crankshaft

ps. Just when writing this I got information from the person hacking Z1000 that the kawi crankwheel is 20(+missing one) + 1 camshaft so maybe these new ecus all use that ?


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Don


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I'm not sure if this is helpfull or not, the the 32 bit processor Kawasaki ZX6R (2003-2006) engines have a crank position sensor toothed wheel that is a 24 - 1 configuration, meaning that there are 23 teeth on the wheel with 1 tooth missing. If that one missing tooth was present, the wheel would have 24 evenly spaced teeth with the gap having the same width as the tooth. The cam pulse is timed to happen during the missing pulse. I do know if the cam pulse is late (like if you advance the timing by moving the crank shaft sensor), the ECU gets very unhappy and will act like the rev limit has been lowered 2000 rpm. I have created the signals to drive the crank and cam pulses using the sound-card headphone-out connector on my laptop and a .wav editing software. I created sine waves and played them to run an ECU & harness on the bench. It's a bit scarry having 4 spark plugs firing at 15000 rpm on the bench! The ECU is much happier when the cam pulse happens earlier rather than later. The 32 bit Suzuki GSXR600 ECUs (2004 - 2007) all have a 24 - 2 configuration on the crank position sensor pick-up wheel. I Have run these the same way on the bench.

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Excellent - many thanks Don !

Your words confirmed that the pulse wave is less critical and gave two scenarios to try out.

After having resolved that the sh7086 turns signals off when setting a value to the timer counter it was easy to test the scenarios.

With 24-1 / 1 the C11 errorcode disappeared. Now all I have is ignition codes C24-C27 which should be easy to tackle, maybe with 10uH coil with 10Ohm resistors. Now I have 10uH with Leds and 470 Ohm resistors.

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Don


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I wanted to make sure that I was clear in my previous post. When I said that I ran the Suzuki the same way on the bench, I meant that I used the sound card to generate a 24 - 2 signal with a cam pulse during the missing tooth area. I did not use the same signals as I used for the Kawasaki 24 - 1 crank signal. The timing signals are very critical and the ECU gets very upset when they are not right. If you are having problems figuring out where the cam pulse goes, you can run the ECU without the cam pulse once you give it one pulse. After that it remembers the phase of the engine and only needs the crank signal to keep running the engine. Let me know if you need more information. Thanks!

-- Edited by Don at 18:09, 2007-12-09

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Thanks Don, I will check the timing pulses again at later stages. Now its good up to around 3000rpm after which point I am unsure if its my signal generator or something else that fails. Would be anyhow very interesting to find out more how you physically connected the ECU to your laptop and what kind of sound wave you used... that could be possibly an easier method of making the high rpm:s than with a separate processor card.

Just remembered that inside the K6 Busa ECU there is the K5 EURO program. Propably need to update the unit back to K6USA code. With K5EURO ECU both the Coils and Injectors give a fault signal where as with K6USA with EURO code just getting the Coil fault signal.

Additionally I suspect that the ignition lock is not directly changeable between K5 and K6 or between USA and EURO models.

ProjectStatus_9.12.2007_s.jpg

-- Edited by PetriK at 19:56, 2007-12-09

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Don wrote:

The 32 bit Suzuki GSXR600 ECUs (2004 - 2007) all have a 24 - 2 configuration on the crank position sensor pick-up wheel.






Same with the SV, there are 22 poles on the crank, at 15 degree intervals. The ECU must use the two 'missing poles' to determine where TDC is. I think the first zero-crossing after the missing poles might be TDC ...?

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its good that there is a lot of variety in the world. That is one of the things that make a project like this an interesting one...

This photo is from z1000, based on the way how ECU behaves on 24-1/1 vs 24-2/1 I suspect busa being alike to this. Then of course one could ask if -1 is the missing teeth or -2 is the missing spaces. Propably there could be a working combination for both depending on the way how the pulse is generated ?

z1000

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Don


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I used Goldwave .wav editing software and created the sine wave for both the crank and cam sensor. I could create, on the right speaker channel, the 48 sine cycles (2 revolutions), then remove one or two pulses for each crank revolution depending on what ECU I was working with. Then, on the left speaker channel, I created the single sine cycle for the cam pulse during the first crank missing tooth area. I just played with the shape of the sine cycle during the missing tooth area. Here is a link for some captured inductive crank sensor signals:
http://www.picotech.com/auto/waveforms/crankshaft_sensor.html
Since most all speaker outputs of the sound cards are capacitive coupled, I just used the "common" wire and connected it to the "common" side of both cam and crank sensors, then I connected the right speaker lead to the crank sensor wire and the left speaker lead to the cam position sensor wire. I have used this set-up to check out many of our racing wire harness conversions to make sure we properly disabled the antitheft and safety lock-out circuits, as well as determine the actual rev limit. We've done Kawasaki, Yamaha, and Suzuki systems. We'll be doing a Honda system very soon.
Let me know if you have any additional questions!
These projects are very interesting to me!
I Love this stuff! smile.gif

-- Edited by Don at 18:41, 2007-12-10

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Something along these ?

http://macmadigan.no-ip.com/Public/ECU/Bike_Emulator/24-1_1.JPG

http://macmadigan.no-ip.com/Public/ECU/Bike_Emulator/24-1_1.WAV


I like the idea, very neat ! Never thought of it - even though I have used this method to calibrate my Innovate LM1 several times. Very good indeed !

ps. When visualizing This made me to realize that I have an error with my sound producing formula which may change the final wheelsetup. I dont currently do the missing teeth at 360 degrees, just at 720 degrees.



-- Edited by PetriK at 13:00, 2007-12-10

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Don


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Yes, something like that. The missing tooth waveform looks different though.



The sine wave for the missing tooth looks like this. I had to manually edit the sine wave to get it to work right. I used the same "missing tooth" sine cycle for the cam pulse.

Don't forget to turn the volume up! Scratched my head on that one for a while!idea

-- Edited by Don at 19:15, 2007-12-10

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Don, could you please repost your missing tooth sine wave ? I am not seeing the picture...

Interesting thing happened though when testing the 24-1/1 against 24-2/1 again. When I added the missing tooth at 360 degrees, I started to get a cam error again. So now I have missing tooth is the first tooth and generate a cam pulse with that. The only thing that really works is 24-1/1 between 2000-3000 rpm. Anything above that and I get cam error. Looking the signal with a scope indicates that the CAM pulse peak voltage starts to drop at that point. So maybe its a hardware problem ? Maybe the processor IO ports do not throw in enough current to drive the coils (with 220Ohm and a Led in series with a 63Ohm coil dc (670Ohm ac), no cap).

I am puzzled to which direction to take with the pulse generator. A pic based solution would be ready to be tested from the local hacker. Alternatively a software could be built to run the pulse generator from PC. The sound waves are a good concept too, but somewhat limited to test different scenarios.

BTW I had a fault with the USA ECU with coil signals. There is a signal from the processor to enable the drivers. Somehow that voltage did not come through to the driver enabling transistor. Needed to add a resistor to the board to get the coil drivers to work. All this time the coil driver signal from processor was good, just missing the driver enabling signal.



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First the good news...

After adding a couple of driver transistors and reconnecting the coils to double the voltage that drive the Crank and Cam pulses the signals work now very well. It was really too low peak voltage that caused the problems.

The bad news - not a big deal really. The injectors need separate coils for each injector as the opening time is geting so big that those generate errorcodes when the opening time is increased.

Then the really good news - reprogramming of limiters was succesfull, I guess. The rpm gauge showed revs up to 12.000 without the ignition coils shutting off where as earlier the limit was 10500 at the gauge. So reprogramming has desired effects.

Below you can see the gauge going up to 12.000 rpm wihtout the ignition shutting off. About injection we can not be sure before I have fixed the circuit to have individual coils for each injector.

ProjectStatus_11.12.2007_s.jpg

Soon its next step which is to continue dissassembling and getting the verified results.



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Looks like your having fun. Do you have a gear selector? Would be interesting to see if you can bypass the speed restriction. By the way, some of the bikes the speedo only goes to 300km even if the bike is going faster.

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You alwayus spot the right things. The Gear Position sensor is not yet fully implemented, its an array of fixed resistor values. Anyhow I did simulate the gears by connecting the gps wire to 0 or +5V to see the effects.

This speedo is up to 340km/h, but on the bike which has speedohealer to corect the speed the needle really stucks there where as my bike wants to drive faster...

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I think that the limiters are now reprogrammed to be the same for all the gears...

Anyway to further investigate the mapping changes more work is needed to make the RSK7086 board to calculate fuel injector opening times as well as the ignition advantage.

Will most likely use a PIC based device to generate the pulses to free up the RSK7086 for just AUD RAM variable monitoring and for actual fuel and ignition timing tracing.

There is one interesting thing found though. It looks like the ignition is cut off occasionally from cylinders 1&4 when revving the ECU on neutral gear (unless something went wrong with enginuity map definitions). The actual fuel cut is the two middle cylinders

Also the PAIR valve does not seem to get a signal from USA ecu (understandably) where as vacuum control valve signal is there <2500 gauge rpm.

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Some small progress again, the aud read program works just fine in "read byte mode" to read the ram variables on line and echoing those to a terminal when the ecu is running. Anyhow the resolution of various sensors seems to bet just almost on and off, or alternatively I have problem with aud read?
 
The coolant temp, amb pressure etc. only give values between 0-2 where as the gear position sensor gave 1 (neutral) to 0x40 (sixth gear).

Coolant temperature,FFFF81D2 = 00000000

Ambient pressure,FFFF81CA = 00000002

Gear position sensor,FFFF83CF = 00000001

Unk AN10,FFFF81DC = 00000000




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   I just joined but, I replied this message on the SHO board to Petrik.


Petrik...I am not yet a member of the active board so, I am posting here. You said this below: Also the PAIR valve does not seem to get a signal from USA ecu (understandably) where as vacuum control valve signal is there <2500 gauge rpm.

 I have an O4 model Busa and it had no wiring to the pair pump or on the assemblies. So, you are correct that it receives no signal. Also, you are correct the USA model does have a vacuum cntrol valve for the flapper in the airbox. Mark



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Welcome to this board too. This is the place where the action takes place and skills are. I answered to your questions at sh.org.

The key question here is: What is the serial number of your ECU and if you can verify that this ...

http://macmadigan.no-ip.com/Public/ECU/Busa32bitECU_programability_test.pdf

... gives the same answers as documented.

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You'll find the Suzuki speedo's are what you need to hack to fix them not reading over 299 KPH / 186 MPH

The speedo reads the sensor on the output shaft directly.

The ECU doesn't read the speed sensor at.

The Speedo is "dumb"

The ECU speed limits the bike based on RPM in 6th gear.

So at the RPM the stock gearing would reach 300KPH the limiter cuts in.

It's funny really cause you'll find the speedo is roughly 8% optimistic (reads high) so the speedo says 299 when the bike is actually only going 270 something. (and the tacho keeps climbing)

The limiter doesn't cut in until much later.

The other funny thing is that the speedo is 8% optimistic but the Odometer is spot on.

(The factroy tacho is usually optimistic as well , especially on a new R6 LOL)

If someone could hack the stock speedo's to make the read over 299/186 there would be lots of people interested in that mod. (even though they'd never really use it)

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The olders speedo which you can see in the pictures above actually reads originally up to 340km/h. There is an unit called speedohealer which one can buy from internet which fixes the speedo readings so it becomes a matter of downgrading the speedo gauge backgrounds to old style backgrounds.

After installing the speedohealer my speedo is spot on at 300km/h when measured and if any above I can always read the RPM gauge which is off too.

The gauge cluster itself is not really dumb, it receives a lot of data from the ecu in a serial format protocol that ecu sends to it for fault codes, fuel consumption calculations etc...



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What I was getting at is that the ECU doesn't speed limit based on the speed sensor or the speedo telling it anything.

Don't forget,

When you "speedo healer" or "yellow box" the speedo signal to correct the optimism you then throw the odometer off.

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Coming back on this uncertainity about what is the crankwheel size on Busa.... based on reading the disassembled code where Crankpulse variable seems to be FFFF81AA I can confirm that Busa ECU is expecting 2 x 24-1 pulses.



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PetriK

What did you use on your bike emulator to stop the coil and injector faults ?

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Small coils, i.e. transformers used for telephone lines. The DC resistance is around 2 x 32Ohm and those work just fine. On injector side I just used 2 transformers kind of "cross" connected , but ignition required 4 individual transformers. The injectors are 10Ohm,10uH if i remember correctly - but its more about the uH than about the resistance.

Many of the faults were also caused dirty cam/crank output. There too I have transformers with 1:2 relation. I needed to put separate transistors on primary side to drive the current up and no condensators or anything to clean up the peaks on the secondary side. Big enough peak to peak voltage difference were the key on getting the signal correct.


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PetriK

I have connected inductors to a Busa ECU on the bench but I get C24,25,26,27 when I play the 24-1 wav file to the ECU.
When I connect the same inductor in place of the coil on the actual bike it starts and runs (on 3 cylinders) without any fault code.
Any idea's.
I even connected the real crank and cam signal from the running bike to the bench test ECU and I still get the C24,25,26,27....???

-- Edited by Barry at 14:01, 2008-02-12

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Is this project still ongoing work? Is there a source where I can find wiring diagrams and/or part lists of the circuits described above (injector, ignition coils)?

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I've finished building my SV emulator, and it works well. I managed to get a hold of a set of throttle bodies complete with STV and STP sensor and injectors ... so I can watch the secondary butterflies opening and shutting for various IAP/IAT etc conditions.

The only issue I have is with the speakers that emulate the ignition coils. I already blew one up with over current - and a 100-ohm resistor in series to limit the current was too much - it triggers c25/c25 errors (coil missing/faulty). I connected up a coil out of a VF750 that was near at hand and that cleared the error codes, but I think it would be better to just use transformer coils or inductors.

So my question is, what series resistance are you adding to limit the current in the emulator coils (if any)? I suspect I should be using a lot less than 100 ohm, ... I guess the value should depend on the DC rating of the coil and work it out from the supply voltage (12v) divided by the rated DC current?

cheers,
Mark



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I didn't use a current limiting resistor on mine. When I used a speaker it was a 100+ Watt woofer. The transformer I use is a 120vac to 12.6 300mA power supply transformer. I connected the coil across one of the center tapped secondaries (6.3V)

Forget the resistor, just find a bigger coil.

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RidgeRacer wrote:

.... I connected the coil across one of the center tapped secondaries (6.3V) ...




 thanks RR, what do you mean here? you connected a coil across the transformer? isn't that the job of the transformer?

in my configuration I have +12v to one side of the speaker, and the other side of the speaker connects to the ECU. The ECU pulls low and releases. After 5 minutes or so, the speaker got too hot and died. It was only a cheap 0.25W speaker though.

If I use a transformer winding instead, the config will be the same - i.e. one end of a winding to +12v and the other end to the ECU. Is that what you did? I'm having trouble understanding the use of a coil AND a transformer in your prev post.

But then I have trouble understanding lots of things.

Cheers,

MArk



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Sorry it was incoherent, that is what happens when you try to answer technical questions late at night  yawn

To make it worse I actually got it totally wrong as I discovered when I went to post a pic of the schematic.

ecu_004.jpg


Actually on mine I just used 12V filiment lightbulbs for the coils. It was the injectors that had the speaker /  transformer.  Any way this shows how I wired in my transformer.

Sorry for the confusion.

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Thanks RR, ... I assume you just lived with the error codes for missing flyback voltage from the ignition coils?

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I didn't get any error codes off of the coils. It was the injectors that gave me the errors until I put the transformer in series. Of course this was for a 16 bit ZX-12 ECU. PetriK's busa emulator would be closest to what your trying to do.

-- Edited by RidgeRacer at 23:13, 2009-01-28

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Hi,

I mounted a Haya ECU under my bread board, connected various potis and resistors to emulate sensors. connected coils as ignition coils and coils for injection, coils for camshaft and crankshaft position too. I installed FTDI cable to read gauge data. After playing the wave file the ECU "turns" without any fault codes. As I change the "sensors" I can ferfectly watch them change in Petriks ECUeditor. I installed LEDs to watch VC and Pair valve working. As I change parameters by changing frequency of sound file resp. turning potis I can see when those valves switches.
But I canīt recieve power at the ignition coils. Connection 9 (fuel pump) and the heater for lambda doesnīt get power as well. Gauge cluster is not connected. Is that the reason for missing power for the fuel pump relay?

Regards, Torsten.

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How did you handle the anti-theft input?

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Hi,

anti theft is on pin 53 (orange/yellow in the original wiring). right? according to my suzuki drawing I connected it to ground...should I handle it in another way?

With kind regards, Torsten.

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I don't know about the EU bikes but the US bikes the O/Y goes to the ignition (key) switch. There it is connected to a resistor goes to 12V. The ECU will not start the bike unless the correct voltage appears on 53. Is this a US ECU or are you running US code in it?

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Thanks a lot for that hint RR. I tied in a appropriate resistor and the ECU fired up on my desksmile.gif I have a EU haya and want to see how the lambda probe works. I gave a voltage between 0 and 0.8 on pin 45 and can see how the value for oxy sensor in ECUeditor changes. But the heater doesnīt work yet. I will go ahead to solve that...

What many people mentioned already: super forum!

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Have not tried this, but looks promising for anyone building an engine simulator (or emulator ?)

http://www.daqarta.com/dw_gen.htm



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