Why are motorcycle ECU's invariably Alpha N setups. My Wolf has an IAT and MAP sensor, so why wouldn't the Protune software use SD instead? As far as that goes, why not use a MAF setup on some bikes? I understand the reasoning behind Alpha N on ITB setups, because of possible variance in MAP between individual throttle bodies. On a single throttle body like most American Vtwins, it just seems that SD would be better. This would also allow for a backup Alpha N table in case of MAP failure, just as many cars have. Or, like GM ECU's, you could add a MAF and have SD and Alpha N backups.
Motorcycle EFI question
- Thread starter gametech
- Start date
over my head, glad I have a carb
Sven will take this, right up his alley ....I'm OUT.What did he just say
Where's the carb?
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I converted my GTO to SD because the turbo exceeded the hard coded MAF limits, but on my dad's whippled Silverado, I left the MAF but converted to a 2bar MAP for full functionality.
chubs
Guru
Are you talking about pussy? I'm old school and totally lost!
Tapio
I'm currently experimenting with lean cruise for fuel economy, as well as richer settings for lowered engine temps in traffic. The limits of the factory narrowband O2's and the S&S software are impeding progress. I'm thinking of using something like a Megasquirt fuel computer, but the Wolf really doesn't have many hiding spots for extra computer modules. As far as that goes, the V&H exhaust isn't exactly going to hide a wideband O2 bung.
Actually, GM still uses MAF and SD blending. For fast throttle transitions, the old style MAFs were far to slow for proper tip-in response, but even the newer card styles seem to only have an advantage in the amount of airflow they can read. However, instead of an old style VE table, the newer GM stuff uses a simultaneous multivariable calculation based on several different inputs for the SD part of the tune. This accounts for the possibility of variable intake length/volume, variable exhaust, and variable cam timing, as well as DOD. With the sole exception of individual cylinder trims, motorcycle ECUs are still using late 70's to early 80's style tuning. This need on a front to back air cooled motor for individual fuel and timing trims is what makes it so difficult to find a really advantageous tuning solution. The computer really needs to treat the engine as two separate one cylinder motors. It is also REALLY difficult to find someone who both understands tuning and looks good enough to ride bitch while holding a laptop to datalog. Tuning cars is SO much easier.
chubs
Guru
Jersey Big Mike
100K mile club
I'd also check this site out. This guy made his own EFI computer for several bikes. There are some other arduino projects on the net that might be interesting as well -- do a google search on DIY fuel injector control.