stock ecm must be ok on new bikes.
#41
This test did not surprise me as the bike was otherwise completely stock. On the other hand when you change the intake and mufflers the airflow dynamics change greatly as well as the calibration requirements. Generally speaking we set up our maps and calibrations 13.8-14.4 in the cruise range and blend the higher load areas to 13.0-13.2, this depends on the combination and requirements. With PC-V when you unplug the O2 sensors the bike will run off the programming edits you have in your PC map which are used to correct the ECM's calibration.
#42
The problem comes in when the IED's modify the O2 voltage so the ECM interprets this as the mixture is leaner than it really is. An entire block learn area can change based on this info, including the transition area outside closed loop which was already rich enough. This area now becomes excessively rich with the IED's. Another consideration is that the sensors can only measure near stoich which is 14.6:1(+/-.3) The stock sensors are simply a switch that is constantly toggling between rich/lean, if you are looking for a reference richer (or leaner) than the range the sensors are switching it is important to note they only switch from 14.3-14.9:1, there is really no way for the ECM to interpret the difference between 14.1 and a richer value, the same goes for a reference on the lean side above approx 14.9:1. Hope this helps
__________________
Jamie Long / Fuel Moto USA
The USA's Leader V-Twin EFI & Performance www.fuelmotousa.com
Contact 920-423-3309
Email jamie@fuelmotousa.com
Jamie Long / Fuel Moto USA
The USA's Leader V-Twin EFI & Performance www.fuelmotousa.com
Contact 920-423-3309
Email jamie@fuelmotousa.com
Last edited by fuelmoto; 01-14-2011 at 11:06 AM.
#43
It all comes down to what is acceptable. While the ECM can adjust for some changes, it still retains the same AFR/Lambda targets as stock and and the stock timing tables are less than desirable in most applications.
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