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Meinolf

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Meinolf last won the day on March 17

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About Meinolf

  • Rank
    Guzzisti
  • Birthday 04/30/1959

Previous Fields

  • My bikes
    Norge, V11, LM3, Mille GT, V1000G5+TR5 sidecar, 850 T5 Carabinieri, SPIII and assorted other makes
  • Location
    Uelversheim, Germany

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  • Website URL
    http://

Profile Information

  • Interests
    Motorcycling, my kids, reading, metal craft, sport

social network links

  • LinkedIn
    http://www.linkedin.com/pub/meinolf-althaus/6/537/495

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  1. Meinolf

    Map Day

    Hi, it's 156.25mV or, if total accuracy is targeted, 8*(5/256) with as many decimals as can be successfully measured. Much success Meinolf
  2. Meinolf

    Map Day

    Hi, my valve play recommendation of 0.25mm valve play is based on the measurements done on the V11 camshaft. Less play leads to a much longer period at which the valves are already slightly opened. The effects are loss of mean pressure in the combustion chamber and less time for the valve to conduct heat to the seats. My V11 has run more than 85.000km with this setting. 0.157V as base setting for the TPS is recommended because the ADC in the ECU is a 8bit version. 5V are divided by 256 ($FF), which leads to a step of 0.01953...V. Multiplying this by 8 leads to the 156(.25mV). The 150mV found in the Guzzi literature is wrong, somebody at Guzzi or Marelli made a rounding error. I'm not saying that achieving 156mV is critical, to many factors including the quality of the DMM used come into play. But why not choose the correct value, if it is known, as target. Cheers Meinolf
  3. Hi, the point is the following. The ECU uses two tables with fuel injection values, left (main) and right (delta) cylinder. The tables are indexed by throttle opening (TPS value) and rpm. The TPS is attached to the right (delta) throttle. The challenge is to synchronize both throttle valves so that they are using the same TPS breakpoints. This is essential a small throttle openings, as the TPS breakpoints differ initially only very slightly. At idle the springs are pressing the butterfly valves against the stop screws. Due to the numerous joints there's some play, which is overcome when opening the throttle. So, two different states. Pressing at idle, drawing when opening the throttle. My description is a pre-requisite when using my BIN, as the fuel values were arrived at logging lambda data based on it. Cheers Meinolf
  4. Meinolf

    Decent Tune-up

    Hi, connect Guzzidiag, select graphical display and watch if the curve is smooth when opening/closing the throttle. Beware that there's a change in the gradient at 30°, it get's flatter when opening, due to the characteristics of this TPS's curve formula. Cheers Meinolf
  5. Meinolf

    Decent Tune-up

    Hi, setting the TPS to it's proper start position (which is 157mV with all connections removed) can only be done with a physical adjustment and a voltmeter - not Guzzidiag or any other software. Cheers Meinolf
  6. Hey Meinolf any advice on the fuel mapping for the V11/Daytona before the initial start? Is there any fuel maps available that are better than the std V11 map to begine with?

    Ciao 

  7. Hi, I've spoken to Paul's daughter some minutes ago. She asked me to convey thanks to all who expressed their concern. Paul's condition is still unchanged, but not worse. Cheers Meinolf
  8. Hi, Yes, that's what it boils down to. Well, you don't need special vernier sprockets. Re-boring the index hole in the sprocket with the desired offset is the way I do it. I don't understand the question. What do you mean by effective valve clearence? Cheers Meinolf
  9. Hi, I don't want to niggle, but make sure no wrong conclusions are drawn from above. Using different valve play values should be done only if all relevant factors are known. Simply increasing valve play to garner the benefits of better VE without having a measured the camshaft and valve lift would be a dangerous game. Skipping the ramp up portion entirely is comparable to hammering the valve and all involved components instead of having them smoothly brought up to speed. And, as the total valve lift will happen during a shorter time, the acceleration would increase. Which might lead to valves simply being torn apart or overshooting because the springs can't cope with the increased inertial moment. Just sayin` Meinolf
  10. Hi, sure, a ridiculuous amount would be nonsense and result, amongst other things, in little gas flow. Keep in mind my remarks "...Disregarding all other factors..." and "...Increasing it, within reason, ..". The ultimate goal is get as much air mass into the combustion chamber at the time it's needed and can be utilized. This is expressed as volumetric efficiency. If you have a pump (cylinder/piston) with 1l volume, the largest air volume which can be brought into the pump is 1l, which is a volumetric efficiency of 1. Now consider a combustion engine to be a flow machine. Before opening the valves the air is waiting to get into the combustion chamber. When the valves are opened it can stream into the combustion chamber. The faster the valve opens the faster it can get into the chamber. The speed of valve opening is determined by gradient of the camshaft. By increasing the valve play the controlled (and slow) ramp-up is partly skipped and the opening time (fully closed to fully opened) is shortened, the valve is actuated faster because it's already at a high gradient part of the camshaft. Hence, the air flow will increase. Decreasing the valve play would result in an earlier opening of the valves, but only a slight gap one. The air waiting to get into the combustion chamber is trickling instead of charging, overall volumetric efficiency will decrease. Hence, less air mass arrives in the combustion chamber at the end of the cycle. Having said this, this is a rather theoretical discussion because other factors, such as max. acceleration/deceleration, spring rate, weight of the moving parts of the valve train, surface pressure and so on need to be taken into account. Cheers Meinolf
  11. Hi Kelly, valve play and timing have no connection. I've never measured AFR with a mistral crossover and oval exhaust. My setup is standard crossover and TI exhaust (which flows significantly better than the stock exhaust, but is quite loud) Again using a picture from Motoguzznix's file for visualization, the timing is dependent on the camshaft. It's best practice to adjust the point at which the intake and exhaust valve have the same lift to 2-3° before TDC and not at TDC. Or even behind, which is the reality in Guzzi engines after some time because the chain has worn a bit. The main issue with the V11 valve train are the guides, you will typical see a much larger play than factory specs after some time. So, changing the valve play versus the 0.25mm I've used will impact AFR and not timing or wear and tear. Disregarding all other factors, decreasing the play would reduce the airflow, which would lead to a richer mixture than I intended. Increasing it, within reason, would slightly improve airflow and lead to a leaner mixture. But as I wrote previously, the V11 camshaft is a good one, stay with 0.25mm. Cheers Meinolf
  12. Hi, I'm being quoted as recommending a valve play of 0,3mm or larger for both exhaust and intake valves on the V11. I can't recall recommending this for the V11. The V11 camshaft is very good and the ramps are not overly long. Using 0.25/0.25mm is my recommendation. The old Tonti camshafts, on the other hand, are best served with a valve play of 0.35/0.35mm. The have very long ramps, using the factory recommendation of 0.25/20mm leads to a opening angle of >400°, the valves are slightly (1-2/100mm) open over a wide range during ramp up. The effects are decreased valve cooling time, loss of mean pressure and cylinder fillling. The two pictures (Copyright Motoguzznix) show the effect for the 2 camshaft types. Cheers Meinolf
  13. Hi, I assume that by "original speedometer" you mean a dashboard. Which is talking to the ECU via CANBus, the immobilizer function being one of the bits transmitted over the bus. The 15M/RC don't use CANBus, the speedometer is just triggered by a pulse. Replacing it does not inhibit the starting. Cheers Meinolf
  14. Hi, on 2nd thought your comment deserves a more detailed reply. The name cold start is not well chosen. Start-up fits better. The reason why the start-up function is needed and why it's temperature and to a lesser degree revs since start dependent is the following. After pressing the starter button the injectors begin injecting fuel, the nozzle and the fuel jet are pointing towards the opposite side of the intake pipe . At that time there's almost no air flow and a very low air speed moving through the intake, hence the first fuel shots are creating a fuel puddle on the opposite surface of the intake tract. A surplus of fuel, which is caused by the trim values, during that period ensures that enough fuel gets into the combustion chamber to achieve a ignitable mixture. This effect is engine and air speed dependent, so a temporary enrichment for some revs is needed at any engine temperature. Once the engine is turning over at a higher speed, the resulting higher air speed moves more of the injected fuel into the combustion chamber. And the increasing temperature of the engine increases the evaporation of the fuel, again resulting in more fuel getting into the combustion chamber. My current conclusion, based on the measurements, is that the critical values in the start-up table are those used during the first 10-50 revs. Once the engine is running on its own the start-up table values can be replaced by fuel engine temp trim table. Cheers Meinolf
  15. Hi, It might not be that cold, but the breakpoints go up to 125C. So yes, 65C. Cheers Meinolf
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