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Meinolf

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Meinolf last won the day on December 18 2019

Meinolf had the most liked content!

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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. Yes, that's correct. The active word being "most" Cheers Meinolf
  2. Hi, Higher numbers are newer versions. Cheers Meinolf
  3. Hi, it's version 93_6, dated 2017.08.31. Cheers Meinolf
  4. Hi, I still get frequent requests for the latest V11 BIN. During the last 2 years my activities have moved on to other bikes, Guzzi Jackal, Norge 1200 2V, Aprilia Mana GT and Aprilia RST 1000 Futurua. So I didn't have the time and inclination to do further work on the V11 BIN. This will likely change, as I plan do some work on my V11 (suspension, cylinder head porting, valve & valve guides, valve timing, ...) during this winter. Also the experience gained since scrapping the unreliable and error prone Innovate LM2s and moving on to the Zeitronix ZT-2s plus a enhanced set of software tools (programmed by Beard) have led to better data logging and analysis quality. If I get usable results for the V11, I'll share them with you. In the meantime the V11 BIN can be downloaded here: https://drive.google.com/open?id=1e7MMuO6vrUZGFfmkCtL3zsW1qeS6uDgY My recommendation for the basic setup, which is tightly linked to the BIN, is: - CO trim set to 0 (using GuzziDiag or directly changing the EEPROM value) - Both bypass screws completely closed (I could have built the BIN and fuel values with opened screws, but this would have introduced an additional error source. My half turn open is likely different from your half turn open. Completely closed is rather unequivocal in comparison). - TPS baseline set to 157mV (The 150mV found in the service manual and many other places in the internet are wrong, the Marelli or Guzzi engineers had rounding errors in their calc. 7mV are not much, but why not do it correctly if setting it anyways) - Idle sync using the two throttle stop screws (I've explained the reason several times already. The play in the diverse parts of the throttle opening and the spring push (throttle closed) versus cable pull (throttle open) operation makes this the only way to get a sync at idle as perfect as possible. While my V11 is mostly stock, I introduced several changes. One is the bell shaped opening of the intake snorkels, another one is the rework of the throttle butterfly valves and their shafts. These, and the TI cans I'm using, have increased airflow thru the engine. Meaning that bikes which do not have a similar airflow or, for example, have the airbox removed (very bad decision), will run richer than required. If you believe this is the case, just reduce the left cylinder fuel values in small steps until you are satisfied. DO NOT change the right cylinder fuel values or you will loose the biggest advantage of the BIN, which is synchronized Lambda/AFR values across the cylinders. Cheers Meinolf
  5. Hi, Beard's PayPal name is guzzidiag@gmail.com. The Guzzidiag software has a clickable link to PayPal using this email address. Cheers Meinolf
  6. Hi Tom, the pleasure was mine. Cheers Meinolf
  7. Meinolf,
    I posted this yesterday...

    "I realize this thread is as old as dirt, yet maybe the world has changed since 2007. I also posted this question under the "Fuel Mapping" thread. I don't mean to be redundant, I it's just with these older threads, I', hoping my question gets found:)
    I would really like to improve the fuel mapping in my 2003 Rosso Corsa. I had the TuneBoy work done to it, and it came out pretty good, not amazing, but pretty good . I still had the hesitation at the 2700 to 3000 rpm range. Actually I didn't love the throttle response below 3000 rpms in general. Any how, a blown clutch. a bit of fiddling by the Guzzi dealer and 5 years later it needs a refresh/update.

    Thus my question. Go back and have the TuneBoy refreshed or are there better options at this point? I'm not looking for a fire breathing dragon here, just a better, smoother throttle response."

    The feedback I got was...
    "Interesting. The question about whether "Beetle" (not a member here) has written V11 maps came up at the Fifteenth South'n SpineRaid. Dunno. :huh2:

    For sure, though, our member Meinolf has likely written the very best V11 mapping to date. Far better than any other option, as I understand. :thumbsup:"

    Thus my reason for reaching out...Do you have any maps for the Rosso Corsa available and how might I obtain one?

    Thank you in advance.

    1. Show previous comments  3 more
    2. turo

      turo

      Meinolf,
      I'm sorry I missed this...yet I did not receive the BIN
      Can you still send it?

      Thanks again,

    3. Meinolf

      Meinolf

      Hi, I've posted the download link in this thread:

      Cheers
      Meinolf

    4. turo

      turo

      Thank you so much sir, it's greatly appreciated.

      -john

  8. Hi Dave, I don't know if the hardware of the ECUs used is exactly the same, the additional identifier (16Mxxx) on the ECU label would help in answering this. The code used in the Duc BINs is similar or identical (given the hardware of the bike is the same) regardless of the bike's make. Marelli uses a code library approach, many code sections can be found in all ECUs (P8, 16M, 15M, 5AM and even 7SM, though this one uses an inline coding technique). Cheers Meinolf
  9. Hi, why would one continue to use a PC after direct editing of fuel maps became possible escapes me. The PC is a wart on top of the ECU and the axis values don't match the ones used in the BIN at all, with all the detrimental effects resulting thereof. Which could be rectified, the Dynojet Power Core software allows changing the TPS % values and adding additional columns. They could be brought much closer to the degree values, at least on the 15M, where the low degree values can be represented with % values to a sufficiently good enough approximation. And Dynojet, upon request, also changes the rpm values and columns. Cheers Meinolf
  10. Hi, first and foremost the the peaks and troughs are a reflection of the volumetric efficiency of the engine. Air mass going into the combustion chamber does not increase linearly with rpm or TPS opening. Cheers Meinolf
  11. Hi, yes, the MCU is a 68HC11. All ECUs (Marelli 15M/59M/5AM and Sagem 1000) whose code I've dissassembled use raw look-up tables for the digitalized input and a conversion look-up table. The raw values are only used for out-of-bounds checks, most of the code uses the converted values. Which makes sense, as most raw values are reversed - low raw values equivalent to high converted values - and using a look-up table saves some code and computing time to reverse the data. And look-up tables make it easier to adapt to new sensors, be it NTC, potentiometer or whatever. Cheers Meinolf
  12. Hi, and just to close this off. The 157mV I recommend as TPS base setting stems from the TPS ADC look-up table in the BIN. Guzzi, or more likely Marelli, made a stupid mistake in this table because a wrong rounding was used. The ADC in the 15M/RC is a 8bit device, translating the (analog) voltage coming from the TPS into 256 digital steps. 5V divided by 256 equals 0,01953V. The difference between 150mV (factory recommended value) and 157mV is quite small, in fact if falls under the graininess of the ADC function (look this up in the web if interested), but why use a wrong value if the correct one is known. Cheap blueprinting, as it is. Cheers Meinolf
  13. Hi, the butterfly valves should be firmly seated against the throttle body. In fact the butterfly valve contact areas are slightly tapered (no sharp right angle edge) to ensure a consistent seating without hammering into the throttle body. I've found that getting consistent (+/- 1 or 2mV) readings if using the same force to completely close the valves is standard. The variations you mention might well be due to worn out throttle shaft bearing(s). I've used standard bushings to replace the original ones if the play became to large. Cheers Meinolf
  14. Hi, the recent discussion about optimized BINs has revived the interest in the BINs I created for the V11 (and Jackal) with a 15M ECU. Those having 2V CARC models might be interested in this one: https://wildguzzi.com/forum/index.php?topic=100576.0 Cheers Meinolf
  15. Hi, re a) My comments above refer to the idle sync. The running sync should be done as described in the service manual. This will take up the lash in the connections between the two throttle valves. Removing this lash has no impact on the breakpoint sync done with the idle sync procedure. As written in my previous post, this becomes much more obvious if the system is closely looked at and considering in which direction the lash works. re b) If using one of the throttle stop screws will achieve both the synchronicity and the desired idle rpm, that's all right. I've found that getting both right typically requires both screws. Cheers Meinolf
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