Meinolf

Hi, you can change the ignition map of the ECU with programs such as Tunerpro. Download the map using 15M-reader, change the values and upload the new map with 15M-writer. While I don't have any advice how much and in which areas (rpm/TPS) the ignition should be changed, it definitely should be retarded. Cheers Meinolf

Hi, I haven't dissassembled my triple clamp yet, but I found on other bikes that laying a weldseam into the race also made them come out easily. The weldseam typically doesn't have to go all the way round. If you should use this approach, then take the precaution to disconnect the ECU and battery beforehand. Cheers Meinolf

Hi, I've literally sent 1000's of modified bins to the ECU during my explorations into the 15M, and have never experienced "stickiness" of a bin. Load a new bin, or resort to the previous one, and that's what the ECU will be using. So un-tainting is easy, load the previous bin. As to the cold start map. I have not yet done any systematic investigation of the cold start map/function, but for sure there's more than meets the eye. At first glance it seems that just 2 parameters can be twiddled, the values (injection values) and the map points. The map points need to be synced with the scalar, so if you change the scalar values from 4.000 (which seems to be the OEM values), then the map points in the cold start map should be changed accordingly. Additionally I (believe) have found that there's an interdependency between the injection values and pre-ignition values. When playing around with the injection values (going up to 255), I saw pre-ignition values of up 61°. Which is way higher than any value in the ignition map. Appearently the ECU is using not only the values is the map, but also uses functions (equations) to correlate the different maps. I'm pretty sure that idle (regardless of cold start or after the engine has been running for any time) is controlled also by changing the pre-ignition. As the actual ignition values I have seen are completely different than the values in the maps, this seems to be a reasonable assumption. Particulary as we found that the interpolation between two map points, for example in the base maps, is based on a linear interpolation equation (http://en.wikipedia.org/wiki/Linear_interpolation) But, we don't know even know is this interpolation is in one dimension (rpm map points) or in two dimensions (TPS map points). I believe the latter is the case. Identifying maps (16x16 or 1x16) in the bin is (relatively) easy compared to finding the equations. I've spent considerable time gazing at the disassembled code, but, having no skills as a programmer at all, could as well have been looking into the sky :-) I'm sure that Beard (the guy who wrote GuzziDiag and the other tools) and Paul would highly appreciate the help of anybody knowledgable in software. On the 15M (which also is no longer a focus topic as everybody is researching the newer ECUs), I'd say only 50% of the existing maps and correction tables are identified and understood. Much less on the interdependencies. So, what might be happening is that a changed value in the cold start map is outside the accepted range for the equation calculating the ignition. The result is that, even though the injection value might be good enough to provide an inflammable mixture, the corresponding calculated pre-ignition value is too far off to actually ignite the mixture. Anyway, if there's a problem after changing the bin, go back to the last known-to-be good map. Cheers Meinolf

Hi, no. Changes of the CO trim value affect the entire rpm range. However, the effect is not linear. From ~2.700 - ~ 5.500rpm the increase in injection duration is more pronounced than below or above those points. This increase is also influenced by the value at B7B3, which can be considered to be a factor applied to the CO trim value. This diagram http://postimg.org/image/4i0nf00c9/ shows the results of CO trim values +50 and -50 while varying the value at B7B3 from C0 to 80 to 40 (hex values). Cheers Meinolf

Hi, the area of the inlet, dependent on the TPS angle, is non-linear because its a sine-function. With 30° TPS opening the inlet is already 50% open. Cheers Meinolf PS The table below does not include the area blocked by the shaft. But as this is "hidden" for throttle openings below ~70° and then only further accelerates the non-linear effect it shouldn't matter for the purpose of visualizing the reason. https://db.tt/xSczhd0T

Hi, here's https://db.tt/q479wUGY a description of the interactions of the 15M values I have found so far. Cheers Meinolf

Hi, the standard value is 3984 revolutions, not 1000. But, the influence of the start enrichment (standard map) is almost nil at normal ambient temperatures and it decays rapidly after several hundred revolutions. https://db.tt/SOJiFgSL Use the CO trim function in GuzziDiag to pass the test and set it back to the original value afterwards. Cheers Meinolf

Hi Christian, plenty of bins here: https://www.dropbox.com/sh/znw3dz34cse6pp1/grundoRmK4/Moto%20Guzzi/MotoGUzzi%20Maps. This https://www.dropbox.com/sh/znw3dz34cse6pp1/hGTAQHsc0-/Moto%20Guzzi/MotoGUzzi%20Maps/61600.537.01_3D02VS9F_V11_SPORT_CE_MY00.bin should fit. Cheers Meinolf

Thanks

Hi Slavomir , may I share your download and post it in the German V11 forum? Meinolf

Hi everybody, (Hi Jaap, I believe I saw you during the V11 meeting on the Vogelsberg some weeks ago) I have been visiting this forum for some time and now registered. I am 47, recently widowed, have 3 lovely daughters and live in a small village called Uelversheim in Rhineland-Palatinate, Germany. After studying mechanical engineering I ended up in the PC industry and have been working there since 1986. My first bike was a 125cc Harley Davidson bought when Harley sold the factory in Italy in 1980, then a Honda CB500T and afterwards too many others to remember (BMW R65, GL1000, CB750KZ, etc). One bike I have had since the mid 80's is a BMW R90S, which I drove only infrequently while making my career, building the house and having a family. In '99 I found that I had a bit more time and needed a pastime for myself. So I rejuvenated the R90S and afterwards a Mille GT caught my fancy, eventually I bought one - this was my first Moto Guzzi - and enjoyed it tremendously. Shortly thereafter I thought I needed another bike which I would use during all seasons without bothering to keep it overly clean; that's when I purchased a Honda VF1000F. Alas, I don't seem to have the ability to neglect in me, because I spent as much time keeping it in good share as I did with the others. At around that time my wife was diagnosed with ALS (Lou Gehrig's disease). I started looking for a bike with a sidecar to still take her out for a spin and eventually found a V1000G5 with a Walter TR5. I could lift my wife from her wheel chair into the sidecar and belt her in securely. This worked for about a year until her condition worsened so that she could keep not upright any more. So I started looking for alternatives and by chance a GL1100 came my way. After installing a backrest I found that I could lift my wife onto the rear seat with the bike on the side stand (yes, it's that heavy and stable) and slip into the saddle and drive off with her resting her head on my back. That worked for another 6 months and then she started needing a breathing apparatus to keep from suffocating, so that's when the biking time for her was past. During these years a VF1000R came my way - it's one of my projects, another VF1000F which needs rebuilding of the heads, two VF750s, a Suzuki RV90 and eventually a LM3. 2 years ago I thought that I needed something more sportive and based just on the looks bought a '96 GSXR 750SRAD, which turned out to be a big mistake. Somehow I don't appreciate cruising at average rpms higher than the red mark on the Guzzi's and wearing my head lower than my behind. So this one needs to go. Last year I bought 2x old T850 Carabinieri's, the original idea to use one for spares and transform the other into a roadster-style vehicle. My youngest daughter wanted to join me on this project. After having looked at them as they stood in the garage I changed plans and will now restore one to its orginal state (windshield is broken, all the Carabinieri stuff was roughly removed, painting needs to be done, etc) and the other will become the roadster. British racing green, spoke wheels, Duc USD fork, P4 brakes, Centauro exhaust, wide bar, 200mm lamp and assorted other stuff are already waiting. This year a V11 ('02 with 46.000km) came my way and completed the portfolio. Maintaining all these bikes, fixing the occasional bigger problem and tuning them to my liking in addition to the job and taking care of family and house leaves me less time than I'd like to to drive, but still I manage to drive ~15.000km/p.a. My 2 oldest daughters are just getting their drivers licenses, so a old Z440LTD is just being revived for them. Neither of the daughters are appreciative, they want something more sportive, but my idea is to let them gain some experience on a bike where both feet touch the ground before they start flying low. To take care of the odd free moment I set up a small workshop (mill / lathe / TIG welding units /etc) in which the remaining time and winter evenings are spent relearning whatever metal craftsmanship what I have forgotten since my study. My favorite bikes this year seem to be the V11, the LM3, the Mille and the R90. The others are having their sabbatical this year. Glad to be here. Drive safely. Meinolf