2011 running EVO1 maps with bike cold, not running and without touching the butterfly I get : Throttle shut 8.0 0.51 v 0 0.29 v Full throttle 8.0 4.35 v 100 4.39 v
SDD04, which dealer did you use? I'm in the Tulsa area and haven't taken the bike to a dealer yet and am not sure which I'd use if I really needed one.
Springfield Yamaha/KTM/Triumph/ + lines. First exit east of Springfield off of I-44 They are not bad guys. They just don't get to play with these bikes very often. I think my 690 was the 2nd one they've ever seen. Plus to add to the problem, they had just gotten the new KTM computer, and it had software problems. That wasn't their fault. I only have 2 motorcycles I have to keep up to date with, they have a bunch. I end up thinking I may know more about my bike than they do. Probably don't, but heh, it's my baby!
After removing my SAS and routing the crankcase breather straight to the airbox I had a couple of spurious shutdowns where the bike would misfire and then on closing the throttle it would shutdown and not restart for about half an hour. I believed it maybe a genuine fuel - cut initiated by the throttle ECU based on excessive air intake sensed temperature. I then decided to relocate the crankcase breather to an external pod filter located inside the dash area of my Rally Raid fairing. Just completed 712kms in 3 days at 35 degree temps without a hitch so at the moment it looks like my theory was right, the sensor appears to be accurate as it agrees with water temp reading when the engine is cold with Tune ECU hooked up. I guess I need to wait a while longer before claiming victory. Andy
I have to admit that I don't understand a single fu*k about electricity. My goal is to hook up a datalogger with a programmable analog inputs (0-5V) to my bike's sensors. I already know the way to log RPM + AFR, but I need to get TPS (throttle position sensor) and MAP (manifold absolute pressure) logged also. I have checked out that a '10 service manual's wire color coding is still valid in '12 bike. I want to get the signal from (for example) MAP sensor as clean as possible and I do NOT want to interfere the original sensor readings. What do I have to take into account? Here is an example. A wiring diagram of a MAP sensor (B41). I am planning to connect parallel. Is it better to hook into + (wire leading to ECU) and to a) digital ground 1 (bu, blue) or b) digital ground 3 (bl, black)) A11 = ECU= (Engine Control Unit) B13 = AAP = (Athmospheric Air Pressure) B41 = MAP (Manofold Absolute Pressure) ??? What is the difference?
Had my 13 Enduro with Ackro slipon and Evo1 airbox lid mapped at the dealer yesterday so this morning decided to read the map and I think they have loaded the wrong map KM765EU11B0231FIMap.hex OEM Shouldn't it be <SMALL>KM765EU12B0231FIMap</SMALL><SMALL>.hex OEM ??</SMALL> <SMALL></SMALL> <SMALL>Anyone able to confirm this?</SMALL>
Yes, they really did flash the wrong map. That map is for a different engine.. (654cc vs 690 cc). The correct map for 2013 EVO1 setup is KM765EU12B0233, but xxxx231 is OK also. xxx233 -map is a combination of 2013 stock EP (throttle) map (KM765EU12B0216) and 2012 EVO1 FI (fuel) map (KM765EU12B0231). Unbelieveable error. This was not the first and I bet it was not the last time when dealer remaps the wrong map. Apparently no one has not hurt himself when tubling down in heavy traffic due to a bike flameout because of a wrong map. Yet.
Thanks for the update and yes the bike did stall coming home while filtering through traffic... The local dealer normally leaves me disappointed with there service.. To be honest I can't be bothered to call them and go over it as they probably won't even understand. I have now reinstalled the stock map and put the stock airbox lid back on and she seems to run pretty good. Going forward do you think I should keep stock map (KM765EU12B0216) loaded and just download 2012 EVO1 FI (fuel) map (KM765EU12B0231)?
What AMa said...once you try the new map with the adjustments mentioned and of course the filter and muffler changed out, you'll never go back.
Not 100% sure but one of these "digital grounds" of map and aap sensors actually may be power/ref voltage (bu, blue)? another one (bl, black)? is ground. .
Got my exhaust back from a bung welder. I checked out the air-tightness by plugging all holes but the rear end, submerging it to water pool and blowing air to it. No bubbling. It had two bungs welded, just in case because they are not very expensive. If overheating occurs in high rev/load conditions, I can put the wideband lambda sensor to rear bung and if there is air suction from the silencer in idle conditions, I can move it to front bung. Analog input wiring in picture is -cough- temporary, I will organize them somehow more civilized way. 15 min idle test 1) O2 sensor enabled by software 2) disabled by software Bike: KTM 690 ER 2012 EVO 2 K&N Air Filter Wings Slip-On w/ 83dB killer Mapping: KM765EU12B0231 (FI +3% fuel, EP AMa) 1) O2 ON, 2) O2 OFF SAI OFF F-L stock Logging+monitoring gear Innovate LM-2 * Air-to-Fuel Ratio (AFR) * RPM * Analog 1 Manifold Absolute Pressure (MAP) * Analog 2 Throttle (butterfly) Position Sensor (TPS) * Analog 3 Intake Air Temperature (IAT) TuneECU hooked in Video from TuneECU screen * Injection Pulse Width (PW) * Engine Coolant Temperature (ECT) What is the meaning of this? I wanted to find out what are the differences between O2 enabled and O2 disabled mode. I also was interested in AFR during 15 min idle. Procedure: I did the 15 min idle twice, first O2 enabled and second O2 disabled, on separate days starting with a cold engine. O2 sensor was onboard both times. I remapped the bike first with the same map to reset adaptations before the test. Results: Here is the table of measured values during both runs. On first run (with O2) the GoPro battery died at 8 min elapsed. Nothing changed after that really, the ECT went up and down depending on the fan activity and AFR stayed close to stoich (14,7) pretty much all the rest of the 15 min. O2 led was lit first time on TE software at 40s. It was lit only on w/ O2 run. As you can see from the table and graph, AFR was looking better in w/o O2 run, especially at the end part of the run. This happens maybe because IAT rises due to fan activity but PW cannot follow because pulse is taken from the map. In closed loop run (with O2) fuel trim can handle the changing conditions better. (or worse, if the goal is more rich mix) Here is IAT and AFR during 15 min. AFR remained pretty much similar in both runs until 2 min, but after that the w/o O2 run starts to gradually shift to more rich. IAT rises and oscillates as a result of fan activity. Engine Coolant Temp + Manifold Absolute Pressure. ECT rises to 104 degC, where the fan kicks in. MAP seems to drop towards the end of the both runs. The butterfly is closing also, at the start of the run it was 2% but it shifted to 0% at the end of the run. That is why MAP is decreasing. Injection pulse width is decreasing throughout time. These are random samples from oscillating signal, they are not even the mean value in given time, but they show the decreasing trend. Here is raw LM-2 log. Signals oscillate a lot, so there is no use to make any conclusions from exact values, only trend in valid What I found out? * O2 disabled: was more rich with fully warmed up engine. * O2 disabled: idle was clearly more stabile, with O2 it fluctuated ---> I'm going for a disabled mode, at least for further field testing. * O2 disabled does not warm the narrowband (stock) lambda sensor, it must not be onboard when O2 is disabled because long period of cold sensor usage may destroy it. In fact, I don't know if the O2 is warmed up on enabled mode. It is much closer upstream than WBL though. Some other stuff discovered: Datalogger has to be configured to 4 stroke or 2 stroke engine to catch the RPM signal correctly. I chose the "1 spark in 2 crankshaft rounds". Datalogger displayed the RPM correct both from ignition coil and injector lead. So, this EFI has sequential injection and firing. Not a batch, waste spark configuration.
Great job with the data logging! A couple of comments. The AFR are about the same with and without O2 enabled up to about 1:30. This is about the time it takes the exhaust to heat up the O2 sensor so that its values are valid. The stock O2 sensor does not have a heater ( don't know if the wide band sensor you used does). I'm not sure I agree with your comments about leaving the O2 sensor in the pipe when O2 is not enabled. I don't think it makes any difference. They are heated by the exhaust flow whether or not O2 is enabled in the ECU. It's a passive device which generates a voltage which is used (when O2 is enabled) and ignored (when the O2 is disabled). What is an issue is the CAT ( which none of us has anymore). The CAT can be destroyed by running with O2 off because of the overly rich mixture and the time it takes the CAT to get up to an operating temperature during warm-up. This is why the SAS exists (to inject Oxygen into the exhaust to cause the rich mixture to oxidize in the exhaust, heating the CAT). Once the motor is up to operating temps, the SAS is no longer needed to heat the CAT. Again, great work you are doing. It's helping us all have a better understanding of what's going on.
Thanks for your comments. You are probably right about the narrowband O2 issue (leaving it onboard when disabled anyway). Wideband lambda needs heating as it sits more further downstream, and its manual prohibits the non-heated operation. I might be mixing these together. I thought that narrowband O2 activity at 40 s was first sensor reading after heating, but as we can see from the AFR, it did not affect to the fueling compared to the O2 disabled run. Maybe it was some kind of a built-in test.
EFI noob here. As of today, I have Apex slip on, stock airbox. I have tune ECU and Cable. Downloaded the Akra slip on map 800231. Adjusted to 10,10, 0,0,0,0,0. Did twist of throttle recalibration then 15 min routine. Had tune ecu running while bike was running. Software is reading a throttle position fault. How do I fix this? Sent from my iPhone using Tapatalk
First, your bike is 08-10 model year, right? TB serial number was changed in MY11, so my MY12 values are not necessarily 1=1 to yours. You have THAD 0.65 V and APAD 0.70 V when the engine is not running and no throttle is applied, if I understand your pictures correctly. My THAD is 0.52 V and APAD 0.28 V in similar conditions. I would place a heavy bet on wrong voltages. Did you just recently adjust them or had them adjusted?
I should have clarified the bike is a 2009. I have not adjusted any voltages. I did just install the apex slip on last week. The engine was actually running in those pics during the 15 min ritual. I'll go read them again this morning with bike off. Sent from my iPhone using Tapatalk
When bike is cold, not running, no throttle input, both values are .70v When throttle is turned full open, 3.75, and 4.02. Tps readout on left is 2.8 (2 on upper gauge) When not running TPS values will go from 2 to 97. After running will go to 0 and 100 Sent from my iPhone using Tapatalk
One more thing...I have not ridden the bike with this Akra map yet. It was bone stock when I bought it. Sent from my iPhone using Tapatalk