2011 gsxr ecu flash motorcycle in ct
If the clamp is set too high it can result in the secondary windings failing due to the increased secondary voltage breaking through the insulation of the windings. The NLR module you can see is clamping at 580V compared to 380V for the stock module it's being compared to. The back EMF clamp on the coil primary determines the secondary voltage generated. Maybe it's part of a snubber or the clamp circuit. If it was the coils would only be reaching milliamp charging current. The 390Ω resistor can't be in series with the +ve battery supply to the coil primaries. Luke, you've really done some good research there. But are you running a turbo? I thought MAP sensor would be mandatory.īillV, I was reading that the ECU hacking forum that the K-line works on some but not all K1-K2 1K or K1-K3 750 ECMs. But your Alpha-N mapping at low rpm has me curious. I need to compensate it from the AP sensor. So it runs a little rich at higher altitudes. But it's not yet compensated for altitude. That prevents the lag coming back on throttle. I've designed a circuit that clamps the IAP output to the ECM so it never goes below idle manifold vacuum. So my guess it is part of the code an not hardware. Amgren is his username or something close to it. There was a Norwegian guy that said he had a coding solution for it. This will cause a lag and lunge as the AFR goes from lean to normal. So there is fuel cut on overrun and there is a slight delay when coming back on throttle. I data logged this on the K7 750 and you can see the AFR go to 22:1 or higher on overrun. My understanding of the 1K ECMs is Suzuki had no fuel cut on engine overrun (high manifold vacuum) on K1-K2. I have mine set to go from centre to high at just below idle ~800rpm. I found that the K7 750 works better with the line just going above centre at idle. If you can find a coil with the same or lower inductance with higher mJ (energy) you can obtain more spark energy. Maybe they were there, but that's needed to determine how fast they will charge. Delco publish mJ (milliJoule) figures for their coils, but I don't recall inductance figures. The coils are designed for a high rpm motor so they need to charge quicker than coils for a lower rpm motor. The higher battery voltages if ever reached will charge the coils quicker. Because that is the shortest dwell in the table and you have increased that 100%. I'd check the higher voltage and RPM to make sure they are not running into current limit. The tolerance variation of the coils should be minimal and wouldn't be the reason AFAIK. I don't understand why they are doing this. The the coil is just self heating whilst its on the flat portion of the current waveform. Bit I can't see the need for it to stay in current limit for any time whatsoever as the magnetic field isn't growing any more once current limit is reached. The coil drive should be designed to current limit a safe margin before saturation, say 10% or so, as the coils won't last long running them into saturation. Because the current waveform follows an exponential curve for saturation. If that is the coil current waveform it is a current limit and not saturation. I'll spend more time going over what you are saying about the TPS and MAP (or IAP sensor in Suzuki talk, right?) You are not your average mechanic. Even the fuel pump to ground was weak, I also found the ecu black/white grounds weren't great either so I added extra grounds to the battery - to them too. Voltage drops are everywhere on these bikes when you start measuring. I measured a 1.0 volt drop originally, now I have 0.1v drop & Im getting 14.4V at the coil + instead of 13.4v I cut the main coil power wire in the harness around the 4-1 joiner above the valve cover. Last year I also fitted a relay triggered by the tail light (ig on) near the battery and used 4mm wire to run a seperate bat + supply to my coils. When I was running E85 with the turbo 750 I noticed a bigger improvement than compared to petrol. The other thing I noticed with the correct dwell times is the bike runs a lot nicer cold, especially in colder weather. I'm suprised that the dwell table has been the most talked about table! Wasn't expecting that at all. its biggest drain is when the heater is being used initially. I do have extra load though having a wideband sensor.
I leave my low beam bulb disconnected & ive swapped my 2 x 21w tail bulbs for LED type to reduce the overall current draw & to make it easier for the alternator. Im using a LIPO 13.2V battery and I'm getting 14.4-14.5 at idle. Click to expand.Im not sure exactly what you mean.