Help Support Husaberg:
- Joined
- Nov 20, 2001
- Messages
- 17,043
- Location
- Ely, England
you look a bit pasty mats! get yer vitamins!!!!
and I could see some dirt on the floor of the workshop....sloppy!
get it sorted! :twisted: :twisted:
nice one mate! I hope you really go well next year!
regards
Taffy
and I could see some dirt on the floor of the workshop....sloppy!
get it sorted! :twisted: :twisted:
nice one mate! I hope you really go well next year!
regards
Taffy
- Joined
- Oct 30, 2003
- Messages
- 955
- Location
- Sweden
Well, Taffy, developing this machine has unfortunately stolen time from my favourite hobbies: maintaining my tan, working out at the gym, cleaning floors and keeping everything nice and tidy! :wink:Taffy said:
It's a long way before this set-up is optimized, but it was quite a milestone to get it running! Thank you all for the cheering! That sure helps me going!
- Joined
- May 12, 2002
- Messages
- 1,634
- Location
- Snowy Mountains NSW Australia
Fantastic :bounce3:
Sensational Dr_C :shocked!:
I was trying to listen to how well it idled with the Fuel Injector physically located up that high. It sounds like it idles smooth but your digital gauge said over 2,00RPM. I guess it is hard to tell the RPM in a video because it sounded a lot less than 2,000RPM.
I see the Air/Fuel Ratio gauge on the bottom row second from the left. Do you uses a standalone Air/Fuel Ratio Meter or does the Megasquirt have an inbuilt meter?
Any chance of getting a photo of how far back down the Exhaust you mounted the Oxygen Sensor.
Does the Megasquirt use a two dimension Fuel Map Table? X = RPM and Y = MAP sensor or TPS sensor? If so do you use MAP sensor or TPS sensor for the "Y" Dimension?
Looks like you are running constant pressure in the fuel line as I don't see a vaccum hose off the fuel pressure regulator.
I would love to see the Ignition Map to see what timing is used. I have never had any experience on an injected single cylinder bike engine.
I hope you upload more photos/videos and dyno runs, it sure is an interesting project to follow.
I was trying to listen to how well it idled with the Fuel Injector physically located up that high. It sounds like it idles smooth but your digital gauge said over 2,00RPM. I guess it is hard to tell the RPM in a video because it sounded a lot less than 2,000RPM.
I see the Air/Fuel Ratio gauge on the bottom row second from the left. Do you uses a standalone Air/Fuel Ratio Meter or does the Megasquirt have an inbuilt meter?
Any chance of getting a photo of how far back down the Exhaust you mounted the Oxygen Sensor.
Does the Megasquirt use a two dimension Fuel Map Table? X = RPM and Y = MAP sensor or TPS sensor? If so do you use MAP sensor or TPS sensor for the "Y" Dimension?
Looks like you are running constant pressure in the fuel line as I don't see a vaccum hose off the fuel pressure regulator.
I would love to see the Ignition Map to see what timing is used. I have never had any experience on an injected single cylinder bike engine.
I hope you upload more photos/videos and dyno runs, it sure is an interesting project to follow.
- Joined
- Oct 30, 2003
- Messages
- 955
- Location
- Sweden
Thanks Davo!
You seem interested and observant! I'm still running the basic fuel and ignition map, so idling and cold start charasteristics are still to be improved, not to mention what happens further up in the power band.
I'm using a wide band lambda from Innovate Motorsports which works both stand alone and connected to the Microsquirt (MS) EFI. I'm programming the MS with a software called TunerStudio (TS). It involves a feature which provides the possibility to auto-tune the fuel map agains target values on air-fuel ratio (AFR). Can come handy at the dyno. The oxygen sensor is installed appr. 150mm from the cylinder head, or as close to the exhaust valve as possible. Getting true AFR on a thumper with this short exhaust is tricky, beacuse of the extreme pulsations, sucking in air.
You can choose how to measure "load" with TPS or MAP (even more options) on the y-axis. I will try to use MAP, but maybe the pulsations will make it difficult.
Yes, fuel pressure is set to a fix value of appr. 3,5 bar.
Both fuel and ignition maps are basic as supplied with the software. Nothing to put on display yet. Ignition MAP is also 3D. You can download TunerStudio from EFI Analytics at http://www.tunerstudio.com/
With the software installed you can investigate the features and functions on your own.
You seem interested and observant! I'm still running the basic fuel and ignition map, so idling and cold start charasteristics are still to be improved, not to mention what happens further up in the power band.
I'm using a wide band lambda from Innovate Motorsports which works both stand alone and connected to the Microsquirt (MS) EFI. I'm programming the MS with a software called TunerStudio (TS). It involves a feature which provides the possibility to auto-tune the fuel map agains target values on air-fuel ratio (AFR). Can come handy at the dyno. The oxygen sensor is installed appr. 150mm from the cylinder head, or as close to the exhaust valve as possible. Getting true AFR on a thumper with this short exhaust is tricky, beacuse of the extreme pulsations, sucking in air.
You can choose how to measure "load" with TPS or MAP (even more options) on the y-axis. I will try to use MAP, but maybe the pulsations will make it difficult.
Yes, fuel pressure is set to a fix value of appr. 3,5 bar.
Both fuel and ignition maps are basic as supplied with the software. Nothing to put on display yet. Ignition MAP is also 3D. You can download TunerStudio from EFI Analytics at http://www.tunerstudio.com/
With the software installed you can investigate the features and functions on your own.
- Joined
- Oct 30, 2003
- Messages
- 955
- Location
- Sweden
App-app-app... -No swearing allowed in the Chapel of the sacred Carburettor! :wink:spanner said:
Thanks for the boost, Spanner!
I confess to being very sceptic to the advantages of EFI over carburettor. Atomization may be much better with EFI, but in my opinion that has a larger effect on reducing fuel consumption, than on gaining power. I think that EFI has it's greatest advantages in getting an optimal fuel/ignition set-up for the whole rpm-range/load/temp/pressure. A normal optimized carb/ignition, works well for a much more narrow range of parameters. So, when lying flat on the tank with the throttle wire tuned to high "C", I think the EFI has only little advantage over carb. This means also that if you only need high top effect dyno numbers, to brag about in the bar and on forums like this, EFI is not worth the money (ref investing in beer/firecrackers). On the other hand, it may give higher power in mid-range. THIS, dear friends, will help in the other 70% of the track! That will reduce the laptimes, if the blob on the saddle does his job right!
The dyno will tell what to expect. Now I will complete the basic set-up, then disassemble the cylinder head to check that everything is looking OK. After that I will have a new piston made with proper squish/comp. Then we will hit the dyno (propably closer to christmas). With all kind words and interest, I will of course keep you guys posted!
- Joined
- Nov 9, 2010
- Messages
- 1
Davo said:spanner said:
Shhhhh! You will upset the Carburetor fraternity on this site
lol , true but upsetting
- Joined
- Oct 30, 2003
- Messages
- 955
- Location
- Sweden
:nerd: I've just published another tech-geek-video:
[youtube:2r4f9fn1]http://www.youtube.com/watch?v=MskM0eE4fmM[/youtube:2r4f9fn1]
I got new pistons from Wössner the other week. Very nice forgings! The pistons are currently at the machinist to get valve pockets and a “bowl” in the center of the roof (to increase combustion chamber volume in order to get down to 14:1 in compression ratio). When the piston is ready, I will spend Christmas vacation to assemble it and get ready for the dyno.
[youtube:2r4f9fn1]http://www.youtube.com/watch?v=MskM0eE4fmM[/youtube:2r4f9fn1]
I got new pistons from Wössner the other week. Very nice forgings! The pistons are currently at the machinist to get valve pockets and a “bowl” in the center of the roof (to increase combustion chamber volume in order to get down to 14:1 in compression ratio). When the piston is ready, I will spend Christmas vacation to assemble it and get ready for the dyno.
- Joined
- Oct 30, 2003
- Messages
- 955
- Location
- Sweden
Thanks Spanner and keep having a great holiday!spanner said:
The minimum order quantity for special piston design from Wössner is 1 (one).
I believe they are 280€ a piece.
I'm still using 100mm bore and 82mm stroke.
- Joined
- Oct 30, 2003
- Messages
- 955
- Location
- Sweden
Thanks, Bluto! Sorry about your duck getting hard! Dont you just hate when that happens?Bluto said:
The looks and surface of the product depends heavily on the work you put into the CAM-preparation. This superb work was done by www.mossbergs.se
- Joined
- Oct 30, 2003
- Messages
- 955
- Location
- Sweden
The work of the Kamenicky-brothers is very impressive, and I hear they are working on a new interesting engine-design!nsman said:
It is my experience that whatever project/design/construction you are completing, you do not get it's full potential without a couple of days at the dyno, fx getting the design of intake/exhaust/valve exactly right. There I believe that we all can do better and find improvements... :wink:
