Appenix A – The Data Link connector A.1 Location For connecting your PC, or other tuning system, to the ECM, the Data Link Connector can be found:. XB R – under LH side lower fairing spar. XB S/SS/SX/STT – under seat to right of the ECM. XB X/XT – LH opening of the seat subframe (no need to remove the seat - although it is easier to do so). X1/S3 – RH side of the headstock up to MY 2000. Under the seat, LH subframe rail on MY 2001 A.2 Plug type The Buell Data Link socket is a 4 pin Deutsch, part number DT04-4P. To interface with the Data Link socket, the following parts are required: No off Deutsch part number Description 1 DT06-4S 4 Pin Plug for female contacts 1 W4S Secondary Lock 4 0460-202-16141 Solid Pin - 16-18 AWG A.3 Pin outs The Buell ECM communicates through the Data Link socket by TTL level RS232.
This means 0 to 5V rather than the RS232 level of 0 to 12V. Connecting an RS232 device to the ECM is most likely to damage the ECM and hence should be avoided.
Ecmspy maps 00 saddle available for buying now. Find Ecmspy Maps 00 Saddle in stock and ready for shipping right now! Use this cable to connect your Buell motorcycle to your computer! Once connected, you can install the ECM Spy program (available for download on the.
To step down the level, there are two options, firstly to buy an integrated lead, the second is to use a circuit using a Texas Instruments MAX232 chip. Palm E2 and Tx both use TTL level RS232 and hence require no auxiliary circuit. The following pin numbers are applicable to the Buell Data Link socket: Buell socket pin number Purpose 1 ECM receive (TTL level) 2 Ground 3 ECM transmit (TTL level) 4 + 12V Note that ECM receive connects to device (Palm / PC etc.) transmit and vice versa. Appendix B – How To. B.1 How to perform a TPS reset (This chapter applies for models with DDFI-2 injections only. Models from 2008 and later are usually equipped with DDFI-3 and do not require a TPS reset done by a computer any more.) On the front left of the engine, between the airscoop and the engine, is the idle adjust screw, which simply adjusts the butterfly in the injector to allow air through for tickover. Connect the bike with the computer.
Turn ignition on and set kill switch to the run position. Turn out this screw until the throttle voltage doesn't decrease any more. Keep winding the screw two additional turns. Close the throttle with light clockwise pressure on the throttle grip. The butterfly is fully closed if it sticks inside the manifold.
It's essential, that this is done whith care, as the TPS reset needs to be done with the butterfly fully closed!. Click the 'Reset TPS.' Button to perform TPS calibration. Turn idle adjustment cable clockwise until TPS degrees read 5.2 - 5.6 degrees. This setting is just to make the engine start and needs to be adjusted to correct idle speed with a warm engine afterwards. Run vehicle until engine temperature is at least 140 °C or 285 °F. Set idle speed to 1050-1150 min -1 DDFI-3.
Turn ignition on and set kill switch to the run position. For three cycles: Pause one second on each throttle stop (fully open, completely closed) B.2 How to check static timing (This chapter applies for models with DDFI-2 injections only. Models from 2008 and later are usually equipped with DDFI-3 and do not allow to check for static timing any more.) This is done by slowly rotating the engine, whilst watching the Cam Position Sensor on the Diagnostics page. Raise the back wheel off the floor. Remove timing inspection plug. Put bike into 5 th gear to ease fine turning of the engine. Raise side stand.
Select Diagnostics page in ECMSpy or similar and connect to the ECM. Turn back wheel forward slowly, until the timing mark appears at the left of the inspection hole.
The CPS value should be 0 or 5, depending on which cylinder is due to fire next. If it is on 0, go to next step, if on 5, rotate engine one more full revolution, then follow the next step. Rotate the wheel very slowly until the CPS value in ECMSpy or similar increases to 5 and the fuel pump starts running. This is the exact point of firing. Now check the timing mark inside the inspection hole. If it is exactly central all is good, if to the left, then the timing is advanced, if to the right of the hole, it is retarded.
If the timing is not correct, follow the instructions in your service manual to correct. Appendix C – The use of MegaLogViewer C.1 Introduction MegaLogViewer is some excellent software written by Phil Tobin to help analyse logfiles from MegaSquirt fuel injection and to assist in creating optimized fuel maps.
MegaLogViewer is a perfect tool for applying the EGO factor to fuel maps by using logged data and the fuel maps used by the ECM during the logging. It also allows logs to be scrutinised, as shown in Figure 38 MegaLogViewer screenshot MegaLogViewer allows corrections to be made to the map from the lambda sensor voltage and/or the EGO correction. Correcting the map by both methods is double accounting as the ECM has already used the lambda sensor voltage to create the EGO correction. Using both has been shown to result in maps that do not converge, i.e. Repeating the map correction process with subsequent logs results in notable changes to the maps. Using the EGO shows a reduction of changes the more logs and operations are carried out.
C.2 Log pre-requisites The important parameters needed in the log to work with MegaLogViewer are:. Time. RPM. TPS 8Bit - the throttle position from 0 to 255 (WOT). CLT - Cylinder heat temp. EGO correction When the data has been logged, it is a good idea to sort through it in a tool such as Excel to ensure that it does not have the odd corrupt parameter.
Logging using the Palm E2 has been shown to result in some corruption, possibly due to the transmission of data at TTL level. If you do have Excel, open the file, highlight the row with all the titles, RPM, O2 etc. Then do Data-Filter-Auto Filter, then for each of the important columns click on the down arrow, and then select the numbers which look wrong and then delete. TPS should go from 0 to 255, RPM 0 to 8000, EGO 70 to 130 etc.
After checking, if you save the data, be sure to save it as 'tab delimited' rather than an Excel workbook. C.3 Properties file To ensure that MLV picks up the important parameters from your log, you need to check the following are in the.properties file:.
TP = TPS 8Bit. egoCorrection = Gego.
RPM = RPM. Time = Time. coolantTemp = CLT Where a wideband sensor is used and it is logged on the same timebase as the ECM data, you can set:. O2volts = O2 and configure the AFR calc from the menus in MegaLogViewer. C.4 Running the analysis Load the logfile.
To load the fuel map, use the button Open MSQ. When opened, you can select which table will be modified by the VE Analyzer by pressing the top right rectangle to the right of the four buttons between the tables. VeBins1 is the front fuel map, veBins2 is the rear, afrBins1 is the target AFR table.
Before pressing VE Analyzer , we have to make sure MLV is set up to read our maps correctly. Select TPS 8Bit from Options-Y Axis. When you click VE Analyzer , your fuel map will appear in a window to the left, and a target AFR map to the right, as shown in Figure 39. Figure 39 VE Analysis Window If you cannot see two tables, click on the Advanced Settings button at the bottom left.
![Maps Maps](http://www.badweatherbikers.com/buell/messages/142838/738673.jpg)
Also at the bottom in the left half is the button to select the target AFR map, click on it and select afrBins1. The table will be displayed to the right. Note that if you have set the msq file up successfully, the whole table will be set to 14.7. Is this what you want? After all, max power is made with about 10% more fuel than that. Note that you can only tune to a value other than 14.7 if you have a WB sensor.
On the subject of sensors, select if you have a NB or WB (if you have a NB and you cannot select it, you can be sure you have erroneous numbers in your O2 column in your logfile - anything over 2V and MLV thinks it is WB). If you have a WB, you will need to select the type in Calculated Fields-Wideband O2-AFR. As the Buell cannot read in much more than 1 Volt from the lambda sensor, we will probably have to select Custom Linear and define the points on the line. When we are ready to correct the fuel table to give the AFR we have selected, press Run Analysis. MLV will work through the logged data and correct the fuel table based on:. For NB - The correction calculated by the ECM (EGO).
For WB - The ratio of the target AFR to the measured AFR MLV is clever in the way it applies the correction, there is a good explanation on the MLV website. When the analysis is finished, a window will pop up giving the stats of the analysis, as shown in Figure 40, the maximum change in the fuel table is the one you are interested in, if it is very large, like more than 30 you need to know why. Figure 40 VE Analysis Summary Window Clear that window and have a look at your data; the sections of your fuel table which have changed will be displayed in red, if you hover the mouse pointer over each number you will see the original value and how many logged data points have been used to calculate the new value. Appendix E – Narrow Band and Wide Band Lambda sensors E.1 Narrow band sensors Narrow band lambda sensors are used as a 'switch' to ensure the correct mixture is metered for maximum catalytic converter efficiency. The sensor measures the residual oxygen after fully reacting the exhaust gas, i.e.
If the mixture is unburned, the sensor will do it's best to 'burn' it and then measure the residual oxygen. Regardless of what you are told, the operation of the sensor does not lend itself to measurement of any AFR other than stoichiometric. Figure 41 Voltage output as a function of AFR with change in temperature (Nernst equation theory) With this in mind, a narrow band sensor can only be used to tune to a lambda of 1 (14.7:1 for gasoline fuelled engines).
This is the type of sensor the ECM uses for Closed Loop and Closed Loop Learn operation, as well as the calculation of the AFV and any corrections needed for Open Loop Learn. E.2 Wide band sensors Wide band sensors are more expensive than narrow band sensors and work in a similar manner, however instead of just measuring the residual oxygen, they operate a 'pump' to either add or remove oxygen from the measuring cell to measure a stoichiometric mixture. In doing this, the sensor knows how much oxygen is being added or removed by the current drawn by the 'pump'. Figure 42 Pump current as a function of AFR As a final note, evidence shows that the ECM reads the O2 sensor at 90° after TDC in the expansion stroke and then the variable isn't touched for 2 crankshaft revolutions, but logs will show the current O2 sensor voltage. Appendix F – Air Fuel Ratio Targets The amount of fuel required is dependent on the mass of air available in the combustion chamber and the operating regime of the engine.
For max power, you generally need an AFR 10% richer than stoichiometric For max efficiency, you generally need an AFR stoichiometric or leaner Figure 43 Power and Efficiency as a function of AFR Basically, a mixture of lambda 0.9 can use all the air (but with some fuel left over) and a mixture of lambda 1.1 can burn all the fuel (but with some air left over). MPG or efficiency decreases as lambda increases past 1.1 as the potential for misfire (cycle by cycle variation) increases. Catalytic converters like to operate at Lambda 1.0. For further reading, see reference 9. For the Buell DDFI and DDFI-2, there is one lambda sensor in the rear cylinder.
When the engine runs in closed loop, the mixture is controlled to lambda 1.0, which is a compromise for both fuel consumption and power. The closed loop area is at part throttle, so you are not interested in power, however you are interested in smoothness (no or very few misfires) and you may also be interested in fuel consumption if you stay at a constant throttle opening for long periods, such as motorway operation. Since the rear will always be controlled to lambda 1.0, the front can be made to run richer to reduce misfire, or leaner to reduce fuel consumption. Appendix G – How were the maps set up at the factory? We can all guess, and here is my guess, but first let me present my evidence: There exist two open loop corrections, one for open loop and one for WOT, if you look at what these values are, you will see 105% and 110% respectively. Since we have discussed that max power is made approximately 10% richer than stoichiometric, this suggests that the whole map is set to stoichiometric. So an educated guess is that a front narrowband lambda sensor was used in conjunction with the rear, the Open Loop Default Correction and WOT Enrichment corrections were set to 100% and the mixture was adjusted to give stoichiometric throughout the maps for front and rear.
Appendix I – Calculation of EGO Correction Given the assumption, that O2 is fluctuating somehow between a high and a low voltage. First condition is, if the low and the high value are both higher/lower than the target voltage (no transition occurs) or not (transition occurs). If no transition occurs, the current EGO correction is decreased/increased by 0.3 or 0.5 (this is the I-value), depending on the state (high load, low load, idle). If a transition occurs, the current EGO correction is decreased/increased by 1.0 (this is the P-Value). Aside from the transition/no transition constraint, the change in EGO correction seems completely independent from the actual EGO voltage, so it doesn't make any difference, if O2 voltage is floating between 420 and 480 mV or 0 and 480 mV, EGO correction will be increased by 0.3 in every cycle. Appendix J – Pressure measurement and compensation The Buell ECM includes a function for the correction of fuelling for changes in pressure.
The function is configurable in that it can be used to apply a correction for atmospheric pressure only or for airbox pressure, i.e. Correction for intake ram.
As the XBs do not use this function, there is no pressure measurement device installed at the factory. Figure 44 Front cylinder fuel metering with pressure compensation (Click image for an unscaled view) Figure 45 Rear cylinder fuel metering with pressure compensation (Click image for an unscaled view) The logic behind fuel metering with pressure compensation is shown in Figure 44 and Figure 45. The function is configured using byte Airbox Pressure Configuration , see section 18.
Figure 46 Airbox Pressure Configuration When the engine is turned on at the key, and following a delayBaro Pressure Sensor Delay , the ECM reads the barometric pressure and, if between the max and min allowable valuesBarometric Pressure Key-On Maximum Value and Barometric Pressure Key-On Minimum Value , stores this in its memory. An overall fuel map correction is determined from the Baro Correction look up table. Baro Pressure Correction (%) 70 69 80 79 90 89 100 99 110 109 Table 15 Baro Correction look up table The ECM compares the barometric pressure (assumed not to change for this engine run) to the real-time Air Box Pressure reading. The Air Box Pressure reading is triggered by the rising and falling edges of the Cam Position Sensor and therefore the measurements are always made at the same cam (and crank) position. The ratio Airbox Pressure / Barometric Pressure is used to determine a correction from the Airbox Pressure Compensation look up table. Whereas the correction for barometric pressure can be calculated from simple physics, the values in the Airbox Pressure Compensation look up table will be heavily dependant on the flow field around the sensor and hence the sensor position in the airbox. ABP/Baro (%) Correction (%) 68 (sensor failure) 100 70 70 85 85 90 90 95 95 100 100 105 105 107 (sensor failure) 100 Table 16 Airbox Pressure Compensation look up table Airbox Pressure Sensor Data calibrates the hardware, i.e.
Voltage as a function of pressure.