• Hi everyone,

    As you all know, Coffee (Dean) passed away a couple of years ago. I am Dean's ex-wife's husband and happen to have spent my career in tech. Over the years, I occasionally helped Dean with various tech issues.

    When he passed, I worked with his kids to gather the necessary credentials to keep this site running. Since then (and for however long they worked with Coffee), Woodschick and Dirtdame have been maintaining the site and covering the costs. Without their hard work and financial support, CafeHusky would have been lost.

    Over the past couple of weeks, I’ve been working to migrate the site to a free cloud compute instance so that Woodschick and Dirtdame no longer have to fund it. At the same time, I’ve updated the site to a current version of XenForo (the discussion software it runs on). The previous version was outdated and no longer supported.

    Unfortunately, the new software version doesn’t support importing the old site’s styles, so for now, you’ll see the XenForo default style. This may change over time.

    Coffee didn’t document the work he did on the site, so I’ve been digging through the old setup to understand how everything was running. There may still be things I’ve missed. One known issue is that email functionality is not yet working on the new site, but I hope to resolve this over time.

    Thanks for your patience and support!

AF-XIED Beta for Husqvarna TR650

Curious, when is open and closed loop operation?


Lambda Control

The operation of the closed loop lambda function is defined by the settings in Lambda Constants of the System Editor. The configuration variable is used to enable the closed loop function and also allows selection for feedback to be from either the lambda 1 or 2 inputs or both if the bank configuration option is checked. The following section describes the functions of each of the lambda control varaibles.
  • Lambda Configuration - Enable the various lambda control options.
  • PID Throttle limit - Sets the minimum throttle angle required to activate closed loop control.
  • PID RPM limit - Sets the minimum engine rpm required to activate closed loop contrrol.
  • Air Temp limit - Sets the minimum air temp required to activate closed loop control.
  • Water Temp limit -Sets the minimum water temp required to activate closed loop control.
  • Lean Correction limit - Sets the maximum percent the mixture can be leaned out under closed loop control.
  • Rich Correction limit - Sets the maximum percent the mixture can be richened under closed loop control.
  • PID Active temp - Sets the minimum sensor resistance required to enable closed loop control. This is only used in temperature compensation mode and must be set to 255 when using an NGK sensor.
  • Lambda failed high - Sets the lambda sensor failed high value that disables closed loop control.
  • Lambda failed low - Sets the lambda sensor failed low value that disables closed loop control.
  • Heater disable temp - Sets the sensor resistance at which the heater circuit is disabled. This is only used in temperature compensation mode and must be set to zero when using an NGK sensor.
  • Bank Configuration - Defines which injectors are on each bank of the engine when using independant bank lambda control.
From here http://www.efitechnology.com/tech_articles/LambdaControl.htm

 
I've got my loops ass about have I?
I've read that much stuff on the subject and still can't recall which way or the other.
Yep, my stuff up. Now edited.

Open Loop = No adjustments from lambda sensor.
Closed Loop= Adjustments made from lambda sensor.
 
I suppose it's time to update everyone on the AF-XIED device that I have installed on my bike. This is a beta test for me and the device on a TR. It is really addressing most of the the problems that face us as TR riders.

Disclaimer

I am not connected in anyway to the the people who developed or sell the AF-XIED device. I approached them to try it on a TR. I ended up with the device on the bike and provide them with feed back as to how it is behaving on the bike.

With a total of about 550 miles on the device I have decided that running it at 6% rich is where I will likely keep it. I will however be trying 8% richer after another 250 miles or so.

So what have I experienced to date? Lets start with what it was like prior to installation.

Without the device

1. Lean stumble
2. Surging/hunting of the idle circuit
3. Lean popping on decel
4. Moderate to heavy Vibes in the rider seat
5. Exhaust note was sort of off (hard to pin down exactly)
6. Hard time shifting to second due to late spin up of RPMS.
7. Very twitchy throttle and non linear throttle response
8. Random engine stopping under light acceleration from a stop

With the device

1. Lean stumble has completely abated
2. No surging with a rock solid idle after start up
3. Lean popping on decel completely gone
4. The bike is smooth as silk, it has no unwanted vibes
5. Very mellow exhaust note
6. Shifting is now smoother, the engine revs to rpm quicker
7. Way more torque across the power band
8. Unexpected 3rd gear wheelies has happened twice when highway merging
9. Throttle response is very linear and the bike is very manageable in tight stuff where on/off throttle is required.
10. No random engine stopping under acceleration from a stop

How does it work? (As I understand it and greatly simplified to accommodate my wee little mind) It takes the electronic information that the O2 sensor extrapolates from the sensor, converts it and forwards it to the ECU showing the ECU it requires additional fuel to richen the mixture and change engine and ECU behavior to accommodate that mixture. Since the ECU is already looking at the Air Fuel mixture it is just sampling that mixture. Thus the ECU cannot produce a null effect for reverting back to the OEM AF mixture. In other words it is a spoofer for the air fuel mixture with preset but not exactly precise (but very close) AF targets.

Am I happy with it? In a word, yes. However my fuel consumption was 55 - 57 mpg stock, at 4% richer it was 54.2 mpg solid, and at 6% it is 52.5 mpg solid.
 
Can anyone compare this to the Power Commander? As described it seems to be another spoofer? Remember, keep the words small.
 
After the eruption mod started to lose its effectiveness I started cold-calling whatever Husky contacts I could find online to maybe get some action on a new mapping. The reply from an Australian rep is copied below, not exactly what I was hoping for... Looks like the AF-XIED may be the next upgrade for me.

"The link you have *forum links documenting lean stall* predominately covers American models that do have a different map to meet California emission control laws that include the motorcycle running a charcoal canister which is a very different Map to our ADR compliance and emission laws. *Interesting - we have different fuel maps based on VIN/Location?*
The Vehicles had been produced in accordance with the laws for each country the manufacturer were required to meet, manufacturer being the now defunct BMW/Husqvarna factory, acquired by KTM Sportcycle Austria
New models introduced to Australia have passed a Sooty test and approved by DOTARS for Australian Compliance Approval

Owners can visit former/current Husqvarna dealers that have the Motorrad Online Service System (MOSS) *Not true IME up here in Canada*
Part of each service is to connect to check any faults

Re-Calibrate idle actuator stepper motor
Reset fuel formation
Reset throttle valve sensor (min TPS)
Read throttle valve at full throttle (TPS reset) especially if the vehicle has been de-restricted

There are no alternative Maps offered by BMW apart from being able to reprogram the DME (ECU) with the production map for the particular Vin, or the last known map in the case where a vehicle has had the optional alarm retrofitted.
I can only speculate It is possible the above resets have not been performed at the time of de-restriction for open license holders, first service, or service points in general.

If you want to alter the ECU mapping from what has been ADR approved for use on Australian roads, you may consider a piggyback fuel module like a Power Commander or similar, they generally come with a Lambda eliminator resistor plug to disable the O2 sensor to run a more fixed fuelling map, some also now have ignition modules built in for added adjustability and performance."
 
From what I see it looks like the power commander and auto tune is the best way to go. Mainly because it consistently changes the fuel mixture. Is that what most people are seeing? The eruption gets deleted by the ecu after a while and would think the AF-XIed would as well since it does not automatically adjust. Not trying to put any thing down any one else is using. I do not use any thing at the moment and the bike is really not bad for me. I ride it mostly wide open through the city get to the interstate and cruise between 75-100. Although I do plan on trail riding more and can see the benefits of better fueling lower in the rpm for better low end torque.
 
I have been following the threads for the TE 449/511 using the PCV. It is recommended to run the auto tune till it has made adjustments to the stock map then disconnect the auto tune. Two maps can be stored and use a map switch on the handle bar. I have read that the ECU is designed to only make small changes to the original map.

There is a few piggy back systems like the PCV, EJK and Af-Xied They intercept signal and adjust it richer or leaner.

We can probably blame the ridiculous smog laws in California for the lean running bikes. It seems every manufacturer is having lean running issues.
 
So if the ECU can only make small changes then why does the spoofer mods tend to not work over time? I am curious because I was under the impression because of the auto tune it consistently readjusted the fuel mixture. Just curious
 
You have to remove the o2 sensor. Once removed it just uses the map that's loaded, no adjusting. If you leave the o2 in place it can attempt to adjust the fuel ratio.
 
I have the wukka on my bike. It was not running as good as it had been. Popping on decelerating, long cranking before restarting and have to use the throttle when warm to start. I did the reset procedure and now it starts almost instantly. Last Saturday I rode over 400 miles and the ran fantastic. It leads me to think over time the tps wonders out of adjustment causing the poor idle , hard starting, poor idle, and poor running.

I highly recommend everyone do the reset.
 
Baddrapp said:
I have the wukka on my bike. It was not running as good as it had been. Popping on decelerating, long cranking before restarting and have to use the throttle when warm to start. I did the reset procedure and now it starts almost instantly. Last Saturday I rode over 400 miles and the ran fantastic. It leads me to think over time the tps wonders out of adjustment causing the poor idle , hard starting, poor idle, and poor running.

I highly recommend everyone do the reset.
Click to expand...
Did you disconnect the Wuka before the reset?
 
Nope. I left the wukka in place. I just followed the instruction in the ECU Reset thread. I let mine discharge for about a hour.
 
The autotune is an o2 sensor that replaces the bikes. So in my theory it would act in place of the ecu and just consistently readjust based on altitude weather etc. to keep good fuel mixture? If nothing is monitoring then if you rode across the country or different altitudes it would not readjust right? Why do the other guys you mentioned with the Te449/511 take them out eventually? If that is the case I should be looking for a slightly used autotune
 
The AF-XIED is a spoofer indeed. However, what it does is spoof the electronic information provided by the OEM O2 sensor and replaces them with electronic information that spoofs the ECU into thinking the O2 sensor is demanding more fuel. This effectively negates the relearning affect that occurs with you spoof your AIT signal. In other words, it won't become "learned" by the ECU. The PC does this differently but also at the expense of fuel economy.
 
They are just using the auto tune to set a map instead of going to a certified dyno facility. Once the map is learned they do not want the map to change. Therefore they remove the o2 sensor/auto tune.
 
Well it's been a bit now since I have had the AF-XIED on my bike. I leave in 10 days for a multi-week trip on the Terra and look forward to how the bike performs.

My bike at the beginning (pre AF-XIED)

1. Lean Stumble that left me hoping not to be killed at intersections. The bike would either die in the intersection requiring restart or die when I cracked the throttle. Either way it was hella dangerous.
2. Extreme lean pop on deceleration
3. Quirky throttle. Not linear and very snatchy.
4. Idle hunt problems. The ECU was always hunting for optimum idle. It would vary as much ast 250 rpms while it hunted and would sometimes die just sitting in my drive idling.
5. Bike had torque in first and second gear but was not consistent across the power band.
6. I experienced surging at speed. The bike did not always do this but if the day was hot and humid the bike would surge at speeds over 55 mph.
7. With the above problems I found myself not enjoying the ride because I was always worried about the engine stalling at inopportune times and honestly the bike was not what I expected given the fact that it has the venerable Rotax power plant.

Life after AF_XIED

1. Lean stumble 99% abated. I still get one on cold start if I take off too soon. But it is now a rarity.
2. Lean Pop on deceleration. Gone, non-existent, nada, nothing but exhaust note sweetness.
3. Quirky Throttle. The throttle is now very linear and consistent in all throttle positions. It has a much better feel now.
4. Idle Hunt. The idle is now rock solid at 1550 Rpms. No hunting.
5. Torque consistency. The bike has torque in all gears and it's consistent, meaning that I can find that low end torque in each gear. I can actually wheelie in third gear if I want to (I don't want to, I'm too freakin old).
6. Surge at speed. Gone and the bike performs beautifully at all speeds but the bike really is a pleasure to drive at highway speeds now.
7. The happiness factor. Smiles from ear to ear. I love this bike now that I have it sorted.

What's next? Roger asked me to leave the setting at F7 for a 1000 miles or so. I am doing that. However I leave for a trip up the west side of the Mississippi River and back down the east side in 10 days (barring delays). I will be trying the F8 setting after we turn around and head back south. Looking forward to being able to try the new setting.

I am still learning FI theory and it's nuances but the threads and articles that I have read have convinced me that short of someone breaking the hex codes to the Magnetti/Marelli ECU that this method is the most consistent and cost effective (retired military budget) means of controlling my bikes erratic electronic and fuel injection behaviors.

Would I recommend this device to my best friend? Yes, without hesitation.
 
Charlie - are you using the BMW 800 AF-XIED model or something else? I'm about to go this route and want to make sure I'm getting the right one.
 
It fits the BMW 800 among others. There are only a couple of us using it right now. Myself, Arkwhizzy and I believe Quirky has one. It makes a real difference.
 
Charlie, I have an F800 item fitted to my Terra which was Mossed yesterday and tomorrow I am launching on a 1500 km ride over dirt, highway and country roads. I will take notes and post same.
MG
 
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