Jon Knutson
Husqvarna
A Class
I've given up on my Wuka King (my bike runs the same as it did before I got it). Just ordered a AF-XIED, will report my results once it arrives.
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 The previous version was outdated and no longer supported.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!
I've given up on my Wuka King (my bike runs the same as it did before I got it). Just ordered a AF-XIED, will report my results once it arrives.
The only change I made to my bike engine wise is installing a Uni filter I've had problems with that stumbling installing since it was new. I might've had a slight improvement when I first installed the Wuka King (exactly as per instructions, drilling the hole in the front fairing), but it is just as bad as it always was. I want to try the AF-XIED because I've heard only good reviews on it so far and it actually changes the signal coming from the O2 sensor and I don't think the bike will "learn" it like an AIT sensor.
$1
$1.95 Jaycar Electrics, l'm thinking Booster Plug ait, as l've already repositioned both ecu ait & Booster Plug ait well away from engine heat
Fun experimenting
The Booster Plug still allows the ecu to revert too default
My Booster Plug has given me more than 15,000 klms reliable service, no complaints from me, also have Pod airfilter (4,000 klms ago) & GPR (11,000 klms ago) exhaust
My Dyno results this morning, note the motor stumbling at 2,000rpm, which generally is the stall in slow moving traffic & the extreme lean at 4,300rpm with detonation
Any comments?
I had all the symptoms you describe including the detonation at highway speed at high revs. I recently swapped from a booster plug to an AF-XIED and haven't looked back. Goes like a hairy goat, engine much smoother and runs much cooler. I was driving today through traffic, stopping frequently with temps around 35C and the engine never got further than one bar above halfway. Normally it would be up near the max with the fan regularly switching on under these conditions.
Interesting that the map shows so much variability. I wonder how it compares to other similar bikes...
I removed the Booster Plug this evening, the frequent stall at 2,000rpm could be dangerous
I tried the Booster Plug AIT directly on the ecu, the motor coughed & spluttered - is 20 ohms
As in a previous post, I inserted a variable resistor into the ecu AIT wire, at 4 ohms the engine runs smooth & pulls, although stalls, on closing the throttle
It has been suggested to check the idle setting & re-set the ecr - tomorrow's task
I ordered a AF-XIED a few days ago
The TR has an Marelli ECU, the BMW's have a Bosch, be interesting to know the different signals
--Barometric pressure (possibly your ECU doesn't have this)
I removed the Booster Plug this evening, the frequent stall at 2,000rpm could be dangerous
I tried the Booster Plug AIT directly on the ecu, the motor coughed & spluttered - is 20 ohms
As in a previous post, I inserted a variable resistor into the ecu AIT wire, at 4 ohms the engine runs smooth & pulls, although stalls, on closing the throttle
It has been suggested to check the idle setting & re-set the ecr - tomorrow's task
I ordered a AF-XIED a few days ago
The TR has an Marelli ECU, the BMW's have a Bosch, be interesting to know the different signals
Also check and clean the idle air mechanism.
Also note that there are some new BMW bike models using the same Marelli ECU.
I wouldn't rely on the AFR readings from an inertial dyno run. Almost every time, they start out very lean due to incorrect initial conditions. Unless there is a load on the rear wheel of the motorcycle, the ECU can see a deceleration, which leads it to reduce fueling. The entire dyno pull is only a couple seconds long and the throttle is Wide Open so you only check a few of the 256 or so cells of the fuel table.
My Dyno results this morning, note the motor stumbling at 2,000rpm, which generally is the stall in slow moving traffic & the extreme lean at 4,300rpm with detonation
Any comments?
Hi Roger, agreed that Dyno runs are only approximate, however we ran a number of Dyno tests to eliminate as many errors as possible, this is only one series
I thought it of interest as it clearly indicates when the ECU is "open-loop" & "closed-loop" & how it tries to adjust, plus the Booster Plug influence
The richness around 7,000rpm has been mentioned by others in previous posts
The horsepower can only be measured when there's a load on the drum
Been an "interesting" time, the Pod-mod seems to have brought with it other challenges
Oh what fun ??
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It doesn't look like it is stumbling at 2,000 to me. I believe that high AFR is due to Dyno initial conditions only. Please see the posts here: How to Interpret Dyno Results
I don't see any signs of when your ECU is Open or Closed Loop. Where are you seeing that?
When you change any condition of the IAT, you need to ride for several tanks of gas before you test on the Dyno. This gives the ECU enough time to adapt, and create its final long term and short term trims.
Also, the AFR shown, at 7,000 RPM is 12.5:1 this is a usual Wide Open Throttle, 7,000 RPM result--not too rich. This is what I would expect the bike to be in stock condition. At WOT, 7,000 your bike should be making 100% Horsepower. That means it should be at Best Power Mixture or a little richer. The extra fuel protects the engine.
On an intertial Dyno it measures horsepower by calculating torque from the rate of acceleration of the drum, using the known weight and rotational inertia of the drum. Horsepower is calculated by then multiplying the torque X RPM / 5252.
The need for a small "static" load at 2,000 RPM is so that you don't get the false lean signal you're seeing.
Lastly, I'm not saying the results of inertial dyno testing are approximate. I'm saying as far as AFR goes they are often wrong at low RPMs due to the reasons in the link above. I don't know why but I believe the the 15:1 you're seeing at 4,300 RPM is not the result of fueling but of something else. To know for sure you should get your bike on the road with a Wideband O2 ahead of the CAT.
Also check and clean the idle air mechanism.
Also note that there are some new BMW bike models using the same Marelli ECU.