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Author Message   Markog Posted on Wednesday, November 28, 2007 - 05:25 pm:        hi guys, fairly new bueller, i've got a 06 uly just wondering if anybody could run me through a lesson on ecmspy i'd like to fatten up the fuel in the midrange a little bit, i'm a mechanic but never worked with computers to work on machines thanks, marko   Scotty_j Posted on Wednesday, December 12, 2007 - 04:54 pm:        Hey- Sorry no one has responded yet, but we've only got one guy messing with ECM Spy, and he's just trying to learn it himself. Any chance you got a map for a Uly with an open airbox and a Micron?   Markog Posted on Wednesday, December 12, 2007 - 06:48 pm:        hi: sorry scotty no maps, as of the moment my uly is stock. i'm just thinking ican get the hunt out of the f.i. at 3grand marko   Firebolteric_ma Posted on Wednesday, December 12, 2007 - 07:28 pm:        I'm that "Guy".... I am pretty Good with the direct link system, Been playing with it a few years now. Now I am learning the EcmSpy System. I got some Software that reads EVERYTHING from Fuel cells right down to turning the fan on and off. FULL control of the entire ecm....Now That Is Just Silly as it gives most a pretty big window to screw a bike up FAST if not carefull....yea...wish me luck....lol I am practicing and making progress, read a ton on the system, talked w/ a few guys that are fluent w/ it, even the guy who made it... If you can Data log, I got a program that can adjust the map automatically, Do this a few times and good to go.That is if you start w/ a decent Map and all........ You should post on the main page as most don't look up here often unless something good is coming up....   Chasespeed Posted on Tuesday, January 08, 2008 - 07:00 pm:        Eric, hopefully, I will be the "other" guy with the ECM spy back home within the year.. Anyone gonna help me find a job? Chase   Homebrewed1 Posted on Friday, January 25, 2008 - 09:41 am:        I had an older version from last summer on my palm phone that I was using to reset TPS and AFV, as well as looking at trouble codes. I updated a version from December (they don't list the files by version unfortunately on their web site, but they do update them). The new version for the Palm platform is very full featured, with ability to adjust the rev limiter, fuel maps, and all other stuff. I just installed this new version yesterday, so I need to play with it some more. I am breaking in my new 1250 10.5:1 compression motor on my 1999 Tunderbolt, which I also put on xb style heads for the build. The thing is lean when it goes into closed-loop, but runs fine with the AVF reset to 100. O2 sensor checks out 100%, as does a replacement 02 sensor we tried. Voltage looks good through ECMSpy too. I can only guess the stock maps just don't work with this setup, which is why I am researching the ECMSpy software fully. I am going to save my EPROMM data tonight, and start a process of working on the map as described on the detailed tutorial found at the ECMspy site. I'll let you all know how it turns out. Also, are there any good maps that have been done for my fairly common setup to give me a better baseline to start from? Also, I do have the Race Computer, a forcewinder type intake, and a Drummer muffler on stock headers. No other performance mods other than listed.   Scotty_j Posted on Friday, January 25, 2008 - 01:24 pm:        Did you see the tutorial for datalogging and having megalog tweak your map for you?   Homebrewed1 Posted on Saturday, January 26, 2008 - 11:25 am:        Indeed. The tutorial is a nicely written document. For some reason though, with the latest Palm software release of EcmSpy I keep getting errors while trying to download the EPROMM data file from my Race ECM. I can read everything else, and set TPS and AFV fine. My only problem so far is downloading the EPROMM data file. I get cable error, then bit size error, then some other error every time I try to "fetch" the EPROMM. Would it be useful to install the stock ECM and try it, or is it something else? Also, what is the email address to contact Gunther and technical crew he has working on stuff like this? Thanks again for any help anyone can offer. I am anxious to get my bike back on the road and break in this new motor work.   Homebrewed1 Posted on Saturday, January 26, 2008 - 08:00 pm:        My problems were in the cable between the palm and the bike. I was able to pull down the EEPROM finally. I did a ride and did some dataloging. WHen I tried to open the datalog in MegaLogViewer it says the datalog does not contain "Y" axis data. I did the log on the binary setting, and used the file conversion utility within the Palm EcmSpy software. Did I do something wrong, or is there a setting I need to change in EcmSpy on my Palm or MegaLogViewer? I had a nice size data file to work with.   Id073897 Posted on Sunday, January 27, 2008 - 12:49 am:        Use TPS 8bit as Y axis or select the Buell settings in MLV. Regards, Gunter   Firebolteric_ma Posted on Sunday, January 27, 2008 - 09:46 am:        Got your answer from the man himself....   Scotty_j Posted on Sunday, January 27, 2008 - 10:35 am:        Gunter rules.   Homebrewed1 Posted on Sunday, January 27, 2008 - 02:13 pm:        Indeed he does. And so does his software. The MLV software is pretty incredible too. Now I need to figure out how to take the modified map MLV gave me and mirrror it between the front and the rear cylinder. As of now, it only modified it on the front cylinder, and I cannot find an easy way to copy and paste it. I really don't want to modify each cell, because there were a lot of changes as a result of my engine modification. Any help would be appreciated. Looking to test ride today if possible. Thanks again.   Homebrewed1 Posted on Monday, January 28, 2008 - 01:26 pm:        Gunter PM'd the info to me. Looks like no easy to do the map writing with the Palm software. I went through each cell and modified the fuel settings. Although it worked, it would be nicer to have an easier way of doing it, since I have to do it a few more times to get the map dead on. The question now, after spending many hours with this program, has anyone been successful with installing the drivers for the PC version onto a XP OS? My computer does not seem to recognize that a new USB connection has been made when I plug the bike into it. I don't have any problems with the Palm version, but PC is not working for me so far. This is an amazing piece of software. It can make you head spin though, by not knowing how some of it works. The technical guide on the EcmSpy site is for the PC version, which is similar, but setup different, and now the Palm version has more functions than PC version does. I am not sure how to use some of these functions, and others I am not sure what the implications of using are. Is there a new guide that anyone is aware of for the new Palm version?   Id073897 Posted on Monday, January 28, 2008 - 03:01 pm:        There's a elaborate manual for the pda version - but it's in German. I'm lacking either knowledge and time to translate this into English. So, as with all regarding EcmSpy, YOU have to care: look for someone able to translate it. Be prepared to pay for it. You get the software for free, so don't mind to spend a few bucks for translation. I will gladly add any translations to the website. Everyone contributing to this project is doing this in his spare time and by spending his own money and either one is limited. This is not a pure consumer product, it does require help and feedback (in a very literal meaning) from it's users. Regards, Gunter   Damnut Posted on Monday, January 28, 2008 - 03:10 pm:        Here you go, free translator http://world.altavista.com/   Damnut Posted on Monday, January 28, 2008 - 03:23 pm:        Fuel Injection translated: Fuel injection systems The controlling of a fuel injection system is special (nowadays) small, computers aligned to this purpose. Old versions were also still mechanically realized. A well-known example of a mechanical fuel injection system is of the company the BOSCH built sucked. "k-Jetronic". The true break-through took place, as within many other ranges also, here with the invention and the massive spreading of electronic construction units, primarily of the Transitoren (as tax and logic elements) and the integrated circuits (IC). With its assistance it succeeded to manufacture the first all-electronic fuel injection systems. First this plants worked still full-similarly, that means that for the "computation" of the opening time of the einspritzventils similar signals were combined - quite comparably in principle with a mechanical fuel injection system, that evenly no levers were only used, but "volt", with all pro and cons resulting from it. With the increasing digitization in the technology also the first microprocessors drew into the fuel injection systems and made it possible to assign to the controls more extensive tasks. Thus in many cases not only the injecting control, but the entire engine management is transferred by the central ECU. The fundamental procedure however is identical for all remarks of the fuel injection systems and corresponds to the general EH principle: - the Umbegungsbedingungen and engine conditions are seized (input) - a fitting quantity of fuel is determined (processing) - the fuel the air flow supplied (expenditure) seizing the boundary conditions the correct determination of the necessary amount of fuel presupposes, that the conditions, on which the engine runs at the time of injection, exactly enough to be seized. They form the bases of the computation. The collection of the boundary conditions is made by a number of different sensors, which seize and (often, but not always) into a tension convert a certain size which can be measured. The conversion can be very simple, as with the butterfly valve position sensor (TPS = Throttle position sensor), in which a simple Potentionmeter is built, which changes the tension linear dependently to the angle of rotation, or somewhat more complicated, as at the temperature temperatures, in which a temperature is converted nonlinearly into a tension. The following boundary conditions are needed in any case: - load condition (measurement of the butterfly valve position or the negative pressure in the Ansaugtrakt) - engine temperature - intake air temperature - number of revolutions - air pressure _ the measurement the air pressure, which to computation a correct amount of fuel actually essential be, can by a measurement the oxygen content in exhaust gas over a Lambdasonde replace (or with it combine) become. This measurement of the Lambdawertes (that is the relationship from supplied amount of air to the theoretical need) can be consulted for the correction of the eingespritzen amount of fuel and be compensated so the missing measurement of the air pressure. This proceeding finds also in the controlling of the Buell application. Determination of the amount of fuel the mass of the fuel which can be injected is direct on sucked in air mass dependent, to that extent is the knowledge around the air mass of the keys to the perfect burn. Sucked in air mass is affected, except of the Umweltbediungungen such as air pressure and temperature, by a further factor: the so-called volumetric efficient (VE). The volumetric efficiency is a term from the range of the piston engines and designates the relationship from sucked in air volume to the capacity. An engine, which was slowly revved up with butterfly valves opened far, would have a VE of 100%, it exactly the same much air volume would suck in, as would correspond to the capacity. In current enterprise however the volumetric efficiency is very different. On the one hand the sucked in air volume is decreased purposefully by the Drosseklappen, because to the adjustment of engine performance both air mass and the fuel mass must be varied. On the other hand the volumetric efficiency can exceed the 100%-Marke completely clearly, this effect sucked. For reloading possible make at all only engine performance modern combustion engines. Reloading results from an oscillation of the gas column in the sucking in and Auslasstrakt. If that is skillfully implemented, then the pressure waves ensure for the fact that more air into the combustion chamber one presses, than its volume amounts to. More air also more fuel means and more energy, which can be umbewandelt over the burn. The volumetric efficiency of an engine hangs very strongly of geometry of the Ansaugtraktes (length, diameter, curvature etc..) off and can be described only heavily in formulas. For this reason it is measured during the engine development and stored in the form of tables, the so-called characteristic diagrams, in the injecting control. In these tables for example over the number of revolutions the volumetric efficiency is laid on to a certain Drosseklappenstellung. If these two values are well-known, then the looked for value stands in the intersection of these two numbers. Is only once well-known, which air volumes the engine sucked in, air mass can over the seized boundary conditions and then the necessary amount of fuel to be calculated. Due to the dependence on an angle and the engine speed such fuel injection systems are called also?-n-controls. None had calculation of the amount of fuel the injection nozzles of the first generation of fuel injection systems calculation function they opened and closed pressure-dependent, the pressure thereby by a central mengenteiler were developed. The subsequent generation then already possessed an electrically controllable single solenoid valve, with whose assistance the nozzle bore is opened and locked. As a function of the fuel pressure so the eingespritze fuel volume can be specified sufficient exactly over the opening time (pulse width of the signal). The opening time consists thereby of a constant and a variable portion. The constant portion is the time, which the single solenoid valve necessarily over to react and the nozzle bore release, the variable portion corresponds then to the amount of fuel which can be injected. The einspritzvorgang can be accomplished thereby for all injection nozzles parallel or for each injection nozzle separately (sequentially). Both procedures offer specific pro and cons, in particular the cost of computation and storage requirement increase with sequential injection.   Id073897 Posted on Monday, January 28, 2008 - 03:29 pm:        Sorry, but forget any babelfishes. It's pure crap what comes out of these. Believe me, even I know enough english to judge that. Regards, Gunter   Damnut Posted on Monday, January 28, 2008 - 03:31 pm:        Thought that I would try, if it was in Portuguese then I could be more helpful.   Scotty_j Posted on Friday, April 11, 2008 - 02:18 pm:        *BUMP* the new version is now available at ECMSpy.com.   Firebolteric_ma Posted on Friday, April 11, 2008 - 03:47 pm:        I did not realize mike was releasing it so early! WTF! He could have told us! Hey Scotty feast your eyes on this badboy!   Id073897 Posted on Friday, April 11, 2008 - 03:58 pm:        I did not realize mike was releasing it so early! Pardon, but what mike? That software is written by Ralf, exactly as the previous version(s). Honor to whom honor is due. Regards, Gunter   Scotty_j Posted on Saturday, April 12, 2008 - 08:03 am:        Inside joke for Eric & me, Gunter. We know Ralf is The Man!   Scott_in_nh Posted on Sunday, April 20, 2008 - 12:44 am:        I know there is an update in the new version for 08 Buells. Is there any reason I need to download the new version for my 99?   Scotty_j Posted on Sunday, April 20, 2008 - 09:56 am:        Oh, hell yeah. The new version has three modes: beginner, expert, and professional. In Professional you can really F up your bike if you're not careful because they've just about cracked every nook and cranny of the ECM. But don't take my word for it... I'm just regurgitating what I've read. I just got the Uly off the stands last week (GMD Computrack fork revalving)and haven't had a chance to play with it, but without going online with it it looks like it's going to be wild!   Scott_in_nh Posted on Sunday, April 20, 2008 - 06:22 pm:        ok thanks, I'll download the new version later in the week (faster connection at work)   Scotty_j Posted on Monday, April 21, 2008 - 09:44 am:        I just found a quick rundown of 2's capabilities: - automatic detect of ecm type (GC, IA, JA, KA, CB050, CB060, GB231, IB310 and OD0CB from 08) - fast fetch and burn for Tables and EEProm - automatic detect of the connected Com Port - diagnostic for active exhaust - switch on/off diagnostic codes - switch on/off active exhaust - switch on/off white cable - viewing of cloosed loop (idle, learning and ego) - editing of cloosed loop (move and resize) - viewing of WOT - viewing of the actual position in the Tables with crosshairs - editing of the spark table - editing of the rpm and tps axis (move the mouse over the axis you want to edit, then right mouse click and select edit) - simultaneous edit of front and rear maps - direct edit and burn of maps cells with CTRL+/- - copy and paste for the maps (select the region with the mouse then right click and copy/paste) - editing of some tables: acceleration, wot, AFV, openloop corr., open loop enrich delay, rpm limiter - more fields in the runtime tab - 3 views: standard, expert and professional - and much more   Scotty_j Posted on Friday, April 25, 2008 - 07:46 am:        I just did a TPS reset with the Xopti/Treadmarks "square idle." Awesome. The Uly, with all it's mods, would only hit a 1050 idle when the TP was at 6.3. Even then it would snort and hesitate a little rolling off the line. Now, I set my TP at 5.1 (factory), and then tweak the map cells (TPS=10-15 x RPM=800-100) until the idle smooths out. Now she rolls right off the line without complaining, and my idle is more steady than before at about 950 revs, which gives back that much more of my throttle. Plus, all the bouncing around at idle is virtually gone. Snorted a little this morning when she was cold, but sounded sweet once warmed up. Good stuff.   Firebolteric_ma Posted on Saturday, April 26, 2008 - 11:03 pm:        Still working well? How did JP's Data Logging go?   Scotty_j Posted on Monday, April 28, 2008 - 09:44 am:        Crap crap crap. Stupid connection won't hold, and when it does the stupid software locks up. I don't get it. I'm guessing it must be my laptop since so many other people have posted success with laptop datalogging. Besides the Palm logging (you build that cable yet, slacker?), the only other way to tune right now is on a dyno but we can't do that because JP's bike is the "budget-build."