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3xzebo
| | Posted on Saturday, October 18, 2008 - 10:58 pm: | 
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I have installed ecmspy and the drivers and can link to the bike. I can not reset the tps value to zero from the idle position the best I can get is 9%. Any solutions |
Froggy
| | Posted on Saturday, October 18, 2008 - 11:04 pm: |
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Snap the throttle a few times, then keep adjusting the screw till it reaches 0. Idle is about 4.6 degrees. |
3xzebo
| | Posted on Sunday, October 19, 2008 - 02:05 am: |
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I've got the screw all the way out and the throttle sticking slightly in the bore. Wandering if it is a bad tps? If I go to 1/3 throttle and reset the tps i can get it to 0 as soon as i try to go back to fully closed it jumps back up to 9% |
Bombardier
| | Posted on Sunday, October 19, 2008 - 02:32 am: |
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You have a 2008 model.
Has been reported that ECMSpy does not work on most of this year model.
Perhaps the fellows at the dealership where you work can reset it for you? |
3xzebo
| | Posted on Sunday, October 19, 2008 - 12:33 pm: |
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correct, we had the same problem with direct link unable to read the maps on the 2008 I was unaware of the problem with ecmspy. thank for your input maybe I'll just use the buell race tuner, any comments? |
Al_lighton
| | Posted on Sunday, October 19, 2008 - 01:08 pm: |
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You don't do TPS resets with ECMSpy or any other program with the 08s and later. The ECM is capable of doing self resets, or you can force it by opening and closing it a few times at initial turn on (follow the specific procedure in the service manual)
The 08s and later have idle air control, so there is not Idle adjust screw. There is a hard stop in the throttle body that is for the "zero" position, but it isn't a fully closed position like the 07's and prior had to be in to do the zeroing. The idle plate is held partially open, and the Idle Air Control circuit provides the balance of the air for idle, under ECM control. You don't manually set the idle speed as on previous year models.
Al |
Froggy
| | Posted on Sunday, October 19, 2008 - 05:30 pm: |
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Oh crap! Sorry I forgot to check your profile! |
Turk
| | Posted on Monday, December 08, 2008 - 10:10 pm: |
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To back the screw out you must have scraped off the tamper resistant goo. Now you've either got to figure out how to get the screw reset to exactly where it was (pretty unlikely) or replace the throttle body. |
Turk
| | Posted on Monday, December 08, 2008 - 10:11 pm: |
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I hate to be a jerk, but I'm pretty sure I've posted out here before that a tool like ECMSpy in the hands of someone that doesn't know exactly what they are doing can be a very dangerous thing.
I'm not trying to pick on you but this is a prime example of what can go wrong.
(Message edited by turk on December 08, 2008) |
Id073897
| | Posted on Tuesday, December 09, 2008 - 02:26 am: |
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but I'm pretty sure I've posted out here before that a tool like ECMSpy in the hands of someone that doesn't know exactly what they are doing can be a very dangerous thing.
All I see is that a screwdriver in the hand of someone that doesn't know is a dangerous thing, because it's impossible to turn any screw with EcmSpy. |
Turk
| | Posted on Tuesday, December 09, 2008 - 08:43 am: |
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Agreed but the scary thing about ECMSpy is that just because someone can get it, doesn't mean they should have it or use it. It gets treated like the magic tool for every issue. It's like a hammer - for some jobs it necessary and in the right hands poses no threat, but if you don't know where to hit and how hard, you can break a lot of stuff. Lately I've been seeing a lot of people picking up this hammer and some of the guidance that's floating around isn't going to help make anything better (that doesn't include you Gunter). IMO, there is way too much shooting from the hip tuning being substituted in place of good dyno tuning.
As the saying goes, when all you have is a hammer, every problem looks like a nail... |
Buelltuner
| | Posted on Tuesday, December 09, 2008 - 09:39 am: |
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there is way too much shooting from the hip tuning being substituted in place of good dyno tuning......
enough said |
Id073897
| | Posted on Tuesday, December 09, 2008 - 12:36 pm: |
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but the scary thing about ECMSpy is that just because someone can get it, doesn't mean they should have it or use it.
Where's the basic difference between a handfull of main jets and a screwdriver thirty years ago and a FI and EcmSpy now? Was everything less scary then because it just seemed to be simpler?
I'm sure at that time even experienced tuner did not exactly know how mixture looked like in some regions and the absence of diagnostic tools (WB-O2, EGT ...) did not make things easier. They definitely got an idea what's going on, but most tuning turned out to be trial-and-error.
Compare that to the situation now, where all you have to do is to log and watch. |
Turk
| | Posted on Tuesday, December 09, 2008 - 08:16 pm: |
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Compare that to the situation now, where all you have to do is to log and watch.
Logging and watching has nothing to do with many (actually most) of the ECMs functions. ECMs contain so much more than simple fuel and ignition maps. As for the days of tuning a carb, it was a lot simpler and there is a huge difference. Carbs didn't have temperature corrections (plus several others), run in closed loop, have parameters that adjust how closed loop works, where it works, where and how it learns, open loop learning, wide open throttle enrichments, etc. And that hasn't even touched on idle air control and everything that comes with it. That's a lot of things to hit with the proverbial hammer... |
Bombardier
| | Posted on Wednesday, December 10, 2008 - 12:42 am: |
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Gunter is right. |
Id073897
| | Posted on Wednesday, December 10, 2008 - 05:12 am: |
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As for the days of tuning a carb, it was a lot simpler and there is a huge difference.
Did you ever try to adjust a carb under WB-O2 control?
Carbs didn't have temperature corrections (plus several others)
Sure there is: rejetting. Change in air pressure? Rejet. Change in air humidity? Rejet. Do you own the meters providing you with all these data? How much do you have to change fuel if air humidity changes from 40% to 95%? This is not simple, if you didn't have some precalculated lists handy.
Adjusting a carb seems simple, but it isn't. The key is, that most people didn't care about most of the conditions impacting a/f ratio. It's like wearing a old style or a digital watch: one shows the time approximately "a quarter to 11", the other one 10:47. Both informations may be satisfactory, but not always and not for everyone.
EFIs helps focus on just one region, all other remain unchanged, in opposite to a carb where jet regions overlap. EFIs tell you exactly how much fuel is injected, something very difficult to achive in a carbed system and OTR. |
Turk
| | Posted on Wednesday, December 10, 2008 - 09:06 am: |
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You're missing my point. Exactly what you said is right, there were corrections by rejetting but you knew you were doing it. With EFI if someone mucked up the corrections the fueling can be drastically different without their knowledge which can result in different learned values that are then applied incorrectly and then everything is hosed up. Plus you're also ignoring the countless other functions of the ECM beyond just fueling that can get screwed up and that stuff just didn't apply to tuning a carb.
I never said setting up a carb was simple, but rather that it's simpler than fuel injection. |
Id073897
| | Posted on Wednesday, December 10, 2008 - 11:21 am: |
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With EFI if someone mucked up the corrections the fueling can be drastically different without their knowledge
No: log and watch. The EFI tells you about that all. That's the real advantage. Try that with a carb. Left alone the fact, that no value changes on its own, as there's some action required. So as almost always, the problem sits not inside, but in front of the computer. It's the fool, not the tool. |
Turk
| | Posted on Wednesday, December 10, 2008 - 11:29 am: |
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So as almost always, the problem sits not inside, but in front of the computer. It's the fool, not the tool.
100% agreed. My contention has always been that. |
Id073897
| | Posted on Saturday, December 13, 2008 - 12:43 pm: |
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Not directly connected to this topic, but an interesting reading anyway:
http://www.innovatemotorsports.com/forums/showthre ad.php?t=3371 |
Bombardier
| | Posted on Sunday, December 14, 2008 - 07:26 pm: |
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Tinker as much as you want I say.
If you play with it and it all goes sour then you should pay for it.
It is the unscrupulous who modify, then break, then claim on warranty that are the problem.
I think that ECMSPY is the most unselfish thing that anybody has done for the automotive industry in many years.
The team should be commended. |
Kalali
| | Posted on Monday, December 15, 2008 - 12:19 pm: |
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"I think that ECMSPY is the most unselfish thing that anybody has done for the automotive industry in many years.
The team should be commended."
Couldn't agree more. Makes Buell ownership a lot more enjoyable. |
Xoptimizedrsx
| | Posted on Sunday, January 11, 2009 - 10:59 pm: |
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gunter
hi!!!
i work with the guys from innovate they are real cool guys.
as you see its a endless argument here.
i have the egt and ways to see co2 as well as afr. i have the dual lc1 and other guages. i have been using these for a long time.
some people are still scared of the ecm. and dont relize what others actually do know.
each bike and ecm is different once tuned to that bike.
everything depends on the whole picture. the engine build itself. head flow exhaust flow temps air temp ,fuel temp, intake port velocity as well as tone even the headers and pipe need to be tone matched to the engine.
if you want go find the pipe works tuning software then do the math. IT WILL SHOW YOU SOUND HAS A EFFECT it is used by every big engine builder and race designer on heads, pipes, intakes and ect. it does the design within .0001.
i have used it for a while. there is a lot more to it than jets even way back when.
you go way back. take the old 60 cu in engine show me over 90 hp with it any carb.
i'll take my 60 cu in xb9 and show you over 90 hp. my newest additions should get me even further up. still only 60 cu in.
if you want look at the hondata tuners or the mitsubishi evo tuner programs. then you will see why buell ecm were easy to learn. the buell ecm is basic. with the data logs with add on equipment they are a snap to tune. doesnt take a dyno at all just road time and logging with the add ons. best target open loop is 13.2 to 13.5. set the closed loop learn at 14.7 idle at 14.5 stage the accelerators to stack the durations are fine. you can move the closed loop zones around. there is endless functions in ecmspy if you have the data behind the hex codes. if not dont mess with it. find someone who does.
if its a street use scale it to 14.7 through out. THE FACTORY ECMS HAVE LEAN IN SPIKES FRONT AND REAR OFFSET. SMOOTH THESE OUT. JUST A SINGLE SNIFFER IN THE PIPE WONT TELL YOU CRAP.
MIKE |
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Ecmspy question