I did a search on this subject and was wondering if anyone who purchased one of these units had time to play around with it yet. Looks like a winner for someone wishing to dial in a bike with a power commander.
Yes that's the system I was looking at ,with the aux. inputs.Several members stated that they had either purchased the unit or were going to. I was just interested to know if they had time to play with it yet. How did it fit your needs with your truck? Any problems?
no i have not had any problems with it. the only thing to keep in mind, to use it on the bike you'll need to get a clamp to stick the sensor out through the back, because the pipes don't have the standard threaded plug to thread in the o2 sensor.
in a way i regret selling it, but i simply needed money...
basically the way you would use it is go find a straight road, turn wideband on, and go WOT. Then come home, hook it up to computer, and get the AFR sheet.
this is what it looks like (my logs) -
and
from there you add a little or remove a little fuel to get to where you want.
HOWEVER i am not sure how it works with the PC3 / ducati ECUs - in the truck (1999 dodge dakota) there are different fuel tables - part throttle and full throttle. hence when adjusting my ECU different tables need to be modified. The tables give a baseline, and then are "adjusted" with readings from the MAP (manifold air pressure) and TPS (throttle position sensor) sensors. I'm not sure if the ducatis posess a MAP/MAF (mass air flow, different type of air pressure/flow sensor system), so not sure how many tables there are to adjust or how "accurate" you can adjust the actual fuel curves.
When looking at the tips video on their site it was possible to log throttle position, afr, and rpm resulting in a table similar in nature to the table used with the pcIIIusb. It can even estimate the percentage that the fueling should be adjusted at each point ,if I'm looking at it correctly.Pretty cool if it works the way I think it does.
I'm getting one - the LMA-2 kit. I've been doing a LOT of searching of cheaper alternatives, and the closest I've come to is the DIY kit from TechEdge called the WBO2 which runs $156 without the sensor. The Bosch WB sensor is now only $29 in the USA, so that's a great deal, if you know how to assemble an electronic board. They also have built-up kits, but these are $281 without the sensor. Then you need a logging device such as a Palm PDA (Pocket PC not supported yet), with free logging software.
All in all, I prefer the look of the Innovate unit, but it runs $429 (with sensor). Both units can only control/log a single WB O2 sensor, so you have to do each cylinder sequentially, ir you want to do individual cylinder mapping.
The Bosch sensor takes a standard 18MM x 1.5MM bung, which you can buy from the USA Innovate dealers as well for $8 each. Remember to drill and weld the bung at near the top (or high on the side of the header) - but NOT at the bottom of the pipe where condensation water can destroy the hot sensor.
You will need to splice into the TPS for the throttle position, and run a signal line from the coil primary circuit for the RPM, and that's all you need with the Lambda readings to map the PCIII.
The Duc does not have a MAP, and you don't need EGT or CHT or air temp or coolant temps for the PCIII maps, although you will have a few input sensors available for any of these if you wish to monitor/log them.
is there a part throttle or wide open throttle reading from the TPS - or only % wise? or is there NO alteration at all and there is only one fuel table?
trying to determine how the duc stuff works and whether or not a PC3 will suit my needs, as "piggybacks" didn't do it for me with the truck.
I just looked through their message board and one of the threads warned against using the coil circuit for rpm signal due to noise. I haven't looked yet but is it possible to pull a signal directly from the tach wire?
The LMA-1 accepts any signal between 0 and 5V, so you could check that the tacho signal from the ECU is less than 5V (very likely), and use that, if the primary curicuti is too noisy. I'm going to try the primary circuit first, to reduce the number of splices into the sensor circuits.
Spawn_x - I don't have the PCIII or the LMA unit yet, so this is from my research only, at this stage......but this is what I know. The LMA docs show how to map the TPS voltage to output values you want - you can map the 0-5V range on one of the LMA-1 inputs that you will use for TPS to any numbers you really want to output. I would use % of throttle, to tie in with the PCIII software, which uses % throttle, in a 9-step throttle matrix. You would need to reset your TPS first, to ensure you have a good baseline, and then measure the output voltage with a good voltmeter from the TPS with a closed throttle (TPS at idle position) and map that in the LMA-1 to make that the 0% throttle position for the PCIII maps- as the PCIII maps assume 0% throttle is idle position, not actually a fully-closed throttle in the throttle body, and then measure each 20% increment of throttle from the TPS, and map that voltage reading into the LMA-1 to output the relevant % value of throttle, so that you are in sync with the PCIII map.
The PCIII map software seems to take the closed (idle) TPS position as a baseline, and extrapolate the TPS throttle positions from there, which may mean that the LMA-1 and PCIII throttle % numbers are not truly in sync throughout the full throttle range, but as long as you don't change the PCIII TPS settings AFTER you have started mapping, this should not matter too much, as you can always continue to refine the TPS mapping on the LMA-1 if necessary.
I can give you a little information. Not much as I just installed the LM1 and did a testrun to confirm that it works and how it looks before I start to do some things at my engine.
The first thing is that you need to connect the lambda to the headers and that means that you have to weld a bung to it. I tried the "exhaust clamp" but it did not work at all. Innovate are also saying that it will not work on singels and it might not work on twins. I can confirm that it does not work on twins.
I am taking the ignition signal via the clamp. It is a bit big and difficult to do on a monster S4 as it has the coils at the sparkplugs but it works and picks up a clean signal.
For the TPS I spliced my self into the PC3 that I have. I was then connecting a multimeter and just checked the voltages for the different TPS settings and entered it to my computer.
That is all. It works very nice. One bad thing with the LM1 is that it commes with very long cables that are not optimized for bike use and that has to be sorted out. For my "test rides" I just put it all in my tankbag like a temporary sulution but I will try to sort that out in a nicer way. It would be nice if it was possible to just get the connectors and make the harnesses as I want it but it will be sorted in some way.
Thanks vij. Looking forward to hearing more in the future.Good to know the ignition signal is clean with the clamp, should make things easiier to disconnect when using on multiple bikes.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by jdjanetka »</TD></TR><TR><TD CLASS="quote">Thanks vij. Looking forward to hearing more in the future.Good to know the ignition signal is clean with the clamp, should make things easiier to disconnect when using on multiple bikes.</TD></TR></TABLE>
If you want I think (I am not sure but I can try) that I can send you a "logging" from a run like an attachment to an email. If you download the software from innovates homepage you can then open the file and look (I think again) how it looks just to get some understanding how it works. Let me know if you are interested.
Innovate logging tools
Linear Mode
