Forums
New posts
Search forums
What's new
New posts
New media
New media comments
Latest activity
Gallery Index & Tech Ref
Goldwing Trivia
Goldwing- The First 20 Years
From Japan to USA
Goldwing Magazine Articles
Two Wheel Magazine 1975- Honda's GL1000, The Future
Cycle Illustrated, Nov. 1975- 2 Big Ones From Honda
1977 Model GL1000 Setup Instructions
Owners Manuals
GL1000
1975 GL1000
1978 GL1000
GL1100
1980 GL1100 Standard
1981 GL1100 Interstate
1982 GL1100 Aspencade
1982 GL1100 Interstate
1982 GL1100 Standard
1983 GL1100 Aspencade
1983 GL1100 Interstate
GL1200
1984 GL1200 Standard
1986 GL1200 Interstate
1987 GL1200 Aspencade
GL1500
1987 GL1200 Aspencade
Service Bulletins and Recalls- All Models
GL1000
GL1000- Important GL1000 Service Reminder (1 Page) 6-13-1975
SL #108 Tire and Wheel Rim Matching Information 6-20-75 (7 pages)
Service Tools Newsletter 7-31-75 (2 pages)
SB 1000 #3 Pressurised Cooling System Tester 10-10-75 (3 pages)
SB 1000 #1 Cylinder Head Core Plug Leakage- Revised 7-9-76 (3 pages)
SL #117 Exhaust Pipe and Muffler Paint Damage 9-30-76 (1 page)
SL #118 Instrument Troubleshooting 10-27-76 (5 pages)
PB 1000-2 Changes to Clutch Components 11-3-76 (1 page)
PB 1000-3 Changes to Right Front Engine Cover 1-5-77 (1 page)
SB 1000 #11 Final Drive Gear Case Cover Change 10-15-77 (1 page)
SB 1000 #12 New Main Bearing Caps 11-23-77 (1 page)
SB 1000 #13 Recall to Replace Rear Brake Pads 3-21-78 (5 pages)
SB 1000 #14 Cylinder Head Bolt Torque Change 11-8-78 (1 page)
GL1200
Special Consumer Report: 1984 and 1985 GW Rear Hub
New media
New comments
Search media
Members
Registered members
Current visitors
Log in
Register
What's new
Search
Search
Search titles only
By:
New posts
Search forums
Menu
Log in
Register
Install the app
Install
Classic Goldwing Technical Forums
GL1200
1985 GL1200 Limited ECU Replacement/Upgrade - Part 3 - Road Trials
JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding.
You are using an out of date browser. It may not display this or other websites correctly.
You should upgrade or use an
alternative browser
.
Reply to thread
Help Support Classic Goldwings:
This site may earn a commission from merchant affiliate links, including eBay, Amazon, and others.
Message
<blockquote data-quote="Rednaxs60" data-source="post: 230209" data-attributes="member: 4617"><p>It's getting very interesting. Doing some short road trials at this point. Want to determine where the engine MAP starts to be a non-supporter. </p><p></p><p>The CFI system uses SD and Alpha-N fuelling profiles. There are four 16X16 fuelling maps, two for SD and two for Alpha-N. Alpha-N is used in the higher power ranges, thinking 3000 RPM and higher. Thinking this because the MAP reading at approximately 3000 RPM is in the 85 to 90 Kpa range, almost atmospheric, on acceleration and drops down a bit when speed is stabilized. The TPS reading is still below 50%. Notice that the AFR/Lambda readings go rich on acceleration, more fuel than air. </p><p></p><p>Since Alpha-N uses TPS to determine engine load for the Alpha-N fuelling profile, there is a lot more room for engine tuning and performance.</p><p></p><p>Air being pulled into the engine is based on the pressure differential between atmospheric pressure and the pressure at the engine intake valve(s) even though engine pressure at the intake valve is called "vacuum". The greater the differential the better the air flow into the engine. The air chamber and amount of air that can be drawn into the engine for combustion is limited, a lot less than a car/truck. </p><p></p><p>I will be looking at the fuelling requirement, and determine if a second fuelling table - there is one available, can be setup for Alpha-N fuelling, or use a blended fuel table that transitions from SD to Alpha-N and back.</p><p></p><p>Have a platform setup where the Travel Computer should be for my tuning tablet:</p><p>[ATTACH]50168[/ATTACH]</p></blockquote><p></p>
[QUOTE="Rednaxs60, post: 230209, member: 4617"] It's getting very interesting. Doing some short road trials at this point. Want to determine where the engine MAP starts to be a non-supporter. The CFI system uses SD and Alpha-N fuelling profiles. There are four 16X16 fuelling maps, two for SD and two for Alpha-N. Alpha-N is used in the higher power ranges, thinking 3000 RPM and higher. Thinking this because the MAP reading at approximately 3000 RPM is in the 85 to 90 Kpa range, almost atmospheric, on acceleration and drops down a bit when speed is stabilized. The TPS reading is still below 50%. Notice that the AFR/Lambda readings go rich on acceleration, more fuel than air. Since Alpha-N uses TPS to determine engine load for the Alpha-N fuelling profile, there is a lot more room for engine tuning and performance. Air being pulled into the engine is based on the pressure differential between atmospheric pressure and the pressure at the engine intake valve(s) even though engine pressure at the intake valve is called "vacuum". The greater the differential the better the air flow into the engine. The air chamber and amount of air that can be drawn into the engine for combustion is limited, a lot less than a car/truck. I will be looking at the fuelling requirement, and determine if a second fuelling table - there is one available, can be setup for Alpha-N fuelling, or use a blended fuel table that transitions from SD to Alpha-N and back. Have a platform setup where the Travel Computer should be for my tuning tablet: [ATTACH]50168[/ATTACH] [/QUOTE]
Insert quotes…
Verification
Post reply
Classic Goldwing Technical Forums
GL1200
1985 GL1200 Limited ECU Replacement/Upgrade - Part 3 - Road Trials
Top