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Classic Goldwing Technical Forums
GL1200
1985 GL1200 Limited ECU Replacement/Upgrade - Part 3 - Road Trials
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<blockquote data-quote="Rednaxs60" data-source="post: 230397" data-attributes="member: 4617"><p>Corresponding with a fellow in the UK. He is reverse engineering the '85 OEM ECU. I believe I have mentioned this previously. He is looking into the programming for the travel computer as well.</p><p></p><p>We are having a conversation regarding the OEM engine timing. Specs are for an idle timing of 10 degrees BTDC put to a max advance of 45 degrees BTDC. Looked into the 1200 carb models, and the 1100 models. </p><p></p><p>A discussion has been had regarding the use of dual fuel tables, SD and Alpa-n usage. There does not appear to be a point in the programming where Alpha-n is used then switches to an SD fuelling profile, or vice versa. It would seem that the primary fuelling profile for engine operation is an SD fuelling profile, with a fall back to an Alpha-n fuelling profile when components fail or are faulty. More on this as information becomes available.</p><p></p><p>The 1200 carb models have the same specs 10 degrees to 45 degrees with a slight difference. From 10 to 33 degrees is an electrical advance up to 2800 to 3200 RPM. After this the timing advance is by vacuum up to 45 degrees. The 1100 is slightly different. </p><p></p><p>I have put together a new engine tune and have successfully idled the engine at approximately 1050 RPM with a timing of 10 degrees BTDC. The objective now is to tune the VE table with the new loading parameters, then the timing table. </p><p></p><p>The RPM values are the same as mentioned above, the load values have been changed to:</p><p></p><p>20/40/50/60/70/80 after this the kPa values go up in 2 kPa increments, 82/84/86/88/90/92/94/96/98/100. This illustrates the flexibility of this tuning software, and as long as the change is reasonable no engine damage will result.</p></blockquote><p></p>
[QUOTE="Rednaxs60, post: 230397, member: 4617"] Corresponding with a fellow in the UK. He is reverse engineering the '85 OEM ECU. I believe I have mentioned this previously. He is looking into the programming for the travel computer as well. We are having a conversation regarding the OEM engine timing. Specs are for an idle timing of 10 degrees BTDC put to a max advance of 45 degrees BTDC. Looked into the 1200 carb models, and the 1100 models. A discussion has been had regarding the use of dual fuel tables, SD and Alpa-n usage. There does not appear to be a point in the programming where Alpha-n is used then switches to an SD fuelling profile, or vice versa. It would seem that the primary fuelling profile for engine operation is an SD fuelling profile, with a fall back to an Alpha-n fuelling profile when components fail or are faulty. More on this as information becomes available. The 1200 carb models have the same specs 10 degrees to 45 degrees with a slight difference. From 10 to 33 degrees is an electrical advance up to 2800 to 3200 RPM. After this the timing advance is by vacuum up to 45 degrees. The 1100 is slightly different. I have put together a new engine tune and have successfully idled the engine at approximately 1050 RPM with a timing of 10 degrees BTDC. The objective now is to tune the VE table with the new loading parameters, then the timing table. The RPM values are the same as mentioned above, the load values have been changed to: 20/40/50/60/70/80 after this the kPa values go up in 2 kPa increments, 82/84/86/88/90/92/94/96/98/100. This illustrates the flexibility of this tuning software, and as long as the change is reasonable no engine damage will result. [/QUOTE]
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GL1200
1985 GL1200 Limited ECU Replacement/Upgrade - Part 3 - Road Trials
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