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
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: 231808" data-attributes="member: 4617"><p>I have posted regarding individual cylinder fuel trim (ICFT). I have found more information regarding fuel trim; short term fuel trim (STFT) and long term fuel trim (LTFT).</p><p></p><p>This is not a complex subject, but it is multifaceted. STFT is generally used for cylinder bank corrections - the O2 sensor is placed in the exhaust header/pipe, an immediate fuel tune correction. LTFT is used for more coarse corrections - the O2 sensor is generally after the catalytic converter. </p><p></p><p>The placement of my O2 sensor is in the right cylinder bank exhaust header, providing STFT for the right cylinder bank. The left cylinder bank s not monitored. LTFT is not an option for my project.</p><p></p><p>The ECU uses the information from the installed O2 sensor to adjust the fuel injector pulse width (PW) for all fuel injectors. If the right cylinder bank has a rich fuel condition, the ECU will reduce the fuel injector PW to lean out the air-fuel mixture, conversely if the right cylinder bank has a lean fuel condition, the ECU will increase the fuel injector PW to lean out the air-fuel mixture.</p><p></p><p>The issue then becomes operating the left cylinder bank in a lean or rich fuel condition because of the right cylinder bank when there may be no issue with the left cylinder bank.</p><p></p><p>The automotive industry understands this requirement but tends to use minimum O2 sensors, having individual cylinder banks of 6 or more cylinders (4 cylinder engines only require one O2 sensor) use one O2 sensor that is in the main exhaust pipe after the exhaust manifolds join into one exhaust pipe. The exhaust pipe is used as a mixing chamber so to speak. It comes down to economics and that the automotive industry has been able to meet emission standards with minimum O2 components.</p><p></p><p>To use more than one O2 sensor would require a code rewrite. The Speeduino ECU can monitor two O2 sensors, but only uses one for the engine tune. </p><p></p><p>Cheers</p></blockquote><p></p>
[QUOTE="Rednaxs60, post: 231808, member: 4617"] I have posted regarding individual cylinder fuel trim (ICFT). I have found more information regarding fuel trim; short term fuel trim (STFT) and long term fuel trim (LTFT). This is not a complex subject, but it is multifaceted. STFT is generally used for cylinder bank corrections - the O2 sensor is placed in the exhaust header/pipe, an immediate fuel tune correction. LTFT is used for more coarse corrections - the O2 sensor is generally after the catalytic converter. The placement of my O2 sensor is in the right cylinder bank exhaust header, providing STFT for the right cylinder bank. The left cylinder bank s not monitored. LTFT is not an option for my project. The ECU uses the information from the installed O2 sensor to adjust the fuel injector pulse width (PW) for all fuel injectors. If the right cylinder bank has a rich fuel condition, the ECU will reduce the fuel injector PW to lean out the air-fuel mixture, conversely if the right cylinder bank has a lean fuel condition, the ECU will increase the fuel injector PW to lean out the air-fuel mixture. The issue then becomes operating the left cylinder bank in a lean or rich fuel condition because of the right cylinder bank when there may be no issue with the left cylinder bank. The automotive industry understands this requirement but tends to use minimum O2 sensors, having individual cylinder banks of 6 or more cylinders (4 cylinder engines only require one O2 sensor) use one O2 sensor that is in the main exhaust pipe after the exhaust manifolds join into one exhaust pipe. The exhaust pipe is used as a mixing chamber so to speak. It comes down to economics and that the automotive industry has been able to meet emission standards with minimum O2 components. To use more than one O2 sensor would require a code rewrite. The Speeduino ECU can monitor two O2 sensors, but only uses one for the engine tune. Cheers [/QUOTE]
Insert quotes…
Verification
Post reply
Classic Goldwing Technical Forums
GL1200
1985 GL1200 Limited ECU Replacement/Upgrade - Part 3 - Road Trials
Top
