[Rednaxs60]

@PSIG: read another post of yours regarding learning about Speeduino and the tuning software. To paraphrase, you mention that it is advantageous to do a good review of the TS software in conjunction with reading and understanding the Speeduino Wiki/Manual. Agree wholeheartedly, did just that over the last four months. Lots of back and forthing between TS and the Speeduino Wiki/Manual as well as doing additional on-line research when required.

Looking into the second O2 sensor, or whatever you might want to add using a spare analogue input. Thinking that once the component is connected to the analogue input, you must use the Local Auxiliary Input Channel Configuration function to have TS pick up the signal so that you can have TS log and display a gauge to suit. It has been mentioned that there is a second O2 sensor feature in TS, and I'm expecting that to be the AFR Gauge #2 in Gauge Cluster/Sensor Inputs. Have been searching the Speeduino forum for info.

I have been investigating the digital tach readout. I used a second fuel injector is parallel with #1 fuel injector for the tach signal, no joy - injector was pulsing. Connected the travel computer to the system and the fuel management system was functioning as it should. Will test it during next road trial (coming soon) to make sure it operates as before this project, but no digital dash tach.

Reviewed the Service manual supplement Faulty Tachometer troubleshooting. This small section makes reference to the meter connector (at the dash) and the spark unit coupler. Possibly looking at the tach issue from the wrong perspective. I would think that if the spark unit (coil driver) connector is used for troubleshooting, maybe the coils are involved with the dash tach. The wiring has been changed to suit the Bosch 211 4-channel coil driver.

I went back and reviewed the various posts and the digital tach did work initially; however, when I stated to go down the proverbial rabbit hole early on, the digital tach stopped working.

[dazq]

No need for aux input for second O2.
There is support in the firmware but as most boards don't support it a pin most likely is not assigned in the pin config in board layouts (init.cpp iirc)
There are a few that do if you look down the list to give you an idea what is needed.

Last I saw the gauge used to be listed in TS, but in some releases it is commented out, so easily re-enabled

[Rednaxs60]

Digital Dash Tach signal - did some additional research in the service manuals and the digital dash gets the tach signal from the coils - I was a bit off because of the one wiring diagram I was relying on. Should have looked sooner, but wasn't a priority - would get to it. Is the new wire connections possible, or would a diode be needed so that the ECU signal to a COP unit does not back feed to the other COP unit?

Digital Dash Tach Signal
Digital Dash Tach Signal.jpg (103.54 KiB) Viewed 1983 times

The travel computer (TC) connection from the fuel injectors is, I believe to, be used by the TC for the fuel management system even though there is a connection from the TC to the digital dash. There is a numbers 1/3 injector signal to the TC and a single (?) TC signal to the digital dash. Will need to coordinate somehow, and do wiring continuity checks.

The fuel injector connection to the TC in the original wasted spark setup, sent two pulses to the TC per engine cycle. There is only one at this time because of sequential fuel injection. Could be an issue of fuel management system accuracy. To be checked.

Cheers

[PSIG]

… The fuel injector connection to the TC in the original wasted spark setup, sent two pulses to the TC per engine cycle. There is only one at this time because of sequential fuel injection.

Couldn't you just combine two injector signals into one, in order to obtain your 2 signals-per-rev requirement? The diodes prevent one injector operating the other.

Multi-inductor signal.GIF (2.28 KiB) Viewed 1906 times

[Rednaxs60]

@PSIG: You answered my question. Thank you. Will get some diodes and chase some wires. Local electronic store has 1N4007 available. Cheers

[Rednaxs60]

Spent the last couple of days doing wiring mods to check the signal from the coils to the ECU. Tried on the inout side of the coil driver, Bosch 211, and on the outlet side. Doesn't like having the coils connected to the dash - don't know why. Used the 1N4007 diodes, checked the diode orientation. A mystery that needs to be solved.

[Rednaxs60]

Garage idle trials almost complete, have to put parts on for more road trials. Have played with the coil dwell and spark output. Coil dwell is set at 1.7 ms, spark duration 1.9 ms, Skip Revolutions set to "0". Ignition timing set to 20 at MAP of 56/60/64/66 and RPM of 1000. Ignition timing set to 22 for the same MAP readings but RPM of 1500. These appear to be best for the engine at this point.

With these settings, the engine is taking longer to get to normal engine operating temperature. Indicates to me that the engine is not over-fuelling. AFR reading is at 13.0 AFR.

Will be data logging and doing engine tunes soon if the weather cooperates.

Have looked at the composite logger for the Hall effect sensor wave forms. There is small "blip" in the cam sensor signal that I believe and has been mentioned before, is the design of the OEM cam trigger wheel. have a spare and will be using some JB weld to smooth the trigger wheel to determine if the "blip" is from this. Picture attached, trigger wheel tooth is at the "6" o'clock position, the "blip" is at the indent at the "1" o'clock position (VR sensors are removed):

Camshaft Sensors - OEM.jpg (18.37 KiB) Viewed 1510 times

. This "blip" does not affect engine sync.

Cheers

[Rednaxs60]

Disregard question for now. Searching through the forum and have found posts on my other thread. Will review and get my thoughts together. Thinking it is much like any other parameter, test for best engine operation. Also found that I had previously asked about it in this thread.

The question is about Cold Advance: it is mentioned that this curve can be used to advance engine ignition timing while the engine is warming up. Expect that it would be used to compensate for WUE.

Need to investigate and get a better understanding of this ignition curve even though I do mention that I tried it.

[Rednaxs60]

Cold Advance: searched the forum and found the information I wanted. It is as has been posted, an ignition timing "enrichment" that reduces as the engine warms up (thought so). It is added to the spark table settings and does seem to compensate for fuel enrichment on cold engine start - fast idle.

The 1200 engine operates quite well at 20/21 degrees BTDC but with a higher VE calibration. I have adjusted ignition timing and the VE table downwards, a point at a time, and have the idle ignition timing set at 16, and the VE at 29. Cold engine start was quite good at 20/21 degrees BTDC. With this in mind, have calibrated the cold advance curve to accommodate the difference between 20/21 degrees BTDC and the idle ignition setting of 16 degrees BTDC.

I have the cold advance cell values set for -4 t0 70 degrees C, ignition timing add-on is "5" to "0" respectively.

I have arbitrarily used 70 degrees C as the setting where WUE is finished and no longer used, the same for cold advance.

This will be trialed and adjusted over several days to get the best cold advance curve possible at this time. Good time of the year to do this.

[TheFieryMan]

Hey Ernest. Im starting to think about the timing trigger stuff for my GL1100. I am hoping to put the cam trigger wheel on the factory fuel pump location and the crank wheel under the front cover. The location on the cam is pretty cramped so Im going to need a pretty small wheel. Any idea where to get small trigger wheels? Also, what hall sensors are you using?