This is where discussions of EFI systems, Dual Carbs, Single Carb mods and plans can be discussed and shared.
If you are working on or have a problem with stock carbs then your questions do not belong here, please post them in the Goldwing Tech Discussions Forum.
Yeah they cost a bit. But they are made here in Sweden and I can get support in my native language which makes the price a bit easier to swallow
I've also enlisted in the online starter course on https://www.hpacademy.com/ when they had a sale with 50% off.
I've seen that video as well, we are however not tuning a race vehicle so I guess the demands are a bit more modest for what we are using.
That said, the hardest bit to tune seems to be good drivability.
I was surprised at the cost of the various MaxxECU. I am impressed with the family of MaxxECU, and what can be done. It's more than I need as you mention. It will be nice for you to be able to cll the company and get support in your native language. Misunderstandings are common when there is a language issue, or even with the same language. Heard a saying; we are speaking the same language but we are not understanding each other.
Having mentioned this, the engine process will be the same. Installation of the EFI components, populating the tuning software with known data/settings, populating the three major tables - VE/spark - ignition timing/AFR. Going through the process of trigger angle, calculating this setting then verifying on engine at #1 cylinder TDC.
First engine start will be interesting. Will probably have to adjust the engine idle to somewhere around 2000 RPM to keep the engine operating initially, adjust the VE table cell values to get fuelling under control at this speed then reduce to where you expect the idle to be - approximately 1000 RPM with minimum MAP at normal engine operating temperature.
The base engine timing, different from trigger angle setting, is approximately 11 degrees BTDC. Engine tuning at this stage only monitors AFR readings; however, I find that using live tuning with a fairly good AFR calibrated table for our use can reduce the engine tuning phase.
The 1200 EFI engine is capable of having a fuel economy of 45 to 50 IMPG. This is quite lean, but Honda is apparently the lean burn King. AFR readings above 14.7 AFR (1.0 Lambda) are not uncommon. AFR reading of 14.7 at idle is not uncommon.
Ignition timing is next on the list, but you will probably calibrate the spark (ignition timing) table at the same time for certain MAP/RPM settings. Ignition timing is to optimize the fuel burn time so that max fuel burn is at approximately 10 to 15 degrees ATDC. Advancing ignition timing is done to compensate for the fuel ignition when an ignition event is started, fuel requires a certain amount of time to get to a full burn.
Once the engine is idling nicely at approximately 1000 RPM, can adjust the ignition timing to best value for fuel burn, little bit at a time.
At this stage, it is experimenting with component data/settings to improve engine performance and fuel economy, enabling features/functions, such as using the O2 sensor, that have been disabled/turned off for initial engine tuning. At the same time, riding and enjoying your bike.
The 1200 EFI engine will provide good drivability. Will be interesting to see how you install it.
I started my project in 2019, researching what was available. Can't believe it's been 6 years. Good thing I have had a second bike to ride in the interim.
Cheers
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