I wouldn't be surprised if those high amp firings of the coil cause the fluctuation in voltage. It is on the same 12v line as Microsquirt and positioned inside the case. After giving it some thought, I bet the voltage fluctuation is from the injector driver. Good info, I got the bike back together today so I'll be looking into these details. I know that I had some strange behavior with my unit and went back and redid all the power and ground connections and the strange behavior disappeared. I know that you could be just experiencing a bad ground connection at the megasquirt, but I would give my power and ground connections a good check out. my guess on burning the piston with a rich afr is that its pretty difficult, burning the piston running lean is pretty easy. Kaeman wrote:if the microsquirt is showing battery voltage fluctuation, I wouldn't trust the afr reading. This is the fuel calculation: PW = DT + (ReqFuel * MAP * Stoich/AFRtarget * VE * AirDen * BaroCor * corrections) I believe that the ve table is a direct link to the pw, if you increase your ve value, you will increase the pulse width proportionally. I know that I have to be careful when using ve analyze because my engine was having a rich misfire and it kept throwing more fuel at it because the afr goes lean when it misfires, it maxed out the ve value using the ve analyze, I finally manually removed most of the fuel and the misfire went away. If the microsquirt is showing battery voltage fluctuation, I wouldn't trust the afr reading. I'll have to see if the voltage is affecting fueling.I think I can look that up ion the logs. I don't think the voltage is actually swinging that much, I think it's how the microsquirt is reading it. I put in a buffer on the dash because it jumped around so much. I have no idea why it thinks voltage swings that wildly. Most of that table was made with the VE analyze tool.Īs far as battery voltage.you have a good point. If you look at the AFR datalog, I'm not running lean under boost. the large fluctuations in battery voltage will affect dwell, fuel and spark.as well as making other sensor readings unreliable.Ībout VE values, I'm not sure that's how they work, it's not like pulsewidth which directly indicates the level of fuel. that might need addressing before the other issues can be tackled. jumping around between 11.6 and 14 volts. I am also noticing that your battery voltage is very unstable. I would expect to see a much larger change in fuel requirements you only raised the fuel about 30% with a 120 kpa increase in airflow? I am wondering if the engine shouldn't be requiring more fuel that that. I noticed in the 5000 rpm range that 50 kpa bin is using 100+ ve value and that 170kpa is only using 135 ve. Kaeman wrote:looking at your ve table I was wondering about the fuel range. The only problem found is with the confusing instructions. Having a removable wiring plug helps to tidy it away after use. The smallish clips meant I could attach to a convenient power supply and ground locally and the rev counter saved having to hook up another tool as well. Timing lights are simple enough but this one worked a treat for me as the battery in my classic is boot mounted. Great product, well built and accurate at an honest price
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