Trigger Setup Map Level

[pol.cp03]

Hi, I have a single cylinder KTM 690 without camshaft sensor and Link G4X XtremeX. I'm trying to set up the synchronisation with the MAP level but I'm not able to do it. I leave you the logs to see if someone can help me. Thank you very much.

LogMapLevel.llgx TriggerScopeLog.llgx

[Vaughan]

can you attach a copy of your basemap please.

[pol.cp03]

27 minutes ago, Vaughan said:

can you attach a copy of your basemap please.

Sure, here it is!

DYN-07_BaseMap.pclx

[Vaughan]

So does it fire up properly half the time but fails to start or backfires the other half or does it not fire at all?

Have you checked the ignition timing with a timing light and the spark plug removed from the head?

[pol.cp03]

9 hours ago, Vaughan said:

So does it fire up properly half the time but fails to start or backfires the other half or does it not fire at all?

Have you checked the ignition timing with a timing light and the spark plug removed from the head?

Yes, we have checked the ignition timing and sometimes it starts well and sometimes it takes a long time.

What I would like to know is the value of the Map Offset if I have it correct.

On the other hand, isn't there anything to verify that it is working well?

[Adamw]

Your setup looks pretty good, I would try increasing your MAP offset to -10Kpa. 

You currently have the offset set to -8kpa and at the time your scope capture was taken your BAP was 99Kpa.  

This means if the ecu sees the MAP drop 8kpa below BAP when tested at the sync tooth (99-8 = 91kpa), then the ecu considers the engine is on the intake stroke.  But if the ecu sees the MAP drop to less than half the MAP offset at the sync tooth (99-4=95Kpa) then the ecu considers the engine is on the exhaust stroke.  As you can see in the capture below the 2nd test in green is very close/borderline on 95kpa, so it would fail this test sometimes and result in syncing on the incorrect phase. 

If we increase the MAP offset to -10 then it would mean the MAP will have to drop below 89kpa on the intake stroke and not drop below 94kpa to fail the exhaust stroke test.  

Also be aware you need to ensure the rider/driver does not touch the throttle when cranking for MAP sync to work reliably.

Im curious why your MAP is quite slow to raise after the intake valve opens - does this engine have a very large plenum or long intake runner or something?

[pol.cp03]

3 hours ago, Adamw said:

Your setup looks pretty good, I would try increasing your MAP offset to -10Kpa. 

You currently have the offset set to -8kpa and at the time your scope capture was taken your BAP was 99Kpa.  

This means if the ecu sees the MAP drop 8kpa below BAP when tested at the sync tooth (99-8 = 91kpa), then the ecu considers the engine is on the intake stroke.  But if the ecu sees the MAP drop to less than half the MAP offset at the sync tooth (99-4=95Kpa) then the ecu considers the engine is on the exhaust stroke.  As you can see in the capture below the 2nd test in green is very close/borderline on 95kpa, so it would fail this test sometimes and result in syncing on the incorrect phase. 

If we increase the MAP offset to -10 then it would mean the MAP will have to drop below 89kpa on the intake stroke and not drop below 94kpa to fail the exhaust stroke test.  

Also be aware you need to ensure the rider/driver does not touch the throttle when cranking for MAP sync to work reliably.

Im curious why your MAP is quite slow to raise after the intake valve opens - does this engine have a very large plenum or long intake runner or something?

Thank you very much Adam!
Yes, we have a fairly large plenum and runner. The low MAP value may also be because our single cylinder KTM engine has a system at the starter where a decompressor opens the exhaust valve prematurely. This is so that such a small starter motor can start the engine.