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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Air Fuel Gauge 02 Sensor Lambda Sensor
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<blockquote data-quote="Magnetoman" data-source="post: 110186" data-attributes="member: 2806"><p>I completed my Mark II instrumentation package. The Bosch AFR sensor should be turned on only after the engine is running so I positioned the on/off switch and used a large button to activate recording, all the better to operate both with a gloved finger. The LED next to the button flashes when it's recording and the LED below it flashes when triggered by the knock sensor. Not that it will matter very much, if at all, in practice, but since the LED that came with the knock controller is red I used a different color LED (orange) to indicate recording.</p><p></p><p>Since the outer ring of LEDs on the gauge serves to give an "analog" reading of the AFR, and since they're brightest when viewed head on so, and since I can't tilt the platform (because then I couldn't use the internal accelerometers), I tilted the gauge in its mount.</p><p></p><p>On the bottom of the platform is an array of seven nuts for attaching it to the Manfrotto clamp with 33 lb. rated capacity (the package weighs just 3 lbs.). I gave the platform multiple attachment points for maximum flexibility in mounting on various motorcycles. It's now mounted on the Catalina ready to go but a heat wave as well as other obligations likely means it will be a few weeks before I'll be able to test it on the road.</p><p></p><p>Meanwhile, with Mark II finished (for now, at least), I turned my attention back to my original Mark 0 system, consisting of an Innovate LM-1 for the AFR coupled to an LMA-2 for throttle position and rpm. The LM-1 is limited to capturing only 44 min. of data in its internal memory (vs. >500 hrs. on an SD card with the Mark II system). However, for most purposes the limitation of "only" 44 min. of data at a time isn't much of a limitation at all. From my experience, when the LM-1's display indicates the jetting is wrong I want to head back to base to change it right away. And even when it indicates it is fairly good there isn't any point in capturing data for longer than that before heading back to base to change it to be even better.</p><p></p><p>Anyway, since for accurately determining the proper jetting the Mark 0 is <em>WAY</em> better than no system at all, rather than abandon it entirely I spent a few minutes this weekend modifying its mount so it now fits on the same type Manfrotto clamp as does the Mark II (I have more than one such clamp). I also painted it. This gives me two complete AFR systems, the Mark II that is "permanently" installed on the pipe and the Mark I that is attached to the probe that I'll use to explore Cyborg's rabbit hole.</p><p></p><p>It turns out the head steady lug on a Gold Star couldn't be more a more perfect mounting location had BSA designed is specifically for this purpose. The Bosch knock sensor and aftermarket control unit I installed actually works. Adjusted as per instructions the LED flashed only infrequently with what I assume were false positives, but when I headed up a hill with the Catalina going way too slow in 4th I got the engine to rattle momentarily even with the 100 octane I had in the tank, and at the same time the LED flashed vigorously. The LED is quite bright even in the fullness of the almost-noon July desert sun.</p><p></p><p>When the 100 octane fuel was used up I filled it with 91 octane. I thought the knock sensor wasn't working because I didn't see it flash on the 2 miles out of the neighborhood. But, when I did an acceleration run I thought I might be hearing pinging, and when I looked down the knock light was flashing. Retarding the spark at that point turned off the light (and reduced the acceleration). So, even 8:1 has issues with the highest octane available at the pump. At least, there are issues when doing an uphill acceleration run starting at the low end of 4th gear speeds. By the way, if I hadn't had the knock sensor to consult, the faint sound of the pinging over the noise from the engine and wind might not have entered my consciousness</p><p></p><p>I must not have mentioned all the time I spent on the flow bench this spring. See below.</p><p></p><p>Don't think this hasn't crossed my mind. Unfortunately, I don't think the neighbors would tolerate it. However, I've been doing the next-best thing. </p><p></p><p>I assembled 35 Gold Star factory dyno curves covering all configurations (road, scrambles, Clubmans,...) of 350cc and 500cc machines from ZB through DBD. I've then been "calibrating" an engine simulation program by feeding it as much actual data as I can collect to eliminate as many variables as possible while fitting the measured curves. So, various combinations of heads, carburetors, velocity stacks, exhaust pipes, silencers, etc. found themselves attached to my flow bench over the past few months.</p><p></p><p>The idea behind doing this is that, once "calibrated" by fitting known curves, the program will let me "build" engines in the comfort of my office in any desired configuration (e.g. trials cams in a Clubman with a long intake runner) and then quietly "measure" the resultant h.p. and torque vs. rpm. It was fairly smooth sailing until Microsoft threw a roadblock in my way three weeks ago when it did an automatic Windows update that failed to fully install, causing my office computer not to recognize the printer. Having paper copies is essential to my dyno workflow so this halted progress. I'm pretty good with such things but nothing I tried worked. Luckily, what Microsoft tooketh, Microsoft gaveth back three weeks later with a subsequent update. </p><p></p><p>As the above shows, a foolish person can find himself down multiple rabbit holes simultaneously.</p></blockquote><p></p>
[QUOTE="Magnetoman, post: 110186, member: 2806"] I completed my Mark II instrumentation package. The Bosch AFR sensor should be turned on only after the engine is running so I positioned the on/off switch and used a large button to activate recording, all the better to operate both with a gloved finger. The LED next to the button flashes when it's recording and the LED below it flashes when triggered by the knock sensor. Not that it will matter very much, if at all, in practice, but since the LED that came with the knock controller is red I used a different color LED (orange) to indicate recording. Since the outer ring of LEDs on the gauge serves to give an "analog" reading of the AFR, and since they're brightest when viewed head on so, and since I can't tilt the platform (because then I couldn't use the internal accelerometers), I tilted the gauge in its mount. On the bottom of the platform is an array of seven nuts for attaching it to the Manfrotto clamp with 33 lb. rated capacity (the package weighs just 3 lbs.). I gave the platform multiple attachment points for maximum flexibility in mounting on various motorcycles. It's now mounted on the Catalina ready to go but a heat wave as well as other obligations likely means it will be a few weeks before I'll be able to test it on the road. Meanwhile, with Mark II finished (for now, at least), I turned my attention back to my original Mark 0 system, consisting of an Innovate LM-1 for the AFR coupled to an LMA-2 for throttle position and rpm. The LM-1 is limited to capturing only 44 min. of data in its internal memory (vs. >500 hrs. on an SD card with the Mark II system). However, for most purposes the limitation of "only" 44 min. of data at a time isn't much of a limitation at all. From my experience, when the LM-1's display indicates the jetting is wrong I want to head back to base to change it right away. And even when it indicates it is fairly good there isn't any point in capturing data for longer than that before heading back to base to change it to be even better. Anyway, since for accurately determining the proper jetting the Mark 0 is [i]WAY[/i] better than no system at all, rather than abandon it entirely I spent a few minutes this weekend modifying its mount so it now fits on the same type Manfrotto clamp as does the Mark II (I have more than one such clamp). I also painted it. This gives me two complete AFR systems, the Mark II that is "permanently" installed on the pipe and the Mark I that is attached to the probe that I'll use to explore Cyborg's rabbit hole. It turns out the head steady lug on a Gold Star couldn't be more a more perfect mounting location had BSA designed is specifically for this purpose. The Bosch knock sensor and aftermarket control unit I installed actually works. Adjusted as per instructions the LED flashed only infrequently with what I assume were false positives, but when I headed up a hill with the Catalina going way too slow in 4th I got the engine to rattle momentarily even with the 100 octane I had in the tank, and at the same time the LED flashed vigorously. The LED is quite bright even in the fullness of the almost-noon July desert sun. When the 100 octane fuel was used up I filled it with 91 octane. I thought the knock sensor wasn't working because I didn't see it flash on the 2 miles out of the neighborhood. But, when I did an acceleration run I thought I might be hearing pinging, and when I looked down the knock light was flashing. Retarding the spark at that point turned off the light (and reduced the acceleration). So, even 8:1 has issues with the highest octane available at the pump. At least, there are issues when doing an uphill acceleration run starting at the low end of 4th gear speeds. By the way, if I hadn't had the knock sensor to consult, the faint sound of the pinging over the noise from the engine and wind might not have entered my consciousness I must not have mentioned all the time I spent on the flow bench this spring. See below. Don't think this hasn't crossed my mind. Unfortunately, I don't think the neighbors would tolerate it. However, I've been doing the next-best thing. I assembled 35 Gold Star factory dyno curves covering all configurations (road, scrambles, Clubmans,...) of 350cc and 500cc machines from ZB through DBD. I've then been "calibrating" an engine simulation program by feeding it as much actual data as I can collect to eliminate as many variables as possible while fitting the measured curves. So, various combinations of heads, carburetors, velocity stacks, exhaust pipes, silencers, etc. found themselves attached to my flow bench over the past few months. The idea behind doing this is that, once "calibrated" by fitting known curves, the program will let me "build" engines in the comfort of my office in any desired configuration (e.g. trials cams in a Clubman with a long intake runner) and then quietly "measure" the resultant h.p. and torque vs. rpm. It was fairly smooth sailing until Microsoft threw a roadblock in my way three weeks ago when it did an automatic Windows update that failed to fully install, causing my office computer not to recognize the printer. Having paper copies is essential to my dyno workflow so this halted progress. I'm pretty good with such things but nothing I tried worked. Luckily, what Microsoft tooketh, Microsoft gaveth back three weeks later with a subsequent update. As the above shows, a foolish person can find himself down multiple rabbit holes simultaneously. [/QUOTE]
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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Air Fuel Gauge 02 Sensor Lambda Sensor
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