Good to hear you are having success with your EFI system.
Yes, I found it relatively easy to get to full power runs but it is that part throttle, especially the full to closed then open again like you would throttling off for a corner that I am struggling with.
I found a lambda sensor did not help me much as the fuel lost with the inevitable short circuiting always made things look to rich when in fact they were not.
I think Wob has talked about putting the sensor at the stinger, I would like to know more about that.
True, sounds simple, well maybe, anyway it is pretty much what I have tried. I have had some success, but it is funny that the smallest part of the map. The area below 25% TP that I am having the most trouble with and it is this area that affects the rideability of the bike the most.
Attachment 320621
I had to do a little learning to get here but these are dyno runs from a map developed the way you suggested. With the various dyno runs in 10% steps from 100 down to 20%TP below that fueling was so bad the engine would not run well enough for any data to be recorded.
Now that I understand it a bit more I will follow your advice and take it to the track for practice on a Saturday. That way, if I stay out of everyone else's way I can play with the map and different sized primary injectors.
Another reason for calculating it all out carefully is that with staged injection you need predictable even steps between cells in every direction otherwise the ECU becomes confused when trying to swap between injectors.
Attachment 320622
The cross over in the 4,000 rpm area in the EngMod simulation is interesting too, I saw hints of this on the dyno but did not understand the reason for it until I saw the simulation.
If it was a dragster non of this low speed stuff would matter but a road race bike needs to be rideable under every condition. Including just trickling around the track to line up for the start.
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