I can't remember... does the O2 sensor create voltage? Or does it just change resistance?
Singh, is one of those types used for wide band and one used for narrow?
BTW, using your trusty Lab equipment, if you could determine what the stock ignition timing curve looks like.... and or how it varies based on inputs from the MAP and TPS sensors. That would be pretty cool and useful info.
Binary type or narrow band oxygen sensors are of two types - Zirconia or Titania. They are not interchangeable.Linear or Broad Band sensors may also use Zirconia element but its construction design is different.
[quote author=gashousegorilla link=topic=21067.msg235112#msg235112 date=1422569415 BTW, using your trusty Lab equipment, if you could determine what the stock ignition timing curve looks like.... and or how it varies based on inputs from the MAP and TPS sensors. That would be pretty cool and useful info. That rotor has 24 nodules on it... with ONE longer one . The one longer nodule, when under the crank position sensor is at or near TDC. I'm not sure.... and I should have checked this when I had side cover and head off the last time..... If the front , middle or even rear of the nodule is at TDC.Actually, GHG, according to what I've been taught at university, it's probably none of those. As you will appreciate, the gap in the rotor is indicated by a break in the regular waveform, and the timing reference point is usually the first falling edge after the end of the gap. I've attached a picture to illustrate it. This was taken from a Honda CB500R, though, not a Bullet.Regardless of that, the reference point is normally somewhat before the most advanced point that the ignition timing can be. For instance, if a particular engine has a maximum designed spark advance of 30 degrees BTDC, the reference point might be (say) 40 degrees or more BTDC. Some engines are arranged to have the reference point exactly 90 degrees BTDC (there's a good reason for this). After picking up the reference point, the ECU then waits a precisely calculated time (based upon the desired ignition point and the engine rpm), and after the calculated time has expired it then triggers the ignition coil.Modern systems using this "delay time from the reference point" method can position the spark to within 0.1 degrees of crank rotation (although I doubt very much that applies to ours!)HOWEVER - I haven't looked at the Bullet arrangement, so it could just be that they've cussedly done it different from everyone else! :-)
Absolutely agree. It's not trivial to do this, because the data rate I would need in order to record the rotor waveform is much higher than I'm currently recording at, so I might need a punchier microcontroller. I'm still mulling this over and will definitely look into it.Part of me thinks it might be easier to emulate the various sensor inputs (including the rotor sensor) using kit on a workbench, such that I could "characterise" the ECU off the bike under controlled conditions - systematically working through the rev range at different throttle openings, etc. That might turn out to be easier than trying to do it all "live" on a bike that's running up and down the road (I don't have access to a rolling road).I'm working on this in my head, and when I've done some real measurements I promise to report the results as soon as I have them.
Anyone else have the feeling of Sausage being made ? Some things I just don't want to know. However for those that do.........................It's O K .............
It's all just BS until it actually happens.
Digital scopes are staggeringly cheap these days
And just about any personal computer built this century can perform I/O fast enough to emulate the sensors involved