My16M ECU to replace Weber Marelli 16M ECU

I am updating this page so that the new stuff is always added on the top of the page and thus the older stuff will be pushed towards the bottom of the page

This page is all about to make this kind of bike go faster using this kind of stuff.

Winter 2005, Hi-comp pistons, head and valve work, wide-band lambda etc.
         
          Work done during winter 2004/2005 has been reported here.
 
        September 2004, Airbox lid removal and new firmware
         
I removed the airbox lid and now the K&N filter is held in place in the original box with the aid of an aluminium frame. This mod gives really nice inlet roar when accelerating throttle wide open. In normal cruising speeds the sound is not too irritating. Removal of the lid caused a clear need to enrichen the fuel injection map (2-5 %). It seems that the original lid really restricts the air flow to some extend.

Cliff has provided me a new firmware update with some modifications. This is one works even better than the previous ones. Actually, I cannot imagine any more if the drivability of the code could still get better than this. I have no complaints whatsoever in that respect. The Control-program (that is used to edit the map) has also been developed further and got some nice new features.

My driving season is turning now towards the end. The saldo so far is 11000 kilometers, from which about 1000 km has been spent on the track.

During the coming winter some engine modifications will most propably follow ...

        August 2004, Sport 1100i tuning considerations
         
Lately I have been considering some tuning approaches also on the "hardware" side and decided to collect some relevant info here for easier access.

Dynotec dyno charts showing crankshaft power for different guzzis can be found  here.
Very well documented australian work (by Moto-One) on a Sport 1100 is reported here.

Pierre's mods (more details with dyno charts here):
Recessed valve pockets
Megacycle RR3 cam
Carrillo rods
Air box removed and replaced with K&N pods
Staintune sport exhaust
Stein-Dinse twin plugging
Decking (11.5x1 compression ratio calculated)
ECU chip flashed - reduction of maximum advance to 28 degrees
PC IIII
Result : Rear wheel max power 91 SAE HP around 8000 rpm

John's mods for a V11 (more details with dyno charts here)
Mike Rich head work, ported and flowed with racing valve springs and hardened valves
Megacycle 620X9 cam
Carrillo rods, engine lightened and balanced
Drilled airbox with K&N filter
Stucchi crossover and Agostini cf slipons
PC III
Result : Rear wheel max power 90 SAE HP around 7500 rpm

Juha's current status (older dyno file with WM16 + chip)
Head standard for time being
Cam standard for time being
Carrillo rods and crank factory balanced
Non-drilled standard air box with K&N filter (air box lid will be removed soon !)
Termignoni full exhaust system
My16M ECU
Result : Crankshaft max power 91 DIN HP at 7400 rpm (equals approximately 77 hp from rear wheel assuming 15 % drive train power loss,
or 81-82 hp is assuming around 10 % drive train power loss)

Based on these sources it seems viable to get approximately 90 hp from the rear wheel without sacrifying the drivability or durability of the engine. This means about 100-105 hp from the crankshaft. The main mods in approaching this require in my case propably a slightly hotter cam and some work on the heads and valves. Dual-plugging might not be necessary even if it can provide somewhat enhanced drivability in the lower and mid rpms. A dual-plugging FAQ and discussion can be found here.

Moto-Italia in Finland has modified a Le Mans V11 2004 with Mistral dampers and crossover without catalysers. The fuel injection has been tuned with  Power Commander. Results are 96.7 hp from crankshaft and 87.4 hp from rear wheel. That means only 10 % drivetrain power loss. Very nice result indeed without any modifications to the engine internals.

        August 2004, Misc & an older dyno-file for future comparison

Those kilometers are gathering up rather nicely with My16M, so far around 7000 km. A couple of firmware updates have been done and the present version seems to work very well.. This version uses now the new start code and it has also been fixed for the little timing bug reported by Cliff in his www-pages. Warm and cold starting are both fine and the engine is now almost incredibly smooth between 2000-3000 rpm. I went back to Weber Marelli for a few hundred kilometers in order to have some comparison, but quickly and eagerly turned back to using My16M. With the WM unit it seems not possible to get the same smoothness and throttle response below 4000 rpm even if setting it up (TPS and sync) with all possible care.

Because it seems that My16M has now reached a mature state of development, I am already looking for something new to try out, so maybe it is time to think about some hardware modifications to get a little more punch out the engine. Here is an older dyno-file showing the engine performance in its original state of tune before using My16M. That means with Termignoni exhaust system,  K&N in the original airbox and with Termignoni chip (red curves) or Will Creedon WPC-12 chip (blue curve).

Oh yes, and I also switched to Pirelli Diablo from Michelin Pilot Road tyres This was a worthwhile change. Much more confidence in taking the corners and especially when riding in rain. A LSL steering damper is also on its way and should give even more stable steering performance.

        June 2004, New firmware flashed to ECU and Optimiser

I have now done about 3000 happy kilometers with My16M. So it is time to try something new. Here you can see a MIL-spec connector added to the ECU   box together with a modified printer cabel. These will make it possible to perform firmware updates simply by plugging in the connector and flashing in new software. The firmware is the operating system of the ECU and cannot fed in using the same serial connection that is used for modifying the fuel injection and ignition timing maps. Cliff provided me via email new firmware versions both to the ECU and the Optimiser. These ase based on larger 15x16 matrix maps.

First I took out the Atmel-chip from the ECU and put in the spare one I had for backup, just to be sure. Then I simply flashed the chip per Cliff's  instructions using a program called Avrdude. Using a new version of Control.exe I feeded in the new 15x16 map, which I edited to contain the values I took from the latest 12x12 map I had been using. The missing values for the larger map I simply interpolated from the values of the smaller maps.

I started up the bike and it worked well. Being very pleased of that success I decided to flash the Optimiser chip also. Optimiser flashing went without problems. I used a 166 MHz Pentium and the flashing takes less than one minute per chip. Now when I have the cables ready, a firmware update takes only something like 5 minutes to do. Most of that time goes when waiting for my slow Pentium to start up the Windows :)

After this I fired up the bike and headed for a 100 km testdrive. Okay, the bike was running pretty nicely already with the earlier firmware but now it seems to be better than ever. It feels somewhat smoother all over but especially between 2000-3000 rpm, where it occasionally had some hick-ups, there is now unbelievable smooth behaviour and at the same time the engine responses to the throttle very accurately. The Optimiser has some new features too like liters per hour display.

A couple of weeks a go I had the change to test drive a V11 Sport having carbon exhaust system, a modified exhaust cross-over and Power Commander. The bike had been adjusted by the local Guzzi dealer to fix the "stock setup" problems. My very objective opinion is that my Corsa takes easily over the V11 both in smoothness and throttle response. It also feels significantly more powerfull especially above 6000 rpm.

Now I have done about 500 km with the new firmware and no problems there. Needless to say, after this I  am quite eager to test any new firmware that Cliff might develope in the future.

       May 2004, Ahvenisto track  session    


        What could be more natural (and safer) test environment for a My16M equipped Sport Corsa than a race track ?

Sunday 9.5.2004 I managed to get a possiblity to have some track time at Ahvenisto track  (sorry, that site in finnish only). Here is picture of the equipment all lined up and preparing for the first track session of this season. Here is a photo of my favourite working environment in its current state of development. And here, Corsa on track and getting ready to deal with the next corner.

Here is some track activity seen from the pit lane (wmv-video, 347 k).  I installed my small digital camera (Minolta Dimage) to the side of the fairing and made some recordings while driving. Here are some selected clips recorded with the on-board cam showing Corsa doing some hunting of japanese products (wmv-video, 2453 k).  A solo ride (wmv-video, 2118 k) along free track. These videos should be playable with the Windows Media Player by just clicking the links. If your browser/player is configured to some specialized manner, you might need to download the video-files onto your harddisk before playing by clicking the right mouse button and selecting save.

My16M is performing very well. The smooth power delivery and high torque already at low revs make the bike very easy to drive and on the track it is therefore possible to surprise many other bikes having much higher maximum horsepower :)

April 2004, Riding season started 14.4.2004

The warm spring days that I was hoping for above finally came and I have been so busy riding for the last weeks that I haven't had time to update this site. However, here come some impressions after about 1500 km with My16M.

The very first ride straight out from the garage was about 100 kilometers long. The bike starts well cold or hot. Idling seems to be more stable than ever with the original WM unit. I think that I have managed to stall the engine only once in some street crossing in the beginning when my fuel injection map was not yet adjusted at all.  As a starting point I used the stock 1100i Sport map provided by Cliff  and downloadable from his www-site.

With the stock map everything was fine and smooth above 3000 rpm and bike's response to the throttle is very crisp. Between 2000-3000 rpm the bike  suffered some "roughness" or even misses when cruising with the throttle hardly open at all. This problem was alleviated to a certain degree when I synchronized the injector bodies very carefully. For this job I have used a Carbtune II vacuum meter, which is a great tool because you can tape it on your tank and ride around observing at the same time the difference in vacuum readings. I tune the injector bodies nowadays with the air screws fully closed and try to get the readings even around 2500-3500 rpm. There will be a small difference at idle around 1000 rpm, but I prefer to have the bodies in optimum sync at the driving rpm rather than at idle.

Even with good sync I still had some misses at low revs. The Optimiser together with Communicator and the lambda probe revealed that I was having lean mixture at those rpms. I fiddled with the map and this seemed to cure that problem. At the moment I am still optimising the fuel injection map, but it seems that both between 2000-3000 rpm and above 6500 rpm full throttle the bike runs better when I have increased the fuel injection 10-20 % depending on the map location. I have also done some adjustments to the ignition advance map mainly just smoothing out some parts of the map.

The reasons why the stock map was not suitable to my bike maybe mainly because I have the Termignoni exhaust system instead of the original one. I also use a K&N filter in the original airbox instead of the basic paper filter. These mods propably mean that the engine breathes in a slightly different manner than a stock one. It seems that the original exhaust "mystery" below the gearbox has some kind of "resonance" region around 3000 rpm preventing efficient gas flow.

At the moment I am running closed loop above 3000 rpm. It works just fine. The Optimiser shows nicely what kind of correction factors are used. When collecting this data during a run with the Communicator, it is easy to see what parts of the map are not optimal. Barometric correction works also nicely. At this time of the year the temperature may be in the morning only a couple of degrees above zero and in the afternoon reaching  even +25 C. The bike seems to work ok in both cases.

I have still some optimising to do, but already now the bike works very nicely and I haven't had any electrical or other problems with My16M other than those related to the non-optimised maps. The connection between the ECU and a PC-computer works ok and it takes only a couple of minutes to connect the computer to the bike in roder to load a new map into the ECU. A couple of times I have managed to unintentionally edit the map when playing with the Opimiser functions during a ride.

February/March 2004 - Connecting a Nokia phone to the ECU

Well, what's next ? It was still winter here in Finland and, therefore, I could not take the bike out and start driving and tuning work. After looking a little bit closer into the communication protocol between the My16M and Optimiser (or a PC computer), I got the idea that maybe I could hook a Nokia 9210i Communicator with the My16M. After quite a bit experimentation I managed to plug the Communicator phoneto the RS 232-adapter using in between an additional self-made adapter providing suitable power to the special kind of RS-cable of the phone. The phone cable needs electrical power, which it usually steals from the RS-port of the host computer, because the cable itself has some active components inside the 9-pin plug in order to change the voltage levels to become suitable for the phone. Here you can see the phone talking to the ECU over the RS 232-bus.

I am running a terminal emulator software in the phone and with it I can datalog all the stuff flowing from the ECU into an ascii file. A 64MB memory card in the phone provides enough capacity even for a longer test ride (> 30 hours). All sensor readings and ECU parameters are recorded at 5-8 Hz into the phone memory. Now I have a very convinient datalogger that I can keep in my pocket when driving around with the bike. The next thing was to write a program that decodes the hexadecimal strings coming out from the ECU. Thanks to the instructions by Cliff, I can break the hexadecimal codes into meaningful parameters, like rpm, injection pulses in milliseconds, ignition timing in degrees, lambda reading in volts, etc. This software is still under development, but in the end it allows me to study the datalogged info with three-dimensional graphs to find out what parts of the fuel injection map are out of tune.

Being very happy with this kind of somewhat unexpected development, I decided to go on and put a lambda probe into the bike. A real time lambda value data logged during driving into the Communicator should help to find optimal settings for the fuel injection map. Here is a picture of the lambda probe installed into the right hand exhaust pipe. Also the Optimiser is able to use lambda values for tuning, as you can find out from Cliff's www-pages.

The next thing is to calibrate the lambda probe against a car service shop lambda-meter, but I need to be able to drive there first, so the snow has to go before that. I have already checked the signal from the lambda probe using a digital oscilloscope. The probe seems to give rather steady signal, but when then air-fuel ratio rapidly changes (when flipping the throttle quickly, for example ) the probe seems to be able to react with about 10 ms response time. I also experimented shortly with the closed loop control provided with the My16M, and the ECU seems to be able to correct the fuel injection values in almost real  time depending on the readings of the lambda  probe.

There is now nothing much more I can do before  I can get on the road and start the actual map tuning work.

February 2004 - First engine start with My16M

Okay, in the end of February I finally serviced my bike. This included, among other things, adjusting the valve clearances, setting the TPS (150 mV) and synchronizing the injector bodies using the original WM16M to run the bike. I also modified the link between the injector bodies with a somewhat better joint than the original plastic one.  Then it was time to replace the original ECU with My16M. Here you can see My16M ECU installed to the bike. After carefully checking once more all the wirings I hold up my breath and turned the ignition key on. The fuel pump operated for a couple of seconds and then silence. This was exactly how it should do and nothing seemed to be heating up or smoking in the My16M or anywhere else. So I thought that my wirings must have been quite ok. Next thing I pushed the start button and after a few cranks the engine bursted into life !

Wow, it took only a couple of seconds after the first start and the engine was already idling very beatifully. I checked the readings from the Optimiser installed into the cockpit and all the sensors seemed to be giving correct readings. The motor responded to the throttle very nicely, without any noticeble misfiring or any other problems. I was really amazed that it went so well and smoothly just simply using the maps provided by Cliff and optimized for his stock 1100i Sport. I quickly hooked the My16M with my PC computer running the ECUController program and it also worked without problems. The engine responded also immediately to all changes made by the ECUController program.

January 2004 - Bench testing

 Here you can see my the “test setup", where the ECU unit is powered from the bike’s battery for initial testing and the Optimiser and the ECU are already “talking” together nicely . I have also tested the coupling of the ECU via the RS unit with  a PC running the ECUController program. Everything seems to be ok so far.

 The next thing is then to try the unit with the bike, of course. Before this I will, however, need to do some minor service with the bike including synchronization of the injector bodies and calibration of the TPS (throttle position sensor).  I will do this by running the bike with the original WM16M and after that I will switch to My16M.  I will be reporting here about my first impressions when I get the bike running first time with the My16M. So far everything looks very promising and especially the capabilities of the Optimiser are very intriguing.

December 2003 - Kits arrive

The kits arrived without any problems in a few weeks time and they looked like this. Here you can see a picture of the original WM16M circuit board taken out of the WM box and to be replaced with the My16M unit. The first thing that I did was to cut the original WM connector loose from the WM box/circuit board and to modify the backside of this connector to more easily adopt the new wirings. This modification included the use of a plastic support plate (shown in the picture) and epoxy glueing to support the pins upwards compared to their original position directed downwards, i.e.towards the original printed circuit board.

Cliff gives detailed instructions on his www pages how to assemble the ECU, the Optimiser and the RS 232 unit. However, in order to build these by yourself starting from the component level one should have at least some basic knowledge about electronics. Also decent soldering equipment makes the job easier. After some work the units started to come together and this picture shows the fitting of the bare My16M board inside the WM box. It is a rather tight fit but it goes there.

Here you can see the assembled My16M ECU together with the RS 232 link. The RS link makes it possible to connect the ECU to a PC computer via a standard 9-pin serial cabel (COM1). From Cliff’s pages you can learn more about how the PC can be used for tuning of the ECU unit.

Here is the Optimiser seen from the outside, inside and a closer look of the display when powered up. Here is a closer look inside the ECU and the finished wiring going into the WM connector. Wiring this connector is maybe the most annoying tasks when assembling the ECU. I have used a BNC connector in the ECU to provide connection with an optional lambda sensor. The same picture shows beside the BNC the computer-type connector to connect the ECU to the Optimiser, or via the RS 232 unit to a PC.

November 2003 - Winter time, some background

Check out My16M web site by Cliff Jefferies to see the huge amount of development work that he has put into this subject in order to provide an alternative for the Weber Marelli 16M ECU unit (herein WM16M). WM16M is used for powering many Moto Guzzi and Ducati models and it is known to have certain “features”, that  the owners necessarily do not appreciate. For tuning purposes, WM16M also does not allow any easy way of changing the fuel injection and ignition timing maps. The maps have to be changed by changing an EPROM chip.  This limits severely any tuning activities.

Because there was actually nothing needing fixing, or even major service in my recently acquired Sport Corsa, therefore, I decided to fiddle around and learn something about ECUs during winter 2003/2004. What would be a better way to do this than to build one by yourself !  Luckily, I managed to source a broken WM16M unit for these exercises (originally from a Centauro, thanks Moto Italia). This makes it very easy to revert back to use the original WM unit, if ever necessary. For any future engine modifications, a "tunable" ECU is also very interesting.

In December 2003 I ordered full kits for the My16M ECU, the Optimiser and the RS 232 unit from Cliff.