The only learning that the ECU can do is when the battery voltage is removed and then hooked up. the ECU then reads all the sensors and the ones that supply a base voltage like the TPS(Throttle Position Sensor). This base voltage is converted to be read as a % of throttle plate position, it is then reset to 0% throttle plate position no matter what voltage it reads. This is why you disconnect the battery when changing out or adjusting a TPS.Originally Posted by Hornblower
About the time I think I actually understand something, then I realize I may not. I really thought the ECU had some "learning" ability so that, over time, it could make adjustments to base settings. I'm pretty sure the maker of Torq Loopz (TorqMaster Pipes) recommended an ECU reset after installing the Loopz. If a reset doesn't change anything, I wonder why he would have suggested that? Even previously, with my Triumph bikes, there was a procedure we called the 12-minute tune that was recommended after making exhaust changes. Due to experiences like these, I assumed that an ECU reset did actually make some changes...kind of like starting off with a fresh page
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Since the F6B has an o2 sensor (two of them) along with a BARO sensor the ECU will adjust within its preset parameters it don't learn anything only looks it up and adjust on the fly. One other note, when in WOT(Wide Open Throttle) the o2 sensors are out of the loop and not used in determining fuel injectors pules width or ign. timing.
What Honda uses is basically a n-Alpha type of fuel management system which Honda calls PGM-FI.
Throttle position and RPM are the two dominant input parameters to the engine's computer. This is where the n-alpha name derives from. 'Alpha' for the angle of the throttle body butterfly's and 'n' for RPM.
It's all in the programming. You can not take a stock motorcycle computer, build a super engine for it, and expect it to be a drag strip killer. Programming rules the land of fuel injection.
There are four styles of fuel injection programming that I know of:
1.Mass-Air-Flow
2.Speed-Density
3.Vain-Air-Flow
4. n-Alpha
Their Dominant Sensors are:
1.MAF Sensor
2.MAP Sensor
3.VAF Sensor
4.TPS Sensor
For Reference Sensors they use:
1.Temp
2.Temp+RPM
3.Temp+Barometric Pressure
4.RPM
Their Primary Uses are:
1.Mild performance engines. Engines with mild inlet airflow characteristics. Engines With high emissions and economy demands.
2.Low power docile engines, High performance engines with harsh inlet airflow characteristics, Engines that need boost sensing incorporated into program calculations
3.Low power docile engines,
Museum exhibits?
4.Race engines with poor vacuum characteristics.
Race engines where inlet airflow is unpredictable.
Engines that other EFI systems can't handle.
How it works:
1.Air mass vs engine temp in main table.
Knowing the Mass Air entering engine makes calculations more exact.
2.Manifold vacuum vs engine temp in main table. Can be somewhat stable if oxygen sensors are perfect
3.CFM vs engine RPM in table with many additional functions still not very accurate compared to todays technology.
Using CFM for calculations is more like guessing than math!
4.Throttle position vs engine RPM in table with no additional input allowing massive amounts of boost and nitrous to be considered by the user.
Highlights:
1.Can compensate for alterations to engine and properly meter fuel.
Can compensate for aging engines with diminished performance.
Does not rely upon other sensors to make general fuel ratio calculations.
2.No inlet sensor restriction. Calculations required by boosted applications can be made.
3.Part of EFI history?
4.Quickest reaction to throttle change
Works on race engines with hostile airflow characteristics
Down Faults:
1.MAF sensor can impede maximum inlet airflow
Pulsating inlet airflow characteristics trick MAF sensor
Program calculations required by boosted applications will not be sensed
Does not react to throttle change as quickly as Speed Density or Alpha-N.
2.Can not compensate for changes to engine. Aged engine loosing efficiency over time is not sensed nor compensated for in calibration. Oxygen sensors can fix fuel rations in closed loop, but not ideal to rely upon them. Does not react to throttle change as quickly as n-Alpha
3.Sensor is a large restriction to inlet airflow.
No tolerance for unstable inlet airflow
Technology using CFM sensor is outdated
Oxygen sensors can fix fuel rations in closed loop, but not ideal to rely upon them
4.User must take complete responsibility for all program calculations.
NO environmental changes used in program calculations.
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