I will use Nicks AFR's and let it tune. I have 32 points and therefore much higher resolution than Nicks, should help the tune better? 200 RPM sites at my end should make self tuning easier..
Fitted the gauge/controller tonight and at lunch-time Friday, paid a garage a tenner to swap the lambda's.
With no sensor fitted the gauge shows 14.8 AFR. Sensor fitted and hanging in free air shows +20 AFR.. Surprised no sensor connector gauge showed 14.7.. Never checked the output to ECU, but hope this was 20+ AFR?
The K3 has provision for Open-Loop, Closed-loop & Adaptive.
I will set 0 to 1K RPM at 0 load site for closed loop @ 13.7 & everywhere else as adaptive. 15 AFR at zero load and 12.5 @ WOT interpolated between.
Hopefully a few hours driving will populate the "correct" fuelling numbers in the cells.
Ignition timing is another matter!
Just received an update on this thread.
Will post this first!
What becomes even more interesting is when you start plotting the valve lift against actual crankshaft degrees. Plotting the results of different cams against each other would be really interesting........
15.2 will be too lean for a 2 valve Triumph engine - especially a 2.5 with more limited squish. You'll likely need to be richer than 14.7:1 to get a decent idle. More like 13 - 13.5 typically - but experiment - it wants whatever it wants.
elsewhere, this is the target table I use. The 600/900 rpm areas are too lean but I only allow it to tune from 1200 rpm upwards anyway.
Only because I would like to know, but are we sure the driven end length doesn't change? although it is roughly curved, does that curve actually compensate, or over compensate for the tip moving in towards the pedestals as the rocker rotates, anyone care to measure?
The rocker ratio is the ratio of the drive end to the driven end. the effective length of the driven end doesn't change as it slides across the valve stem but the drive lenght gets shorter as it moves through its arch and gets closer to the center the rocker shaft