Does the Guzzis have a linear TPS?

Ducati doesn't.

So,

here's a nice pic I made:



Green is original MyECU TPS points.
Blue is original Weber Marelli TPS degrees (x10, for clarity)
Brown is new, calculated MyTPS values, calculation formulas I took from here:
http://forums.ducatipaso.org/viewtopic.php?f=3&t=2804
I think He's a member here too.

Does this look ok?
Shouldn't the calculated line be a little closer tot the WM line, to 'imitate' it better? That's what we are trying to accomplish here, right?

So, should I just manually put the values in, to imitate WM, or should I just use the default MyECU line.

What are the pro's and con's with these approaches, linear vs. non-linear?

Figured out the fuel pump issue.

Bad soldering on the leg of the FET, it wasn't connecting with the resistor.

Next thing to figure out is the cold start. My SPS has always been a poor starter and I bet it doesn't get any easier with MyECU.

/edit: picture

some progress;

I have a hard time understanding why this thing does not start?

I've tried TDC=0 and TDC=1, I've tried low amounts of fuel, I've tried crazy amounts of fuel(all the corrections and parameters on top of each other make it complicated.)

I tested with JuhaV the original WM ecu and it fires both injectors at the same time during start up. We used an oscilloscope. The MyECU does this too, right?

the thing is, that since this machine is originally a poor starter (due to small starter, bad starter ratio, high compression, battery, etc.) I really do not want to stress the system any more than I have to. I really do not want to break/fry my starter, starter sprag wheel, etc.

We tried all sorts of map combinations (we changed e.g. InjVOn, Crank, Prime, etc..)

and it still would not start. the engine was warm. I had ridden it with the original ecu prior to our tests.

and, when I plugged the original ecu back on, it would start instantly.

CO, Idle, TPS and balance are set spot on.

Next thing I will do is solder the second injectors parallel to the first ones. It looks like the WMP8 is using them all the time.
Maybe the fuel atomization will be better at startup, once both injectors are firing and the injector sprays meet in the middle, just under the butterfly. Now, with one injector, it probably just squirts directly to the opposite wall.

also, need to really check the timing of the injection vs. the spark. when does it REALLY happen on both the original ECU and MyECU.

we did the testing in Juhas garage, with the ECU connected to a PC. I'll se if I have some older logs on my Tablet or Phone.

I have also tested the "Cali" map. not a significant improvement. or worse either..

When I first got it running on the Cali -map, long time a go, it wasn't easy starting then either (with a warm engine).

now, when we get +5 to +10 celsius mornings here and I REALLY need to go, I'll probably have 4 to 6 atttemps, and after that the battery is so low, that it won't start no matter what. My battery is good, this I know. Probably due for replacement next year (at ~100 EUROs..)

all this is not a problem at home, where I can have the bike on a charger constantly, if needed. But when I am traveling home or abroad, there is no such luxury, unfortunately.

/edit:

oh, BTW: the real time sliders for injection time and ign. advance do not work with MyP8 and ECUControl v.1.51. (Juha said that for the MyM16 they work.)

You are correct sign216 but lets not confuse the situation. That has nothing to do with his problem of starting and the context of those switch positions was not in relation to closed loop operation.

Couldn't find any recent logs.

I'll have to log some starts.

I don't have closed loop at the moment, eventually I will. (If things don't break before that)

I posted the log to the maps -section.

prior to these tests the first RPM break was 500. moving to 1000  was because somtimes during starting the rpms would jump over 500 and I thought the engine the thinks it is running. anywy, noo significant chage.

also, I've played with the crank quite a lot, to no avail.