on the first page of meinolf's 59m thread he said he hadn't seen an acceleration enrichment table in 59/am ecu, not like the earlier ecu had had. i wonder if the processor speed is a factor?
i'd be surprised if it makes a lot of difference. the main issue is that you need to compensate for the change in airflow at any given throttle opening, so once the steady state fuelling is correct the transitional i don't think will need to be much different. i fitted a set of 50mm throttles from a 4v that kaemna had modifed to a 1000ss, and i think i added 10% across the bottom of the fuel map to allow for the increased airflow at any given opening and it surprisingly seemed about right. think it got dp cams too, now that i think about it.
I've found Meinolf's thread you mentioned and it seems my original question is not valid
Somewhere else he refers to Beard's final - for the 1198S - .xdf , from which, the maps I asked for info in my first post, are deleted.
So, case is pretty much closed.
Only one question (may be irrelevant) remains in my mind :
When I first fired her up, using the stock Biposto .bin - meaning +30% fuel everywhere on account of yellow (749/999) injectors instead of the brown ones, with the slightest blip of the throttle it revved more like a Honda RC 166 250 six rather than a Duc. - it was super cool, if not of any practical value.
This stopped when I set the fuelling low down (up to 2500 RPM) to produce about 13.2 AFR. which was optimal for smooth idle and pick-up and led me to conclude that, a good portion of the fuel wets the inlet tract walls instead of getting into the combustion chamber with fast throttle opening.
Anyway, I'm far from finished with the main maps to start testing for fast throttle changes.
I'll let you all know if I find something definite on this.
Richard, you have mail.
I hope you can make some sense out of these.
Else, please ask me.