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post #71 of 171 (permalink) Old Mar 2nd, 2015, 4:00 pm Thread Starter
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Quote:
Originally Posted by Serious Black View Post
I went through that reasoning myself. Then I got a bit deeper....
Thank you.

I always use the Shindingen FH020 regulators as replacements because they run cooler and I can relocate them out of the weather in places like the battery box (where I currently have mine). And yes they have a relatively stable output which I think helps the ECUs behave nicely. I also have a Stonk MegaBooster in my bike which stabilises the voltage very nicely!!

The Hall effect devices we are using in our system will operate from a very wide range of voltage supply and also have an inbuilt voltage regulator. (belts and braces!).

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post #72 of 171 (permalink) Old Mar 2nd, 2015, 9:06 pm Thread Starter
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Originally Posted by TheLimey View Post
Looking really good Liam!
Let's see the whole thing mounted up on the bike.
Here you go...
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post #73 of 171 (permalink) Old Mar 3rd, 2015, 12:25 am
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Nice.
Is it operational yet?
How long you expect the testing to take?


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post #74 of 171 (permalink) Old Mar 3rd, 2015, 1:59 am Thread Starter
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Originally Posted by TheLimey View Post
Nice.
Is it operational yet?
How long you expect the testing to take?


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Nope not operational yet. I need to wire the sensors in to the Ignitech. Going to be busy over the next few days with a couple of customers bikes and will get back to it next week.

Testing should only take one good bike ride and a bit of time with the scope. My current ignition system is fairly upgraded (four very fast rise time coils), Ignitech, FBG UltraRace leads and twin plug conversion. This setup on my bike is to test the system before putting it on a couple of customers race bikes.

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post #75 of 171 (permalink) Old Mar 3rd, 2015, 8:48 am
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You have a ballpark idea of your selling price for the kit?


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post #76 of 171 (permalink) Old Mar 3rd, 2015, 1:08 pm Thread Starter
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You have a ballpark idea of your selling price for the kit?
No not yet. For this first version one of my customers has 3D printed the cover and the hall effect mounts which clip into the back of it. For future versions I will need to use a 3D printing service so I don't know what the costs will be for that. The materials used including the hall effect units are pretty cheap.

I have had Ignitech build a special version of the Ignitech optimised for our Hall effect sensors and it looks like the cost of these will be very similar to the standard Ignitechs. (I have also built and bench tested a small external interface circuit for customers who already have standard Ignitechs)

In this first version I have machined the rotor and rotor clamp but we can either machine or print these two parts as well and I need to compare the cost of both options.

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post #77 of 171 (permalink) Old Mar 3rd, 2015, 5:05 pm
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Interested to see the results when it's running Liam.
Might you get some flutter on the timing through backlash on the 2:1 reduction gears?
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post #78 of 171 (permalink) Old Mar 3rd, 2015, 5:56 pm Thread Starter
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Interested to see the results when it's running Liam.
Might you get some flutter on the timing through backlash on the 2:1 reduction gears?
I don't expect any backlash induced flutter under drive. On throttling off it is possible but it would be fairly small (in degrees of crank shaft rotation) and not so much of interest in throttle off conditions.

One of the reasons for trying this is the erratic timing uncertainty (flutter) inherent in Hall effect devices... and my scepticism of the accuracy (probably unfounded) of the Ducati hall effect set up in later bikes where they use a hall effect device to count teeth on the cam drive gear.

....but then this is the purpose of prototype testing to find out what I don't know what I don't know. The Donald Rumsfield engineering dictum.

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post #79 of 171 (permalink) Old Mar 22nd, 2015, 12:17 am Thread Starter
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Mounted Hall Effect cam wheel driven pick up system on the bike today and took it I for a good test ride today.

Ignitech have made me a special version of the Ignitech units to work with this system. But I have also made up an interface circuit so that I can use this system with the standard Ignitech units.

Bike has been running very well lately (since I upgraded to running a coil per plug on my twin plug heads) so I wasn't really expecting much.

When I first started it up from dead cold it seemed perhaps if anything to not start as briskly as usual (but pretty hard to say and the bike has been sitting for a couple of weeks) and it appeared to idle as per normal.

When I put the timing light on it the idle timing was as rock stable as normal. But when I revved it in the garage it seemed smoother than normal. But I thought maybe that was just confirmation bias.

Out on the road....WOW.....The bike has always been smooth but this was at whole new level. At 3800 rpm in top gear I have been able to detect a very slight engine roughness...not now it is silk smooth everywhere. Smoother than my Panigale 899.

OK so roll on the throttle at anywhere from 3000 to 4500 rpm (and remember I have been riding a Panigale for the last few weeks). Holly shit! It just instantly goes...and I mean really goes. So I just ride along enjoying this and then think I will change up to 6th gear only to discover I have been riding along in 6th gear all along.

OK so get a clear piece of road drop it back to 3rd gear and wind on the throttle 4000 going well, 5000 rpm excellent 6000 rpm (great) and then it just starts going really HARD all the way to 8000 rpm. It has always been better to short shift at around 6500 rpm in the past because not a whole more advantage in revving it....not now. The trip from 6000 rpm is definitely worth it. Remember this bike still runs standard cams.

So summary:

Performance from 5000 to 6000 rpm which has always been it's sweet spot is slightly better than before.

Performance from 3000 to 5000 rpm is in a whole different league to what it was before.

Performance from 6000 rpm to 8000 rpm is now intoxicating....and a good way to kiss goodbye to my license.

So now from 3000 rpm to 8000 rpm is fantastic. It feels brutally fast from 3000 rpm to 6500 rpm compared to my Panigale 899 (at about 6500 rpm the Panigale is just beginning to come on song and from 8000 rpm onwards the Panigale will destroy it as is to be expected, but it makes the Panigale feel positively feeble in the lower revs where I ride on the road.

Smoothness is just unbelievable, it's smoother than the Panigale from 3000 rpm to 6000 rpm.

Can you tell I am happy?

My engine project is now finished. I want nothing more from this now......A stiffer frame around the steering head and stiffer triple clamps....now that would be nice.

Some lighter fairings ...well yes maybe.

I have started a new thread on the cam wheel non wasted spark ignition project here: https://www.ducati.ms/forums/57-super...n-project.html

Liam Venter,
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Last edited by FastBikeGear; Mar 22nd, 2015 at 3:50 pm.
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post #80 of 171 (permalink) Old Mar 22nd, 2015, 12:22 am Thread Starter
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Here's a couple of pics of another bike I have been helping out with the Ignition on. Adam is pretty pleased with the results.
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