Zane Software and programming literature.

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ghwallice

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Is anybody able to give me a link to free software that I can use on the Weber Marelli iaw16m as on the Zane 750?

I've found basic software that gives me access, but nothing that allows me to pull maps, modify, and reflash. Cables, dongles ect are in place and working.

And links to a good read, I learn by reading, would be appreciated.

Regards, Greg
 
Hi Greg
Here?s a start for you

http://www.cajinnovations.com/MyECU/index.htm

And there is a forum too

Cheers
Jason
 
Greg, the major problem of the programming is beyond the map itself. It is deep in the programming of the WM16-PC software. The big issue around 2.700 - 3.000 RPM f.e. is nothing the mapping is responsible for, as at that point - without showing up in the map... - the ignition turns hard from advanced to retard and back. We measured that with an oscilloscope...

I assume (!!) as this is exactly at 3rd gear and around 50km/h and as this same problem exists in any ducati, guzzi or other italian bike with the WM16, it is designed to overcome the noise emission-rules in Europe: The way noise is measured for a new bike is: you have a 25 meters long test area with several microphones. The bike needs to enter that area with 50km/h in 3rd gear. at the beginning of the area, you need to pull throttle fully open. The noise that is created within the 25 meters during acceleration is measured.

Due to the fact that the ignition flips from advanced to retard and back and forward and back and so on makes the bike almost not accelerate until it reaches 3.000RPM - where it already has left the 25 meters test area.  ;) Call it the "italian way of getting around noise regulations" if you will. That is why they still could provide nice sounds on modern bikes...

So - to get rid of this, you would either need to change the factory settings of the WM16 Software itself or exchange the WM16 with the MyWM16. You can't get rid of it just by altering the mapping. We have tried that several times - no chance!
 
Laverdalothar said:
It is deep in the programming of the WM16-PC software. - the ignition turns hard from advanced to retard and back. We measured that with an oscilloscope... . You can't get rid of it just by altering the mapping. We have tried that several times - no chance
Click to expand...

Interesting comment!

At this point in time I'm using the IAWDiag program as a diagnostic tool. It's not great but it is the best I can find. I haven't even been able to view or copy a map yet.

Looking at inputs, outputs ect, just learning and trying to get a 750S built from scrap trying to run (it ran when I first put it together, but now wont start). At present I am not getting output pulses to the injectors, so no firing. Spray fuel into the throttle bodies and it will fire briefly.Haven't checked all the inputs for functionality yet.

Is there better software than IAWdiag?

Regards, Greg

 
Not sure which software was used, Markus Geist, a German Laverda enthusiast, did that re-mapping for 650, 668 and 750's. He was also setting up the very good Zane 668 Page where he documented all the faults and necessary modifications to make the bikes reliable. this page is now hosted by the swiss Laverdaclub: http://650.laverdaclub.ch/laverda/index.html
 
Damn pity he didn't follow through. I did a translation on his content under eprom and came up with the following. It's motivation enough to translate the rest of the site for a rwead

"There is no standard Eprom for the Laverda 668, too large are the factors that should be considered here. It has a number of different camshafts, exhaust systems, etc. installed that would not allow halfway fitting characteristics fields of ignition and fuel for all models. Then there are the other changeable variables such as tuning air filters, airbox and cylinder head modifications etc. as well as the series scatter / settings of the sensors and the noise and exhaust regulations.
That's why I've been working on programming / changing and tuning the 668 Eproms for some time now. The ignition map field has been completely changed in favor of smoother running and handling. Nevertheless, the power would have risen over almost the entire speed range since the engine at full throttle receives more pre-ignition. As a fuel is now super unleaded with 95 octane recommended.The fuel map was also heavily revised so that the engine in almost the entire acceleration range in the lambda window 0.82-0.9 moves. In shift operation, the mixture was also enriched and here in the context of lower pre-ignition to keep the combustion temperatures low and to improve the load cycle behavior.

Unfortunately, Laverda made no effort to fine-tune the engine, nor did the so-called chip experts, who more or less decidedly changed nothing but demanded 150EUR for an almost standard Eprom."
 
It is for sure worth trying to get rid of the WM16 and replace it with a different system. I have a MyWM16 including the Optimizer, I just did not get to fine-tune it. It is currently running after Markus tried hard to get it to there for about 4-5 months. the problem was that in the original mapping, you have full values for injection times, on the MyWM16, they work with a base injection time and add values to that. F.e., if the highest value on the WM16 is 800 and the lowest value is 200, you would have to put in 200 as a base line and add 600 to get to the 800 where needed.

it is for sure easier for a native speaker to set something up, Markus with his limited english and me with my limited knowledge of ignition systems simply gave up after a while... Engine was running smoothly though from 1.500 - 3.000 already, pitty he gave up on half way...
 
Greg,
I am presuming you have tapped into Cliff Jeffries for advice? ecu000@myecu.biz

My understanding was that you could drop a power commander system over the top of the webber marelli POS and I am pretty sure Hubert Chin successfully dropped a ignitech system in place of the WM16 - i can ask if you have not already looked at that option

Peter
ps: Can i bring my 750S motor over for crank work?
 
It's been a big day, c/w beers. I'm posting this as I learn, cos I'm hoping that someone down the track with a Zane that wants to do it all themselves needs a reference, so I'm hoping they can pick up this thread. There is no documentation on process, it's all secret squirrel stuff.

The chips in the WM16M are a 27Cxxxx series. In the 16M they are a 27C512.  They are an 8 bit chip. The "F" series means they are able to be cleared with ultraviolet, and that they can be reprogrammed. There are chips that are written once, and that's it, bin them. At about $10 each, it's not a lot.

The process is..
- take the chip out of the ECU
- plug the chip into a reader/writer/flasher (compatible with the 27Cxxx family) that is connected to your computer via the software that comes with the reader/writer/flasher and download (bin) the file. (still working this out).
-The file is written in Hexadecimal (base 16) but can be loaded into another program (Tunerpro??) for modification. This creates another "bin" file.
-That file that is written to a new or cleared chip that is plugged back into the 16M.

The 27Cxxx family is that old that it is hard to source from known providers (eg National Semiconductors, Motorola, ect,) I am looking at a variant, Atmel AT27C040, that is still available.

Just sharing my expedition, but there will be blokes out there that really understand this shit, so bring it on and tell me where I'm wrong, and then give me serious help.

Regards, Greg

 
http://ecumeistro.com/


this guy is a 16m  expert greg
repaired one for me mate (no 2 injector prob)
for 240 bucks including postage
 
Hi Greg
I was just wondering about your project and thought from a broader 16M understanding/perspective Ducati land might be where you could get some of the answers eg

https://www.ducati.ms/forums/56-superbikes/150969-weber-marelli-1-6m-ecu-tools-open-source.html

Good luck

Cheers
Jason
 
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