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Ola Eriksson, 1976 Triumph Bonneville

Posted: Wed Aug 11, 2004 11:56 pm
by Ola Wendelin
Name: Ola Wendelin

Vehicle: 1976 Triumph Bonneville

Engine: 2-cyl, four stroke, even fire. Turbocharged, some 1 bar as a goal. (Edit)

Injection: Alpha-N (Edit), separate runners with injector in each, common plenum and one butterfly valve in each runner (edit). Bosch sensors and TPS from -90 Ford Escort (Europe).

Description: My Motorcycle, a Triumph Bonneville from 1976, have been Megasquirted!
See attached picture for a shot of the bike.

The tuning session last autumn ended with mecanical failure in the engine.
The base map was ready, the higer revs were to be tuned.
The bike are together again and i´m looking forward to a new tuning session this authumn (2004). I´ll report back here with new results.

Ola Eriksson, Eskilstuna (Edit 20150204 Ola)

Ola Eriksson, 1976 Triumph Bonneville

Posted: Fri Nov 12, 2004 8:33 am
by Ola Wendelin
I have to report that I have done the first bench session, without Turbocharger.
With minor changes to my mapped injection(narrow band and feel of pant), I got a nice torque curve after 1,5 hour.

So 15 runs up and down the street and 1,5h in a Dynojet bench feels like a small amount of time to get things sorted.

Megasquirt rocks!!

Posted: Thu Feb 01, 2007 3:59 am
by Ola Wendelin
I´ll try to add some pictures of my Hall-sensor installation for the ign pickup. Ignition now with a VB921 trough a dynojet dual output coil.
since the coil have rather large resistans (5ohm) I have set 9ms dwell for the start and a running dwell of 6ms to keep away from misfire.

I did place the magnets 8mm from the face of the hall element

The magnets are Neodymium Neo35, 5x5mm. I placed them 25deg apart (50/2 case the cam rotates with half engine speed) to achive 60 btdc and 10 btdc switchpoints but since the neodym magnets are fairly strong I did achive som 70-80 degrees between switchpoints.
Next time I´ll place the magnets 17-20 degrees apart in the aluminium wheel.

I have a 10kOhm pull upp to 12V on the signal line and a condensator 0,1yf between +12V and -ground (as told as a strong recommendation in the above tecnical paper from allegro)

Edit 2007-02-05
/Ola, Eskilstuna, Sweden

Posted: Mon Mar 19, 2007 2:05 pm
by Ola Wendelin
At last I did get the hold on how to get the bike to deliver.
During recent bench testing I found the bike to be sensitive to exhaust backpressure. Building a short tubing from the cylinders ending in a collector in the turbine inlet and letting the exhaust expand trough a 7deg(14 deg included angle) cone to the 2,5" exhaust down pipe made the turbine rew enough to build some 1,2 bar pressure on the intake side.
With that came torqe and power.

My smile is on all day long.


Posted: Fri Mar 23, 2007 12:54 pm
by SeanS
I really like the bike.

Is that a radiator you're using as an intercooler ?

Posted: Tue Mar 27, 2007 9:07 pm
by Ola Wendelin
The Intercooler element are from a Volvo 440 turbo, I have bent it to suite and made the tanks from sheet aluminium.The volvo tanks are some plastic ones.

Posted: Sun Dec 02, 2007 2:17 pm
by ibuiltmine-o1oo
What hapened to the pics?

Re: Ola Eriksson, 1976 Triumph Bonneville

Posted: Wed Jun 15, 2011 12:26 am
by Ola Wendelin
Thought it could be time to do an update.

The bike is still running much in the same order for the last years, I have now 4-years of driving (500-1000km/year) whitout any problems that have to do with MS. I´m mostly driving and enyoing but are also in the process of testing different turbochargers to adjust the performance behavior of the bike.

This winter the bike were put to stand in the beginning of october and with ´no other doings than an oilchange in may it came to live at the second kick (is that the right way to tell how to start a kickstarter?). Mod for last year were separate trottles from a BMW K75 it made the bike more easy to start (no problem before, but even better) and more crisp in throttle response. As a backdraw the turbo started to pump in lower revs building more flow/pressure than the engine will eat, therefore another turbo sits on the bench for test during the season.


Re: Ola Eriksson, 1976 Triumph Bonneville

Posted: Tue Oct 04, 2011 7:50 am
by Ola Wendelin
Season ended in victorius mode.

The Build goal of eighty horsepower acomplished.
New Turbocharger Garrett GT1544 seems to be welcomed by the bike.


Re: Ola Eriksson, 1976 Triumph Bonneville

Posted: Tue Sep 03, 2013 10:39 am
by Ola Wendelin
Hi, it´s been a while since I wrote here. The Bike is running nice, still in one piece, still legal for the streets.

The big build for last year was the change from MS1 to V3, MS2 with MS2Extra 321.
I needed a refurbished computer to cope with Tuner Studio and bought the Bluetoothadapter to. spending the later part of the summer zooming around in my spaceage 30-year old bike collecting data to my cellphone. I got the bike to run well after initially adjusting the lag-parameters om TP CLT..

As it came together the bike were harder and harder to get off with from a standstill. Having "normal" map values around 70kPa and almost instantly 90-100kPa when slightly giving some gas.


This winter meant a move of the MS-box from far rear to on top of a new batterycompartment, and the move of all other pipes, hoses from engine and back. Also A new wiring harness and a new intercooler and and and...Making the bike a bit more tidy.
I also decided to go for Alpha-N whith MAP as second load for both fuel and ignition - a move that went surprisingly easy.
I am in the near of beeing satisfied with the behavior, even though i still (been doing for years) am hunting a spot of lean condition leading to slight preignition. I´t happens when I am in a hurry and entering a longradius bend dropping the throttle and after apex slowly getting back on the throttle.(throttle = an old motorcycle thing to adjust the speed :-))
Going harder (giving more gas harder) is better, but I want to run the bike smooth without the pinging.
The hunt is on and I have some more fuel- and ignitionadjustments to joyfully live trough.