i corrected my mistake on post 28. Closed loop , not open loop..

Nigel, you ARE overthinking this. The KLX ecm is not a sophisticated load sensing system - with multiple "offset" maps that alter fuel/ignition signaling differently for various riding scenarios. I say this because, for one thing, such systems do not require a ECM controlled secondary throttle valve.

In a nutshell, Kawa decided to create a simple solution to passing Euro5, stick in a ECM controlled throttle valve so that the ECM actually controls everything, regardless of what you do with the throttle grip.. Remove just that plate, and you will have the possibility of creating "normal" power curves.

Without a tool to see the tables and data structures within the KLX ECM, we can only guess at the closed loop operational envelope. Hopefully, this envelope is very large as trims will correct the fueling automatically over time, leaving only a relatively small open loop operational envelope to correct with a device and tuning.

 

I always have to keep reminding myself closed = feedback.

My DRZ had a constant velocity carb. If you opened the throttle at low rpms, the vacuum controlled cylinder would not open with the primary butterfly input, because it was independently controlled by engine vacuum (load) which increases with rpms. So the cylinder would open gradually as rpms increased.

I highly suspect the secondary butterfly simply mimics the operation of a constant velocity carburetor. I'll find out soon.
The weather in California pretty good most all the time. Just a few days ago I was riding the canyon without a jacket.

 

I am sure I am overthinking, like I said I got a few months before I can start riding again so it is easy to sit back and overthink , but this would be a worthwhile thing to try with a big upside if it works out.

 

Ahh, no.. There is no correlation between the fueling system of a CV carb ( slide, needle, etc) and the function of the secondary butterfly on an EFI - apples and oranges, elephants and aardvarks..

Doing this right and getting max power is gonna be easy to do if/when the proper equipment is in place, the proper mods done, and a successful tuning procedure is being used..

Yank the airbox lid, yank the valve plate, use a PC4 slipon, PCFC tuning on a Dyno, get a power level that likely approaches 28 hp..

 

When I mechanically fully opened the main throttle plate on my DRZ,
the secondary vacuum operated cylinder did not also open all the way until the rpms were high enough.

And when I mechanically fully open the main throttle plate on my KLX,
the secondary electronic operated butterfly does not open all the way until the rpms are high enough.

 

... and this is why CV carbs have no kick!

 

Tooter, the sooner you let go of the idea that a CV slide has something in common with the EFI systems' secondary valve, the sooner you will be able to create a correct "angle of attack" toward making significant EFI power levels..

Maybe it'll help you to point out that a CV slide assembly provides the fueling scheme for the engine. The Secondary valve has nothing to do with fueling..