Rostra Cruise Control Alternate Wiring - Stromtrooper Forum : Suzuki V-Strom Motorcycle Forums
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post #1 of 27 Old 02-14-2010, 06:01 AM Thread Starter
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Lightbulb Rostra Cruise Control Alternate Wiring

Spent the afternoon installing the Rostra electronic cruise control on my DL650. I located the control unit in the left fairing and connected the throttle link to the rear link per the how to threads on this forum. It's all looking good on those fronts.

With the wiring, I'm looking at doing something simpler than has been done here before by getting rid of the control pad entirely and just using the passing switch to set the cruise. I got the idea from here (see post #29) http://www.fjrforum.com/forum//index...ic=11194&st=20, where someone replaced the control pad with a small SPDT mini toggle switch.

I'm figuring I can take it one step further by using the (IMO) otherwise useless passing switch, keeping the Set/Coast funtion and getting rid of Resume/Accel, and therefore have no visible signs that a CC is installed. I realise that the CC would have to be powered up all the time and that I lose Resume/Accel functionality, but I think it's a small price to pay for that clean installation look and no need to buy/weatherproof a control pad.

Another thing I am thinking of wiring in is the NSS line, which I had to use when I installed one of these units on my cruiser because it lacked a tacho signal, so that the cruise automatically disengages when the clutch is pulled in. This requires the dip switches to be set for automatic instead of manual gearbox and it works perfectly on my cruiser. The wire chosen goes to ground when the clutch is pulled in, which is what a NSS line does in a car with automatic transmission if it is inadvertantly popped into neutral. As I am LED lightless, all of this can be done without requiring any relays, including the clutch line, well as far as I can determine anyway.

Here's my draft circuit diagram, which I aim to wire up tomorrow. Can anyone see any flaws in my wiring or operating logic?

06 DL650

Last edited by Strom Chaser; 02-14-2010 at 06:05 AM.
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post #2 of 27 Old 02-15-2010, 05:50 AM Thread Starter
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No comments yet?

Well, I've decided to press on at least get the CC working with the Rostra control pad and leaving the NSS wire off for now. The system worked well functionally from an electrical point of view, but I'm finding the CC unit very sloppy in maintaining speed.

It seems to have a speed tolerance of about +/- 5 kph at 80 kph which IMO is too much. I've tried all gain settings from extra low to high but all that does is change the length of time between over/undershoots. I've got a little slack in the throttle linkage, so I might try removing one more steel ball tomorrow and see how it goes (I'm doing this after work at night, so progress will be relatively slow).

On an amusing note, I had already set the dip switches for automatic transmission, so when I pulled in the clutch with CC engaged the bike kept revving past 6000 RPM and I had to use the engine kill switch to arrest its ascent. I've now set it for manual transmission and am happy with the 6200 RPM disconnect, so much so that I'm not going to bother wiring up the NSS wire to the clutch switch.
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06 DL650
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post #3 of 27 Old 02-15-2010, 08:57 PM Thread Starter
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Talking to myself a bit here, but another thing I have found is that people here have been referring to setting dip switches 3, 4, 5 and 6 for a 6200 RPM disconnect. The Rostra documentation however reveals that these dip switches have nothing to do with the tacho and instead relate to the pulses per km/mile that the speed sensor puts out. This rate is used by the CC to determine min and max CC engage speeds, as well as the speed increments for the accel and coast functions. I believe that over-rev protection is purely achieved by the CC sensing a high RPM rate of change rather than triggering at a specific RPM value, but either way it works.

Anyway, the service manual I have doesn't show what the V-strom's speed sensor pulse per mile/km rate is and it would be handy to know what it is to set it correctly. Does anyone know what it is?

06 DL650
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post #4 of 27 Old 02-16-2010, 05:03 AM Thread Starter
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Found the answer over at VSRI in a search. The V-strom speed sensor puts out 8000 pulses per mile, which is a bit higher than the 6200 that most here have set their dipswitches to. I've only been for a short ride with it set to this and so far it is producing a tighter tolerance on my set speed. One thing I have had to do is knock the gain down from mid to low otherwise it surges too much on downhill stretches.

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post #5 of 27 Old 03-16-2010, 12:40 PM
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do you have any pics of the install? particularly the electronic unit that engages on the throttle linkage? I'm getting ready to install my Rostra electronic unit this weekend on my DL1000 and i'd appreciate any input.

Adam

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post #6 of 27 Old 03-16-2010, 03:32 PM
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Interesting idea to use the flash switch............nice!

But I still like to use the clutch switch to disengage. It simply works better than letting the bike rev to high heaven before it disengages and it's just to easy to not do.

Here is the article I wrote on the whole deal

http://www.rvbprecision.com/motorcyc...e-control.html

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post #7 of 27 Old 05-05-2010, 09:15 PM
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Did anyone ever use this wiring

I'm going to wire a rostra cruise soon. Has anyone tried this wiring schematic (using the pass switch), i like the idea of a clean looking handlebar.

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post #8 of 27 Old 05-08-2010, 01:31 AM
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Quote:
Originally Posted by Strom Chaser View Post
Found the answer over at VSRI in a search. The V-strom speed sensor puts out 8000 pulses per mile, which is a bit higher than the 6200 that most here have set their dipswitches to. I've only been for a short ride with it set to this and so far it is producing a tighter tolerance on my set speed. One thing I have had to do is knock the gain down from mid to low otherwise it surges too much on downhill stretches.
So what did you finally set your dip switches to? I used the suggested setting most have used and find a surge problem going down hill and when setting speed it will accelerate over the set speed then settle down to the to the initial.



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post #9 of 27 Old 05-08-2010, 03:37 AM Thread Starter
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I have mine set to low gain, 8000 PPM, four cylinder low set up, square wave, manual transmission and open circuit switch. In DIP switch speak that is: 10 1100 100 1 0 0

I have a similar surge issue going down hills, although it is less pronounced at > 100 kph. I don't have the accelerate over the set speed issue due to the four cylinder low setting but the side effect is that sometimes the initial take up can take up to 3 secs. Once you have set it once, subsequent sets are near instantaneous with no surge over the set speed. The 8000 PPM setting is the correct one, not the 6200 that many have used (it has nothing to do with RPM cutout), however it doesn't really make a huge difference.

I have tried many settings, but I am very happy with the compromise of the ones I have now chosen. I recently confirmed these settings with a 1900 km four day ride. I will not have a bike for touring without CC ever again, it is that good!

06 DL650

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post #10 of 27 Old 05-11-2010, 05:59 AM
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Dip Switch Settings

Strom Chaser, just wanted to say that I changed to your dip switch settings and they are almost perfect. Resume is gradual, there is almost no drop in speed when the set button is engaged, braking kills the cruise immediately, and bumping the speed up and down is in 1 mph increments. This is all good above 45 mph. I tried to set at 40 mph and the speed hunted the entire half mile or so. The range was from 37 mph to 43 mph and it never held steady at 40 mph. Do you experience the same thing? Any ideas? I just got the cruise installed this week and have made only two short test runs. I plan to take the bike out for a longer trial run as near the end of this week when the weather gets better.
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