Hi Joe - in the UK our ethanol content is currently less than in US fuel and I believe that of Sweden (Raz?). The UK will follow in due course no doubt. A Qinetiq reporthttp://www.dft.gov.uk/publications/qinetiq-10-02471/ mentions "enleanment" (section 3.1) and at E10 your 4% may be prudent however even more fuel may be required to counteract the high oxygen content in ethanol - 35% of ethanol is oxygen - as mentioned in this report. Interesting as the lambda sensor suggests richer settings on my 1100 sporti than I imagined necessary. Not a chemist but worth considering.

Gavin

Have you considered the ecu tie in with a lambda sensor? It takes some of the guess work out of the process and enables pretty serious logging. My bike seems to like more fuel than the ideal stoichiometry value suggests although this may be a calibration issue with the sensor - to be checked this year with a sensor from my friendly local http://www.hmdtuning.co.uk/motorcycletuning.htm dyno centre. As I am unclear what motorcycle / ecu combination you are running it may be worth checking this out with Cliff. Plug chops are ok but for continuous monitoring you can't beat a wide band sensor - a "dyno on the road" basically.
I, and other MyECU users operate the Innovate LC1 http://www.innovatemotorsports.com/products/lc1.php system - not particularly cheap, but converts my 1100 sport FI into a closed loop system - if I want.

Worth checking out the threads on here about this facility and user experiences.

Our petrol is presently at E5 - I think. I run an Isuzu diesel p/up day to day and so haven't looked at the petrol pumps this year yet - still some snow on the roads around here. Hopefully the doomsters warning of E10 or E15 will be proved wrong but the EU trend is to move towards less CO2 fuel by-product so it's inevitable I guess.
Gavin

In that case I'd check the injectors before I'd start fiddling with the map. I had this on my V11, when one injector was obviously worn and so let through about 15% more than the other one. First I thought the other one needed cleaning and tried this and that without any good results. Only changing them could help. This was after 120.000 km, though.
Of course MyEcu allows you to address one of the injectors with different (offset) values, but I can't say whether the offset goes on the right or on the left side (from the rider's view).

Interesting thread, btw

Hubert

for what it's worth I did a LOT of dry-running (you could just as well call it masturb**ing) with ethanol (from E-10 up to E-85) and I don't really think you need to do anything for E-10. But 4% does sound plausible.

The beauty of a wide band sensor is it will tell the needed adjustment regardless of how much ethanol is in there. And you don't need to tell the sensor about the ethanol, it will tell lambda anyway. Regard any fuel as stoich 14.7, set target at 13.2 and you'll be more than fine.

There are companies that will service injectors and check their flow rates etc. I think their pricing will be a lot less than buying a new injector.
I'd start with a good injector cleaner first.

E-10 fuel has a stoichiometric level that's 4% richer than pure gasoline.  Since the oxygen sensor is what monitors the air-fuel mix, I'll adjust that.  A 4% reduction in the seven O2 sensor target voltages should make it kosher for E-10. 

Voltage changes aren't one-to-one proportional to air fuel ratio changes, but it's the best I can shoot for.

Does this sound reasonable?

If you want it as good as possible you must reprogramm your controler. As the WB probes usually give Lambda the shown AFR is the product of Lambda * AFR_stoich. If you don't correct the AFR_stoich value in the lookup tables you will always get slightly shifted results.
I wouldn't care about that. I guess the position of the probe, resonances in the exhaust, losses during valve overlap etc. will have a bigger effect as this AFR_stoich value.

Hubert