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I think it is a very cool product from all the research I've done. A dyno uses exhaust sniffers (02 sensors) to determine how the fuel pulses need to be modified to achieve an air/fuel ratio goal. That goal may be for a max power ~13.5 or max economy ~14.5 or whatever. TTS uses your own O2 sensor to determine how well your engine breathes and then allows you to set the AFR to what you want. It's like having your own dyno in a box. The only thing a real dyno can do better is put load on the engine at rpms/throttle settings you normally cant get to on the street.
There is a learning curve but the concepts are straight forward and anyone who is willing can learn to use it. I also like the idea of having access to fault codes and other general diagnostics. Data logging can also be a powerful tool to see what is happening while you ride.
you still need a dyno tune for full throttle....dont let that discourage you from the tts...its an amazing tuning tool
if your just doing slip ons, ac you can do the vtune with much success. I like to use a dyno for adjustments to any changes in the motor or header change
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2009 107" Vivid Black Ultra Classic, Chromed Comfort with a kick!
2003 Bourget Fat Daddy 117" N20 - Tire Smoker
TTS V-Tune works very well for what it was designed to do which is giving the tuner a good base AFR point for sycronizing the VE tables. The stock NB O2 sensors switch at stoich which is 14.6:1 and when preparing to use V-Tune you go into the calibration as set the AFR table to 14.6:1 (or in 2010 lamda based calibrations 9.77-10.01 lamba) up to 90 kPa and then run a Datamaster log while riding the bike or on the dyno. You can then use this info in V-Tune to populate the VE tables based on the O2 switching crossover points and will set the sampled areas to 14.6:1. Once you have these areas populated you can go back into the AFR table in your calibration and change it to your desired AFR target. This works very well in most cases, however it is not without limitations as and the stock NB sensors cannot sample the range that most generally will set the AFR to in their final tune, and V-Tune will also not populate the higher load or full throttle areas. Also and on high compression motors you have to be very, very careful running them at stoich AFR while running your Datamaster logs and listen for any detonation. With that said the V-Tune is a very powerful tuning tool that works very well. On the dyno I really like this for setting up the low speed areas and V-tune along with the other software features put the TTS well ahead of Harley SEST.
Go to the tech section, (in fuel, ECM, tuning etc) there's a sticky on the top of the page talking all about the TTS. I spent hours reading and trying to get a feel for it. I currently have a SERT and am seriously considering having the upgrade done on it. I already plunked down the $$ on the SERT, so I may as well try the upgrade.
From all I read, it sounds like a great set up for people who want to tune their own efi after changing their exhaust and intake configs.
tts-VTune ????
