TTS Mastertune Information
#3171
04-10-2012, 08:51 PM
Intermediate
Join Date: Apr 2012
Location: Oklahoma
Posts: 32
Likes: 0
Received 0 Likes
on
0 Posts
#3172
04-10-2012, 10:55 PM
#3173
04-11-2012, 06:55 AM
Mr. Wizard,
I just installed Andrews 48H cams into a 96" Dyna with a 2-1 exhaust and AN Big Sucker A/C.
The closest map appears to be CAA176-03 which is for a 96", 255 cam, 2-1 exhaust. I understand I have to use the cam estimator to adjust. Am I correct that for the 48H cam, the intake open is at 13* BTDC and the intake close is at 29* ABDC? This gives me an estimated Open setting of 4 and a Close setting of 2.
I know I'll get a more accurate Open setting using the cam analyzer tool, but for the close setting does this seem okay?
Thanks,
Matt
I just installed Andrews 48H cams into a 96" Dyna with a 2-1 exhaust and AN Big Sucker A/C.
The closest map appears to be CAA176-03 which is for a 96", 255 cam, 2-1 exhaust. I understand I have to use the cam estimator to adjust. Am I correct that for the 48H cam, the intake open is at 13* BTDC and the intake close is at 29* ABDC? This gives me an estimated Open setting of 4 and a Close setting of 2.
I know I'll get a more accurate Open setting using the cam analyzer tool, but for the close setting does this seem okay?
Thanks,
Matt
Last edited by mattVA; 04-11-2012 at 09:19 AM.
#3174
04-11-2012, 07:58 AM
#3175
04-11-2012, 08:21 AM
Club Member
Here is a shot of one that will give you an idea as to the direction you need to go visually.
#3176
04-11-2012, 09:18 AM
The EGR is a difficult subject to understand. When working with the EGR it is different for about every bike. I really think it is a mystery that should be better explained but the explanation will not assist you with the actual working of the EGR tables.
Here is what the manual says: The EGR effect tables compensate the VE calculations for Exhaust Gas Recirculation (EGR) dilution of the intake airflow. These tables are used to shape the VE table at MAP values of 60kPa or less. Typically, these would be adjusted to reduce excessive VE table values, and to flatten out the VE table in the 0 to 60 kPa region.
OK... so what does that really mean and why do we need to work with it in the first place?
Without getting into a long scenario the answer is simple. The bike runs smoother, has better acceleration, more Torque and HP, better gas mileage and the ride in the lower RPM range is enhanced but you will never be able to see this on a Dyno or on any data gathered by the TTS. It is feel, 100% feel. Let me give you an example...
After I worked with the EGR and finally understood how it affected the VE graph I had to finish up and ready myself and the bike for a ride the next morning not knowing what to expect. During the next day's ride I found myself using less throttle. I could come to a slow rolling green light turn, leave the bike in second gear and at 1500 RPM was easily able to roll the throttle right through the turn and accelerate with ease. There was no bucking or blub, blub, blub jerking of the compensator it was simply raw Torque that pulled the bike into the higher RPM range. Riding in a parking lot in low speeds was so much easier as there was no need to up or down shift, just roll the throttle.
Unless you actually experience this 100% feeling you will have no clue as to what I am saying. It's a must feel. It's not necessary to work with the EGR but once you have the time to work with it and see how to adjust it to your bike you will absolutely love it.
-wiz
Here is what the manual says: The EGR effect tables compensate the VE calculations for Exhaust Gas Recirculation (EGR) dilution of the intake airflow. These tables are used to shape the VE table at MAP values of 60kPa or less. Typically, these would be adjusted to reduce excessive VE table values, and to flatten out the VE table in the 0 to 60 kPa region.
OK... so what does that really mean and why do we need to work with it in the first place?
Without getting into a long scenario the answer is simple. The bike runs smoother, has better acceleration, more Torque and HP, better gas mileage and the ride in the lower RPM range is enhanced but you will never be able to see this on a Dyno or on any data gathered by the TTS. It is feel, 100% feel. Let me give you an example...
After I worked with the EGR and finally understood how it affected the VE graph I had to finish up and ready myself and the bike for a ride the next morning not knowing what to expect. During the next day's ride I found myself using less throttle. I could come to a slow rolling green light turn, leave the bike in second gear and at 1500 RPM was easily able to roll the throttle right through the turn and accelerate with ease. There was no bucking or blub, blub, blub jerking of the compensator it was simply raw Torque that pulled the bike into the higher RPM range. Riding in a parking lot in low speeds was so much easier as there was no need to up or down shift, just roll the throttle.
Unless you actually experience this 100% feeling you will have no clue as to what I am saying. It's a must feel. It's not necessary to work with the EGR but once you have the time to work with it and see how to adjust it to your bike you will absolutely love it.
-wiz
Have a good one.
#3177
04-11-2012, 09:45 AM
Club Member
Fish
What's funny is... the explanation is just another scratch of your head. My explanation is something that has not been talked about before here.. "Why should it be done and what advantages there are to working with the EGR".
There are many threads about how to do it but they aren't located on this site. They are located HERE and HERE
It's way too much information for me to inseminate on this site on my own. I'm an experimenting fool and seem to play/tune more than I ride. It's a b*tch being a perfectionist sometimes but a lot of fun getting the end results.
Hope you're having a great day
-wiz
EDIT: one of the most weird things is... If you do the same as I do on the EGR table adjustments you could really muck your tune up. The adjustments depend on the bike and the motor modifications as to which direction you beta and/or how much. It's a "thing" one must experiment with to see which direction to move the graph. That's why I call it a Video Game. Takes time but the benefits are OUTSTANDING.
What's funny is... the explanation is just another scratch of your head. My explanation is something that has not been talked about before here.. "Why should it be done and what advantages there are to working with the EGR".
There are many threads about how to do it but they aren't located on this site. They are located HERE and HERE
It's way too much information for me to inseminate on this site on my own. I'm an experimenting fool and seem to play/tune more than I ride. It's a b*tch being a perfectionist sometimes but a lot of fun getting the end results.
Hope you're having a great day
-wiz
EDIT: one of the most weird things is... If you do the same as I do on the EGR table adjustments you could really muck your tune up. The adjustments depend on the bike and the motor modifications as to which direction you beta and/or how much. It's a "thing" one must experiment with to see which direction to move the graph. That's why I call it a Video Game. Takes time but the benefits are OUTSTANDING.
Last edited by Mr. Wizard; 04-11-2012 at 09:48 AM.
#3178
04-11-2012, 09:59 AM
Ah! That looks more like mine except I have some blue in the lower throttle positions accross the board. I think I'll try "smoothing" it out! Question: I get a little pinging at the bottom of each gear, you think this might help that too? Here's my "front" graph...
#3179
04-11-2012, 10:12 AM
Stellar HDF Member
Yes, but the top left ve has been dropped to a minimum value to make it that flat. The first pic is a ve table from Northwestsooners first map where i did a "little" blending. The second one is where I dropped that upper left ve. Using the generated vtune that North westsooner posted I just look at the bold number compared to the number to the right. I don't know that I would adjust much more than maybe the 2400 cell on the front cylinder. Below 2000 rpm there is not enough data to make an adjustment.
#3180
04-11-2012, 10:56 AM
Get it to ping.
Then play back the run, and you can see where the ECM pulled timing. Once you find this, post up the data run thru something like box-net so we can DL the actual data run and play it ourselves. A slight fuel and/or timing adjustment can eliminate the pinging.
You should really address this issue, too. If the ping is audible (rocks under the fender sound), that tells me the ECM TRIED to pull enough to make it stop pinging but could not.