JetD - Not sure of your motor setup, especially A/C - What was the actual air temp? Asking because the IAT's Andy mentions are similar to what I've seen in 90 degree weather , stop and go traffic here in FL. and the Fuel Moto A/C I've got pulls extra air off the back, hot engine side. I looked at your log with MLV and noted at 99 Mph your IAT drops to it's lowest (usually up to speed the IAT more or less reflects Ambient air).

 

Thanks for the observations and help.
The A/C is an SnS Stealth w/KnN filter; sits close to the heads/intake.
Ambient air temps were 80*; log ride included stop/go, country, freeway.

I'm also using MLV--well, rephrase that--attempting to learn my way around this great tool! So, trying to learn. I'll check the IAT in MLV again.
And what are some recommended actions to lower the IAT; get it closer to the AAT? What did you do?

I have more questions about what I'm seeing from this log in MLV.
1- what changes do I need to make in the 'tune' to achieve a more linear data trail from the lower left corner of the display to the upper right corner of the display? In other words, eliminate the curve nature of the trail.
2- what changes do I need to make in the 'tune' to achieve a more equal data trail between the front cylinder and the real cylinder? It appears at different rpm ranges they are not pulling equally.

Trying to achieve a smooth, responsive, cool running, engine with each cylinder producing equal output throughout the rpm range.


DISCLAIMER: I am in no way associated with MLV.
MegaLogViewer is just a fantastic tuning tool for viewing large ride-data logs to identify what is both good and areas that need work!
Everyone that enjoys DY tuning needs to make this inexpensive tool part of their tuning toolbox.

 

Thanks, I'll do that as soon as weather and schedule coincide.

I'd think 'yes' too. Even with TT, autotune wanted to significantly lean out my lower Kpa ranges, especially 20-25Kpa in the 3000-4500 rpm area. I adjusted those values so never ran the leaned out tune. I then autotuned on the adjusted map using a min 30Kpa.

Rat

 

Thanks Andy. The reason I uploaded this log is because there were some detonation issues I noticed during the logging. The fueling displays are quite similar among the 5 logs I've done on this version of the TT_AutoTune. It was the pinging that was different and I wanted your opinion on how to approach a resolution.

IAT: my A/C cover is an OEM HD Fat Bob unit. Will a more 'open' cover help to reduce the disparity between the IAT and AAT?

 

Hey Rat- You know what's odd, I got completely "opposite" information from DJ tech. Basically TT VE tuning is going to adjust VE to meet the richer or leaner AFR target values. I had asked that question about decel leaning and new TT tuning. I was told, if I want decel richer to set the AFR table values in that range to richer values. VE will tune to richer.

Maybe you can check something to confirm- open your tune in WinPV. look in the AFR table in the decel area 20-25 columns - is that set to a leaner AFR like 13+ or richer like 11-12+?

With my pipes I need to keep it richer at low 12's - although now without the TT I'm doing all of that adjustment manually in the VE tables / just guessing.

 

LA_DOG: Just a quick note: in my tune--tweaked by Jamie a couple of weeks ago--
the AFR in the '20kPa' from 1250rpm-3500rpm is 13.8; 4000rpm is 13.3; and rpms above is 12.9.
the AFR in the '30kPa' from 750rpm through 3000rpm is 14.0; 3500 is 13.8; 4000 is 13.3; and rpms above are 12.9.
Hope that helps some.

 

You must set the Minimum MAP Kpa when Auto Tuning whether you are using Target Tune-Auto Tune, Auto Tune Pro, or AT-Basic or many times it will continually remove fuel and put a hole in the VE table causing decel popping, abrupt on/off transitions as well as reduced smoothness. This effect is caused by a combination of fuel transients and what is called Tau fuel or wall wetting.

An easy way to setup the Min MAP in the Auto Tune "settings" screen is to first determine your idle Kpa, to do so get the bike to operating temp and setup any gauge to see what the MAP value is at idle with the bike running, go to Datalog>Gauges> and configure Manifold Absolute Pressure (MAP) from any gauge screen. Most bikes idle in the low 30's to low 40's depending mostly on which cam you are running. Once you have determined your idle MAP and have Auto Tune enabled on your PV device go to Auto Tune>Settings>Min MAP and enter a value slightly below idle MAP, for example if you are idling at 35 Kpa set the Min MAP to 30 and this will prevent de-tuning of the light load low pressure areas of the calibration, this is especially important as well if you have an exhaust that is very open or cams with excessive operlap.

 

Awesome info Jamie- thank you! So this would render the info I got from DJ incorrect? - not the first time though.. ;p

If I wanted to richen the AFR for decel (post tuning) with TT enabled, would I set the richer AFR in the decel area of table and TT adapts to meet that, or would I have to manually richen decel VE's?

 

We are really talking about two seperate functions; Auto Tune and closed loop. Both use the O2 sensors for correction however they work differently. A quick answer is that the Auto Tune applications are developed with one purpose, to populate VE corrections based on data the PV is specifically looking at/for based on exported data coming off the databus. Closed loop operation is an actual ECM process function for correction which is far more sophisticated, the ECM uses a specific algorythm to validate data as far as when/how to use it. (this is what makes Target Tune awesome) So.. while the Auto Tune application can continually try to overcorrect your VE tables as noted earlier, it is not generally an issue with normal closed loop operation. These AF targets are set right in the AF/Lambda table and will be accurate with your Target Tune.

 

Jamie- got it, thanks, completely follow you on the differences and especially closed loop operation.