What I said the best air fuel ratio for 2012 883 iron
#1
03-26-2016, 09:04 AM
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What Is the best air fuel ratio for 2012 883 iron
Trying to tune my power commander v properly since my bike has not been running right since I installed the roland sands design 2 into 1 exhaust. ...so wondering what the target afr should be...
Last edited by rzrectd; 03-26-2016 at 09:12 AM. Reason: Misspelled title
#3
03-26-2016, 09:32 AM
Road Warrior
#5
05-22-2024, 10:06 AM
Motors typically make max power at around 12.7:1 air-to-fuel. But when you're not going for max power, say when you're at part throttle and medium rpm's, you'll get a whole lot better fuel economy by leaning it down.You'd like those conditions to be closer to the stoichometric point of the fuel (most chemically complete burn) which happens around 14.6:1.
The ECM implements an AFR targets table, and all flash tuners give access to it. In simplified terms, the ECM models how much air is flowing through the motor at all rpm's and throttle positions, grabs the target AFR for those conditions out of the table, and calculates how much fuel to inject to achieve that AFR.
But of course, this process is only as accurate as the ECM's air flow model. Most flash tuners implement a log tuning process to dial in the air flow model, including the FP3. The better the air flow model matches what's actually happening, the closer your actual AFR will follow the AFR targets table.
But the OP is talking about a PC6, which is a piggy-back tuner, not a flash tuner. It doesn't access any of the internal tables of the ECM the way a flash tuner does. Instead, it hangs outside the ECM, intercepting and modifying signals. The ECM still thinks it's operating a stock bike. With the PC6, he can add or subtract fuel directly at different throttle positions and rpm's.
Last edited by aswracing; 05-22-2024 at 10:08 AM.
#6
05-22-2024, 01:27 PM
AFR is exactly that: air to fuel ratio. So the bigger the number, the more air-to-fuel (leaner), and the lower the number, the less air-to fuel (richer).
Motors typically make max power at around 12.7:1 air-to-fuel. But when you're not going for max power, say when you're at part throttle and medium rpm's, you'll get a whole lot better fuel economy by leaning it down.You'd like those conditions to be closer to the stoichometric point of the fuel (most chemically complete burn) which happens around 14.6:1.
The ECM implements an AFR targets table, and all flash tuners give access to it. In simplified terms, the ECM models how much air is flowing through the motor at all rpm's and throttle positions, grabs the target AFR for those conditions out of the table, and calculates how much fuel to inject to achieve that AFR.
But of course, this process is only as accurate as the ECM's air flow model. Most flash tuners implement a log tuning process to dial in the air flow model, including the FP3. The better the air flow model matches what's actually happening, the closer your actual AFR will follow the AFR targets table.
But the OP is talking about a PC6, which is a piggy-back tuner, not a flash tuner. It doesn't access any of the internal tables of the ECM the way a flash tuner does. Instead, it hangs outside the ECM, intercepting and modifying signals. The ECM still thinks it's operating a stock bike. With the PC6, he can add or subtract fuel directly at different throttle positions and rpm's.
Motors typically make max power at around 12.7:1 air-to-fuel. But when you're not going for max power, say when you're at part throttle and medium rpm's, you'll get a whole lot better fuel economy by leaning it down.You'd like those conditions to be closer to the stoichometric point of the fuel (most chemically complete burn) which happens around 14.6:1.
The ECM implements an AFR targets table, and all flash tuners give access to it. In simplified terms, the ECM models how much air is flowing through the motor at all rpm's and throttle positions, grabs the target AFR for those conditions out of the table, and calculates how much fuel to inject to achieve that AFR.
But of course, this process is only as accurate as the ECM's air flow model. Most flash tuners implement a log tuning process to dial in the air flow model, including the FP3. The better the air flow model matches what's actually happening, the closer your actual AFR will follow the AFR targets table.
But the OP is talking about a PC6, which is a piggy-back tuner, not a flash tuner. It doesn't access any of the internal tables of the ECM the way a flash tuner does. Instead, it hangs outside the ECM, intercepting and modifying signals. The ECM still thinks it's operating a stock bike. With the PC6, he can add or subtract fuel directly at different throttle positions and rpm's.
Great explanation..
I am trying to get the best mix on a newly rebuilt 103 mainly stock motor.
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