Engine Mechanical TopicsDiscussion for motor builds, cams, head work, stripped bolts and other engine related issues. The good and the bad. If it goes round and around or up and down, post it here.
So I had skipped over doing the TTS Cam Tune Analyzer initially because I was more concerned with breaking in the rings (idle that long is bad for a new motor). I used the estimator and it said to do 4 IVO and 3 IVC so I did. Didn't have a lot of time, but got it up to temp and collected 3min worth of data:
The first breaking point should be 2 if I'm reading it correctly. It seems a bit low for the 590 which has its intake open at 22 and close at 44, but it's what the data says to go with. I tried doing a Vtune for idle to see the change but I think it was so out of whack it couldn't collect usable data. kPa was near 50 and it almost stalled out. I manually bumped the VE's around idle quite a bit, and was able to collect usable data this time.
Better?
The idle kPa is around 41-42 now, seems to idle better. The rest of the tune is off now though with a different cam IVO value. Before going through all that I'd like to try an IVO of 3 to see how it idles.
Well Frederic sent me down a rabbit hole. After getting caught up on the past few years of posts on Charge Dilution Effect (CDE) which PowerVision can account for, or Exhaust Gas Recirculation (EGR) which TTS can account for, I ended up bumping the EGR tables up to 1200RPM by 25% and re-tuning those areas. Result is a much smoother bike at idle and low throttle, MAP at idle is now in the 38-40 kPa range versus the 43-44 kPa I was seeing before. VE's are still a little low around idle but at least the bike isn't trying to knock them down lower anymore.
I've only had 10 mi or so on this latest tune but I can say the 590's feel more behaved vs the 57H around 3k RPM. I suspect this is because the 57H's come on strong at 3k whereas the 590's tend to hit a little bit later. I find it preferable as my riding habits have changed the past few years with gearing changes I now cruise at 3k and see north of 4500 on a regular basis.
Well Frederic sent me down a rabbit hole. After getting caught up on the past few years of posts on Charge Dilution Effect (CDE) which PowerVision can account for, or Exhaust Gas Recirculation (EGR) which TTS can account for, I ended up bumping the EGR tables up to 1200RPM by 25% and re-tuning those areas. Result is a much smoother bike at idle and low throttle, MAP at idle is now in the 38-40 kPa range versus the 43-44 kPa I was seeing before. VE's are still a little low around idle but at least the bike isn't trying to knock them down lower anymore.
I've only had 10 mi or so on this latest tune but I can say the 590's feel more behaved vs the 57H around 3k RPM. I suspect this is because the 57H's come on strong at 3k whereas the 590's tend to hit a little bit later. I find it preferable as my riding habits have changed the past few years with gearing changes I now cruise at 3k and see north of 4500 on a regular basis.
This is why I love Carburated... There is no second guessing........
To say I'm excited is an understatement. All smiles on the ride home. First time since the rebuild getting to romp on it with the rev limiter not set to 4k RPM. Hands down I prefer this setup over the last 106/57H/stock TB/Exhaust.
Very nice Matt. I'm sure it's pure pleasure after all you've been through. Believe me I know. Hopefully in a month I'll be on the road again..... Congrats man, Ride Safe....
01-12-2017, 03:04 PM
glad to help
