ve values
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Road Master
Joined: Dec 2008
Posts: 872
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From: Niagara Falls Canada
ve values
I am using a stage 4 sert map on my 2009 ultra. I had tried using the smart tune but didnt get the result I expected. not sure if I did it right. I had 5 test runs collected, had it generate new tables then up load new tables to the working ve tables. I saved the map with a new letter on the end of the file so I wouldnt confuse it with the original. I loaded the new map into my bike and took the bike for a spin. It had unbelievable flat spots in the power from 2500 to 4000 grand. even at high rpms 4-5 grand it didnt have any power. I put the original stage 4 map back in the bike, this time I moved most of the fuel ratios that were at 14.6 down to 14.0 and saved map under a new name and loaded it into my bike. I ran about the same as the original stage 4 map . I am not sure if the fuel ratios I set at 14.0 are actually at this setting or will still try to get back to the 14.6 harley settings. I also see in the training disk that raising the ve table valve making the bike think there is more air flow will also raise my fuel ratios. Any one know which is the best way to the get my fuel ratios down to 14.0 . I will get it dyno set up eventually but after doing my 103 kit, sert I have run out of extra money. Next winter project if I have any spare cash it will be heads and automatic acr's to replace my manual ones. sure would be nice to have an exhaust analyser handy to see what fuel ratios actually are.
Road Warrior
Joined: Nov 2007
Posts: 1,984
Likes: 7
I have used a SERT till converting it to a TTS Mastertune. So
the only way to run closed loop is with 14.6 loaded into the AFR page. and the only places needed there are in the general crusing areas say 1500 to 3500 RPM and 30 to 75 MAP. Load or Vacuum I like to think of MAP that way.
The rest of the time can be any AFR you want. the only problem is you need to have some idea of the VE efficency of the cilenders. On the VE pages. They need to be reasonalbly close so the AFR numbers you put in can work. Otherwise you could be rich or lean when out of closed loop.
If your SERT will generate VE tables (maybe the new ones do) then you have to work with this to get the bike to do what you want. Why I like the TTS. It generates VE tables using the O2 sensor in closed loop (14.6)
Also there are some other AFR pages in the ECM program that are adjustable.
The PE AFR is a page that comes into play at setable RPM and 95% throddle opening. This is selectable for preformance.
When you are generating VE tables you must not let this come into play, for tuning.
Instructions on my TTS says to set at 10000 RPM taking it out of range.
Probably this isn't too clear. I have recently changed Cams requiring a comple re-read of the instructions, which had to be updated anyway.
So I am relearning all over again myself. I printed these out and read in the evening
And all this is just the fuel. the spark adjusting comes later.
the only way to run closed loop is with 14.6 loaded into the AFR page. and the only places needed there are in the general crusing areas say 1500 to 3500 RPM and 30 to 75 MAP. Load or Vacuum I like to think of MAP that way.
The rest of the time can be any AFR you want. the only problem is you need to have some idea of the VE efficency of the cilenders. On the VE pages. They need to be reasonalbly close so the AFR numbers you put in can work. Otherwise you could be rich or lean when out of closed loop.
If your SERT will generate VE tables (maybe the new ones do) then you have to work with this to get the bike to do what you want. Why I like the TTS. It generates VE tables using the O2 sensor in closed loop (14.6)
Also there are some other AFR pages in the ECM program that are adjustable.
The PE AFR is a page that comes into play at setable RPM and 95% throddle opening. This is selectable for preformance.
When you are generating VE tables you must not let this come into play, for tuning.
Instructions on my TTS says to set at 10000 RPM taking it out of range.
Probably this isn't too clear. I have recently changed Cams requiring a comple re-read of the instructions, which had to be updated anyway.
So I am relearning all over again myself. I printed these out and read in the evening
And all this is just the fuel. the spark adjusting comes later.
Last edited by Old Gunny; May 16, 2010 at 02:39 PM.
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