Thought you had it running pretty good and was playing with timing, what led you down this road?

 

I did but wanted to go to a 2-1 Hooker that I put the bungs into so I can see exactly what's going on... I finally had the funds to get the Target Tune.. I was never able to confirm my tune.. and in all honestly idle to 2000 rpm was never the smoothest.. Now that I can see the feedback of the wide band I'll be able to smooth things out a little better.. the bike did always run well but my power would stall at 125 mph and I figured maybe it was the exhaust holding me back. Now 5th gear will take me to 125@5800 rpm no problem but still a little lean up there..
I didn't shift into 6th so I did make some improvements...

 

So I got my tune and information back from Lucas@fuelmoto And as I suspected the parameters in the power vision were not all enabled properly. In the PV, Limits & Switches folder Adaptive Control and Closed loop both need to be enabled so the system can read and adjust AFR's to satisfy the preset target afr table.. I also decreased the timing in the front cylinder by 1° across the entire chart based on a previous data log..

So today even though it was 39° out with very light flurry activity, I dressed warm and took the bike out for about a 12 mi run varying speeds loads etc.. I was very pleased to see that the AFRs had settled in and the bike ran beautifully.. The idle was pretty damn good too, I was impressed..

However I was correct about the fuel issue I don't believe with the motor combination I currently have that the 4.9 injectors are going to be enough to satisfy the motor's needs. Although my AFRs did not go more than 14.4.. I did see in my data log that my injector pulse width on the front cylinder went up to 20.32 and on the rear cylinder went up to 21.14 which I believe is over taxing the injectors to try to get enough fuel to meet the target AFRs.. I'm pretty sure I'm going to need to go with 5.3 injectors.. But before I do that I am going to check my fuel pressure to make sure that's where it needs to be and if all that's good then I will be replacing the injectors..

I do realize that it was a cold day.. So with the colder denser air it would require more fuel as compared to a day where it was 65 or 70.. I'm sure I wouldn't be dumping as much fuel or will see a lower injector pulse width to satisfy the motor..
So I'm making a lot of progress and would like to put a shout out to Lucas at Fuel Moto.. He's been very helpful and it's definitely appreciated...
Still need to fine tune though.. I think by the time it's all completed I'm hoping to be in the high 10's...

One thing I forgot to mention was that I do believe that all the timing knock retard that I saw in a lot of my data logs was because of the lean condition and not because of too much timing.. Once I get everything straightened out I might even be able to put more timing into it.. we'll see

 

Depends on the rpm you saw that at, 6000 not good, 3000 good

 

5th gear 5200...

 

So Thursday I was able to get out and do an auto tune on the tune.. Dynojet said I still had to do this so I did and saw a lot of changes in a 20 mile run as much as 20% in some areas of 70 Kpa and above.. Todays temp was a little better at 44* and sunny.. I was put on to the night shift at work so right now the daytime is free for me..
So with the run I did today I'm still taxing out the injectors up to 21.45.. Currently I'm running 4.9 Bosch and think I'm going to have to jump up to the 5.3's.. If I didn't have Target Tune I never would have saw it.. And in all honesty it always felt like I could get 5th gear up to 125 but never be able to accelerate after that and when I did a test hit today, the top end of 5th stalled out a little and 6th never accelerated but one thing I did notice this time was that when I partially let off the throttle some it actually helped to accelerate the bike a tad.. Definitely think this is an indication of fuel demand and the 4.9 injectors... I e-mailed lucas at Fuel Moto and am waiting to hear back..

 

It’s much easier to log front & rear injector duty cycle rather than injector pw, and with your TT kit live AF is available in your logs aligned with the rest of the ECM data. If you are indeed reaching the limits of the 4.9 injectors with your build I agree you will want to get a good look at fuel delivery such as fuel filter, pump, regulator etc.. as the 4.9’s generally support in the the 130 for Hp. Also note if you saw 20.x AF in your log it was either decel fuel cut or rev limiter

 

Thank you.. I do understand the decell tables.. Will have to look for injector duty cycle.. The only thing I currently see is IPW.. Also I will check fuel delivery..I meant to do that before my last ride on Saturday but forgot.. Increase the CDE values did make a more consistent AFR throughout the RPM range..

 

Set up to monitor CLI (closed loop integrator)(short term fuel trims) & AFF (adaptive fuel factor)(Long term fuel trims) to see how close the tune is, this shows how much correction is being done to hit the targets, less than 100 is pulling fuel, above is adding. Typically you want to be within 5% either way.
If you see trends like always pulling or adding 10%+, manually adjust the Ve’s in those area’s.

The AFF gets used by the ECM and applies changes to the VE base table but does not commit, so the closer the base tune, the better. Also remember to reset fuel trims after making changes to the VE or AFR tables

Do you use Magalog Veiwer HD to look at logs?

 

When auto tuning, I like to do the idle & low MAP area first, then limit the changes to greater than around 40kpa MAP on the next sessions, this stops decel from messing up the low map areas.

Something else, see that Quick Tune on the PV? Don’t use that, make all tune changes in WinPV, for me that always did weird changes to other parts of the tune.