2017 Milwaukee Eight dyno testing & information
The airbox assembly and breathers actually look pretty good however the filter element is very small and the media is only just over an inch thick. We are going to do some air cleaner dyno testing next week, not yet sure how we are going to approach this. We'll know more once we start testing.
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Jamie Long / Fuel Moto USA
The USA's Leader V-Twin EFI & Performance www.fuelmotousa.com
Contact 920-423-3309
Email jamie@fuelmotousa.com
Jamie Long / Fuel Moto USA
The USA's Leader V-Twin EFI & Performance www.fuelmotousa.com
Contact 920-423-3309
Email jamie@fuelmotousa.com
Road Master
Joined: Feb 2014
Posts: 804
Likes: 237
From: TN
Jamie, I know it is a bit early in the process, but with the newer torque based (automotive) style strategy, and the dyno sheets you provided, it seems the tune is relatively close. In stock form is there anymore that can be had? Second, is this torque base strategy a better way of tuning and the future of tuning? Can one do this without a dyno?
Thanks
Thanks
Jamie, I know it is a bit early in the process, but with the newer torque based (automotive) style strategy, and the dyno sheets you provided, it seems the tune is relatively close. In stock form is there anymore that can be had? Second, is this torque base strategy a better way of tuning and the future of tuning? Can one do this without a dyno?
Thanks
Thanks
Member
Joined: Jul 2009
Posts: 4,310
Likes: 1,079
The bike does run fairly well however there is room for improvement even in the stock tune for sure. The OE torque-modeled calibrations are simply a bit different than the current 15-earlier stuff, in these cal's allowed power delivery is based on twist grip vs requested torque for various gears & other parameters. We are already familiar with tuning other platforms that utilize torque modeled strategies such as the Bosch ME17 ECU equipped Indian & Polaris applications (the new Power Vision CX was released for these models last weekend). The Power Vision aftermarket calibrations for the 2017 M8 bikes will continue to use the traditional tuning tables as the current models, however there is some stuff in there that is a bit different, we'll expand on that later.
- Any insight on the O2 sensors? I assume they are still Narrow-band???
- Will the original PV-1 with an upgraded 6pin cable be compatible with the M8 ECU?
- Any timing for dyno testing the 114??
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Grand HDF Member
Joined: Oct 2009
Posts: 3,824
Likes: 603
From: Myrtle Beach SC
I have 250 miles on the M8 now and I'm very impressed with it's out of the box abilities. I of course am interested in seeing what minor mods like the traditional Stage 1 would do. I really can't imagine wanting to put anything more in this bike now.
Member
Joined: Jul 2009
Posts: 4,310
Likes: 1,079
For the guys whining about the peak #s, you really need to go back and look at Jamie's post # 107 (Jamie, did you wait for 107 to come up before posting?? 
)
Having a high peak # is always a good thing, but its even better when you can have "high" numbers when you want or need them. The new M8 is somewhat remarkable for a factory engine. Here's the comparison that really matters in the saddle looking at the charts for the 4 stock engines:
2500 rpms
- 107 @ 95 ft-lbs
- 103 Twin Cool @ 80 ft-lbs
- 103 @ 80 ft-lbs
- 96 @ 80 ft-lbs
3500 rpms
- 107 @ 98 ft-lbs
- 103 Twin-cool 88 ft-lbs
- 103 @ 85 ft-lbs
- 96 @ 83 ft-lbs
4500 rpms
- 107 @ 94 ft-lbs
- 103 Twin Cool @ 85 ft-lbs
- 103 @ 80 ft-lbs
- 96 @ 78 ft-lbs
As stock bikes, the 107 will "smoke" any of the older stock bikes from a start and pull away from any of them on the highway when passing. That flat tabletop Tq curve is what you feel. And my guess is that once Jamie gets done tuning even the stock map you're going to be looking at an even greater performance difference vs the 103 & 96 engines.
Add a strong 2:1 pipe, larger TB, larger injectors, cam, tune and my guess is these new engines will be shocking all of us down the road.
) Having a high peak # is always a good thing, but its even better when you can have "high" numbers when you want or need them. The new M8 is somewhat remarkable for a factory engine. Here's the comparison that really matters in the saddle looking at the charts for the 4 stock engines:
2500 rpms
- 107 @ 95 ft-lbs
- 103 Twin Cool @ 80 ft-lbs
- 103 @ 80 ft-lbs
- 96 @ 80 ft-lbs
3500 rpms
- 107 @ 98 ft-lbs
- 103 Twin-cool 88 ft-lbs
- 103 @ 85 ft-lbs
- 96 @ 83 ft-lbs
4500 rpms
- 107 @ 94 ft-lbs
- 103 Twin Cool @ 85 ft-lbs
- 103 @ 80 ft-lbs
- 96 @ 78 ft-lbs
As stock bikes, the 107 will "smoke" any of the older stock bikes from a start and pull away from any of them on the highway when passing. That flat tabletop Tq curve is what you feel. And my guess is that once Jamie gets done tuning even the stock map you're going to be looking at an even greater performance difference vs the 103 & 96 engines.
Add a strong 2:1 pipe, larger TB, larger injectors, cam, tune and my guess is these new engines will be shocking all of us down the road.
Last edited by Heatwave; Aug 31, 2016 at 05:23 PM.