Hi was wondering if someone with experience with the screaming eagle pro supertuner can help
StageII kit part 92500003 is 254E cams pushrods uses stock pistons and jugs and heads.2011 streetglide has this kit screaming eagle stage 1 air cleaner and rinehart 2into1 pipe.Went and look at the calibrations files for 2010-2013 touring and i do not see a file for 1580 cc stage 2 with this 254E cam.The closet file for this cam would be 1690cc stage2 flat top pistons and 254E cams not sure what would be a close base map.I am surprised that they dont have a map for this set up as its all screaming eagle other than the pipe.Any ideas

 

my best guess is to use the 044 map for the OEM 1580 then do data runs. The VE will change according to the cam airflow. I would not use the 1690 map. just me and others may have a different opinion

 

The 009 is the right strategy. I looked at the available maps for the 96 with 254 cam and the only thing I saw close would be for 255 cams. They are pretty close. The other thing is the 2 in 1 exhaust. The maps listed are way too lean for the 2-1. If you want send me a pm with email address and reference what bike and upgrades you have on it and I can send you a map that will work or be close enough for data tuning. The reason for email is I can't send them on the forum as they are too large even zipped. My experience says the 2-1 has to be 10 to 15% richer all over. The exception would be the idle area.
The difference between the 96 and 103 and 107 are insignificant as the program adjusts for the cubic inches difference. Even the 110 is close all things equal like cams and exhaust type. I have done maps for 96 and 103 and 110 with TW222 and other than exhaust difference worked very close to the same. Plenty close enough to autotune or datalog.

 

The reason I suggested the 044AAG003.dt0 1580 base map is that the VE is more aggressive. actual data runs can tweak the VE.
But I am interested in knowing why you prefer the 009 as 2010 was a transition year from 009 to 044 and both are available.
44AAR001 is for 254E cam for a 1690cc, perhaps it could be used by changing the CID to 96.7, comments?
Also please expand on 10-15% richer overall for 2 into 1.

 

You don't want more aggressive for cams in the low rpm area. The 254 cams need to be about 10 leaner on VE below 2000 rpms. They only need to be more aggressive above 2500 and high load areas.

The touring models from 2010 to 2013 all use the 9 strategy. One son in law has a 2012 FLHTK and other 2013 Road Glide and both have 9 strategy. My 2010 FLHTK has 9 also. The 2010 was the first year of the 9 strategy. The CVO touring uses the 44 in 2013. Don't know what the CVO touring uses from 2010 to 2012. It can use the 9 strategy also. Not sure what the difference is between the 9 and 44. I have used both and they are pretty much identical on all tables. I do know a 9 strategy was sent to friend with 2013 CVO Road Glide and had some problems with pinging and rough running. Put the numbers from the 9 into the 44 which was stock tune on bike and it smoothed right out and no more ping. Didn't really try to figure out why. I do know don't try and use a 9 or 44 on 09 or earlier that had the 205 strategy. Won't go on. The new 614 for the 14's won't work on 13 either. Not compatible. You are better off to use what ever strategy that came on the bike.

The 10 to 15% richer for the 2 in 1 is from past experience. They lean the engine out due to the scavenging effect and you have to richen them up. If you don't they will pop and just not pull at low rpms and mid range. They will also ping at 2750 cruise range if you accelerate slightly. Won't hurt to richen top end too. Lot safer to be rich than lean. The True duals are basically the same as the 2 in 1, just not as efficient. You may not have to go the 10% as 5 may work. I like to start rich and go back to lean. I usually have to go the other way as lean is more the norm that you have to work on. Most people won't know it is too rich unless someone following them tells them. You can smell overly rich from second bike. You can't smell lean but you can feel it and hear it. Surging, pinging, and popping are all symptoms of a lean condition. Rough idle and varying rpms are symptoms of too rich at idle.

 

Ke5rbd
when you say "The touring models from 2010 to 2013 all use the 9 strategy" are you able to read the ECM map of a stock bike? Do you have the Calibration description pdf file? want to be on the same page in this discussion. 009FY002 & 044AAG003 are both listed for 2010-2013 base 1580cc. The 044 starts with higher VE #'s but I notice no other difference.
"The 10 to 15% richer for the 2 in 1 is from past experience." Not disputing your previous experience. was this with a lambda based map? both maps I refer to already start at 14.3 AFR, the lowest for closed loop, so already richer than 14.6. where do you add 10-15% fuel, in the AFR table or the VE

 

Always add to the AFR table to richen or lean. If you do the VE table, the bike will eventually adjust to the correct VE flow. Which puts you right back where you started.

 

agreed except maybe what about in open loop, looking for how Ke5rbd does this. It was common years ago to go open loop and increase VE by some before the lambda tunes

 

I see the exact same map for 2010-2013 touring there is 2 maps with the same decription
009FY002 and 044AAG003 whats the deal 2 same maps different numbers?

 

did I mention the VE tables are different? open both and look at the 3D graph of each and the tables for each VE. also there are hidden tables in the ECM so we may never know if the maps have a hidden table that gets flashed which is also different