Presented by Dan Hourigan Vice President, Dynojet Research Power Vision Advanced Tuning Techniques Presented by Dan Hourigan Vice President, Dynojet Research

What we will Discuss Advanced Tuning Techniques Basic EFI Theory Systems Overview What needs to be “fixed” to model fuel requirements? Tools of the Trade Set-Up & Technique Process Validation Easy Way

Basic EFI Theory EFI (Electronic Fuel Injection) The ECM has a calibration, or “tune” that resides in it’s memory where basic information about the engine and supporting systems fitted to the engine reside. The ECM relies on various sensor inputs in order to determine the operating conditions of the engine, then it refers to it’s calibration to determine the proper amount of fuel to deliver (for the sake of this seminar, we’ll focus mostly on fuel control and calibration).

EFI at Work The ECM and the Calibration working hand in hand. Engine is an air pump! So, we need some way to determine how much air the engine will use in combustion process at any given operating condition. Some engine management systems can measure the amount of air mass, or your can infer the mass of air being ingested by the engine. 99.9% of motorcycles rely on the latter, where the ECM is inferring the amount air being “consumed” by the engine (commonly referred to as a “Speed Density System”).

EFI at Work Question: OK, so if we know how much air is in the engine, what’s the next step for the ECM? Answer: Real time fuel mixture correction for changing air conditions, density, and volume it occupies within the engine. ECM does the math Checks the value in VE Table to determine how much air is supposed to be in the cylinders Checks the value in the Air:Fuel or Lambda Table Checks sensors (Engine Temp, Air Temp, Pressure) Calculates how much oxygen we have to burn Calculates how long to open the injector to achieve desired Air:Fuel Ratio, or Lambda

Almighty ECM? Since we’re focused on fuel for this seminar, and from what we’ve just talked about, why can’t the ECM just fix everything? When we change the way the air gets into, or out of the engine we need to edit the calibration to represent the airflow available at any given operating condition in order to control the fuel accurately! Flash Tuners can deliver a Calibration that has been modified in order to “fix” the VE tables (how much air is in the engine) so the ECM can calculate the correct amount of fuel to deliver in order to achieve a desired AFR or Lambda. We can determine the error in the VE tables by simply checking the math the ECM did. How? Monitor the actual AFR or Lambda of the exhaust and compare it to the desired AFR or Lambda that’s defined in the ECM’s calibration. If they don’ match, we need to correct the source of the error. >>>>>> The values in the VE tables!

Fixing VE Error w/ Tools of the Trade Power Vision Dynojet Dynamometer with Load Control Air Fuel (Lambda) Sensors Autotune Module Log Tuner Software Basic understanding of what to do

Basic Understanding There are 3 ways to correct the problem (VE error), but it’s important that you understand the technical approach of the manual tuning process before using the automated tuning processes. Manual Process Semi-Automated Process Automated Process 10

Set-Up & Technique Choose the File Set up the tune for calibration Start with the Original Cal or a “best fit Cal” Save this file, you’ll need some of the values from it when you’re done tuning, or as the basis for a “compare”! Set up the tune for calibration Set all Air:Fuel table cells to 13 or Lambda of .89 Max Throttle Progressively table Zero out Acceleration and Deceleration values Disable Closed Loop and Performance Enrichment Turn Off Knock control (optional) Check CID and Injector size Save, Send to PV, Send to Bike 11

Set-Up & Technique Perform dyno runs in order to sample the AFR or Lambda values in various VE Table cells TP based VE tables:100,80,60,40,30,25,...TPS% MAP based VE Tables: 100, 80,70,60,50,... Kpa 12

Set-Up & Technique Step Test Technique 13

Set-Up & Technique Results from the Step Test Technique 14

Edit VE Values and Validate Edit the VE tables Based on the Dyno graphs correct the values in the VE cells to achieve the target AFR of 13 or Lambda of .89 15

Finalize Once the VE tables accurately reflect the amount of air that’s being used by the engine, the AFR or Lambda values will be “as commanded”. You’ll now need to turn those items turned off, or disabled in your tune back on, and set the desired AFR / Lambda to your liking. 16

Set-Up & Validate…the Easy Way That method we just covered gives you an understanding about how to go about correcting VE tables, but there is an easier way to get the same results. Dynojet makes it easier with Log Tuner and Autotune Datalogger! 18

Set-Up & Technique Process Auto-Tune Module Sensors installed in the bike’s exhaust or in the Gen4 Air Pump Set up and run as before, but log with PV using Autotune Datalogger PIN 319245 Use Log Tuner to Automatically make the corrections for you…..no messy math and guess work. 19

Enter PIN 319245 Automatically enables all data channels required for Log Tuner to work properly. Displays a mirror image of your current VE table, TP or MAP (depends on the cal), RPM, and cell counts 20

21

Finalize Once the VE tables accurately reflect the amount of air that’s being used by the engine, the AFR or Lambda values will be “as commanded”. You’ll now need to turn those items turned off, or disabled in your tune back on, and set the desired AFR / Lambda to your liking. 22

Coming Soon….. You know how to “fix” the VE tables using and the principle of why you are doing so. You can use the manual process, or use “tuning helpers” like Log Tuner and Autotune Datalogger The next major release in firmware will actually embed Log Tuner and Autotune process to fully automate the tuning process. Sets up the tune, logs the results, and “fixes” the VE…..even easier! 23

Stay Tuned….. 24