Sound Theory or Horse Sh!t...

Revcieved my TTS Master Tune today (Thanks Doc!). Got it installed on my laptop and updated. I have reviewed the instructions provided by Doc and the Software manual. (I'm pretty sure I'll need to go over them again now that I actually have the software to look at). I had previously posted a question/concern [on 'another' forum] about not quite right base calibration for my stock set up w/ 2:1 pipes and AC upgrade. I'm not worried becuase from what I have read these base calibrations can be tuned to my specifications. I just had a chance to start digging into the calibration files a little, poking around and such and I have developed a theory.

I looked at two identical calibrations except one had the dual exhaust (PF176-002) the other had the 2:1 exhaust (PG176-002).

My theory here is that becuause the only difference between the calibrations is the exhaust I can use the % variation between the calibration table values to tweak my chosen calibration file. AE176-002 (Stock w/ dual exhaust and AC Upgrade).

The tables that I see variation in are:
Front VE
Rear VE
Cranking Fuel
Closed Throttle Spark

So what ever % changes I see from the Dual Exhaust to the 2:1 Exhaust, I would apply those same % changes to my chosen base calibration file prior to my first V-Tune...


Horse sh!t or what?

Thanks Doc, my intention is not to use the values from those calibrations, just apply the % change between those two calibrations to my select calibration. I believe that because the cams/heads are equal in the two calibration the only variable is the 2:1's vs the duals. Sounds like I should error on the side of caution and perhaps create just print out those tables and use them as a reference while doing the v-tune. Just want to ensure I'm starting from a good point. I suppose if I just use the standard calibration file it may just take a few more V-Tune runs to dial it in... np thier.

Thanks again.

Its basically stock right now. I am adding a high flow K&N filter and backplate and some LSR 2:1's this week and plan on doing my tuning on the weekend. From what I have read, many tuners have difficulty with the 2:1 ehausts and often leave torque or power on the table... perhaps I am buying into marketing hype and there really isn't that much difference between the two types of exhaust. I don't plan on doing any more performance enhancements this year/season, save that for the winter....

It could be that with a stock set up like I currently have its really not significant enough of a factor to enclude 2 different maps, one for dual and one for 2:1.
If that is the case then I have a suggestion to reduce confusion or unwarrented concern in future releases of the calibration files.

I assumed the difference between the calibration files of two identical builds, with the exception of exhaust choice, should provide the direction I should go when adjusting any of my tables to provide a base calibration for at 2:1 exhaust. (Based on AE-176-002). My thought here is that if it was important enough to provide 2 seperate maps for the same build, one with dual exhausts and one with 2:1, perhaps it is important to start that way for the AE-176-002 calibration file and apply a tweek to it before the v-tune sessions.


I would assume that my V-Tune runs will allow me to calibrate the VE tables to the value they need to be so in that respect, the current available cal file should be fine. I will need to research more on the Cranking Fuel table and Closed Thottle Spark table to understand why they would differ by choice of exhaust.

Ya, I may be a little to 'green' to be making sense. But that is pretty much my point. There are no maps for my two in one, so 'is that a big deal?'. Looks like its not.
Basically what I am using the performance maps for is to determine the percent variation between maps were the only difference can be explained by the pipes.
In made up numbers, if the VE in a performance map 2:1 exhaust is 98 and the VE in a performance map dual exhaust is 90 the difference is 98/90 = 8.9% increase. So...
The map that I have to work with is the AE176 and the VE is 70 (made up) for dual exhaust, I would apply the 8.9% increase and modify the VE to be 76.2 in that cell.

My rational here is just that in those performance builds the ONLY difference is the pipe.... and in my map AE176 the ONLY difference is the pipe, the map is for duals, I have 2:1.
....So I should be able to apply the ratios from the performance maps to my stock map, and start from a better base calibration.

I think I get the jist of my answer based on some of the other threads I have read today. - Start with the AE176 and do some V-Tunes.
I am trying to anticipate problems that may not even exist, so I think I'll get started and see if any issues actually materialize.

It looks like Oz is also playing with his 2:1 of a 1580, so I can learn from his experience a little too.

Thanks Doc.

 

"..is to not make too many corrections at the same time as you quickly lose track of where you are in the tune."

 

Thanks Ozroder, that is really good advice. I will try and remember this when I end up doing my tune.

 

Cheers ..... Rooster.

 

 

Double Post.

Cheers ..... Rooster.

 

Thanks Oz,

I've got from now till saturday to kill before the weather clears and my last part comes in so I've got plenty of time to kill overthinking it I am anxious to get started so I'm trying to think about ways to tune my bike but I haven't even done any data runs yet...!

I think I am over the fact that the 2:1 map doesnt' exist now, I will probably learn more tuning the 2:1 with out a more specific calibration file available.

Thanks!