Fuel Injection Tuning, Maps, Power commanders etc.

[edeaton]

Do many people alter the set up of their fuel injected bikes? or do you leave it stock?

Has anyone uploaded custom maps to suit airbox/exhaust mods or installed power commanders etc

I know its a bit specific but I have a Triumph 955i daytona (t595) and I've just replaced the original 1997 engine with a 1999 engine due to gearbox failure. Do any of you guys have any advice of setting up/tweaking your ecu? using any particular software? or should i just take it to the main dealers?

The bike is currently running but the idle is a little high (2000 should be 1200-1400) and I suspect its running rich. Im not yet confident with riding the bike any distance so would probably have to get it collected if I were to send it anyway for any work.

Any help or experience would be great.
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Current: 1997 Triumph Daytona T595 (new engine)
Past: 1989 Honda VFR400 NC30 & 2001 Honda CG125

[dan0h]

I've been tuning big power (600-1,100hp) Japanese cars for about 12 years now, soon be moving into bike tuning also, as its a very little catered too market around my area - I'm half way through designing a bike adapter for my Dynapack Chassis dyno, so its in the works

I'd like to make it a little more mainstream, tuning parts are available off of the shelf for so many cars, yet finding aftermarket tuned induction and matched exhaust components for bikes seems a lot more hassle, maybe I've not looked in the right place. Anyway, any parts developed will be backed by before/after dyno data, and documented by the science involved in its development in the first place.
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CBT: 9/5/11 (PASS) - THEORY: 15/6/11 (BOOKED) - MOD1: ?? - MOD2: ??
Commute weapon: 2008 Derbi Mulhacen 125 (3/6/11)

[MarJay]

[dan0h]

[MarJay]

[Kickstart]

Hi

A lot of bike dyno places don't really know what they are doing with setting stuff up, rather they are there to give a reading for bragging rights.

There are quite a few who do know what they are doing, but getting significantly more power from bikes isn't easy and not just a case of bolting on bits.

There are various bits around that can help with power (ie, different length intake trumpets) and people who have done some playing to find out what does actually work (ie, people mixing and matching different length trumpets on different cylinders).

All the best

Keith
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Traxpics, track day and racing photographs - Bimota Forum - Bike performance / thrust graphs for choosing gearing

[dan0h]

Oh there is certainly of course far less room to move when power tuning a bike, the VE involved in a bike engine is almost always far in excess of that of a car engine, a lot of my work in the last few years has been tuning the Honda K20A2 Civic engine, usually fitted into the Lotus Elise as a conversion, this isn't a plain mapping job by any length, as Honda's engine management has a distinct set of fuel and ignition tables for every 10 degrees of inlet cam movement from 0-50 (Honda call it 4D mapping, where its MAP vs RPM as you'd expect, but different tables are called upon at different inlet cam angles, both on and off of V-Tec, making a total of 26 tables and two V-Tec actuation points that need attention to fully map one of these engines), I'm used to having to spend a long time to find very small gains, often from tiny fueling and cam angle changes.

The "off-the-shelf" comment is certainly not aimed at mapping, I do not believe in any kind of drop-in-mapping, that doesn't work, especially in engines that are so highly strung. I'm talking more of say physical components, though if you are right in what you say, then there is actually little development to be done in terms of induction and exhaust, however, with many years of successful automotive tuning behind me, many tuner-shootout and power trophy wins, along with countless race series wins in cars with which I've had involvement, this is a new avenue for me, so I am prepared to explore it, even if it transpires to be a dead-end. In which case I'll happily beaver away with my existing car work, and take on merely Power Commander and Power Run bike work, I already have an 1,100 HP Chassis Dyno for cars, the bike adapter is almost a formality to design and implement, giving me the tremendous luxury of being able to tune cars, and bikes, on one site, and one dyno. As far as I am concerned, any component that changes air movement into, or out of an engine, requires a remap, even if those changes are small, there is always something to be optimised.

In my part of the North West (Wirral), of the bikes shop I have spoken to, they are all telling me the same story - lots of bike dynos happy to play with Carbs and old Z1000's... but none locally happy to take on any kind of EFI work. And certainly none prepared to get involved in say, a supercharger onto a VTR1000F, or a nitrous oxide system, that is my forte after years and years of Japanese tuning work, which on a daily basis involved fitting forced induction/different engines/exotic fuels into vehicles simply not designed for that purpose. That is really the aspect I feel could perhaps go a little more mainstream, stepping away from the usual Can+Power Commander=Tuned approach.

We'll see how it pans out, its costing me very little to do, so I'm happy to ride it out, so to speak.
____________________
CBT: 9/5/11 (PASS) - THEORY: 15/6/11 (BOOKED) - MOD1: ?? - MOD2: ??
Commute weapon: 2008 Derbi Mulhacen 125 (3/6/11)

[dan0h]

[Kickstart]

Hi

People who do have the skill to do serious tuning work and setup are people like Holeshot Racing (now based in Ireland), Big CC Racing in Wokingham (design and install various turbo systems for bikes, and occasionally superchargers) and DSD. A bit more local to you as someone I would very much trust for doing setups and tuning work (be he isn't really in to designing installations) is John Warrington Motorcycles in Malton near York.

By the way, most bike dynos are set up to try and give equivalent figures to a Dynojet dyno. This might be a rather higher figure than a truely accurate calculated figure.

All the best

Keith
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Traxpics, track day and racing photographs - Bimota Forum - Bike performance / thrust graphs for choosing gearing

[edeaton]

Thanks all for your interesting feedback. Marjay when you mention the tuneboy software, which I've heard about on triumph forums, where is the best place to get hold of this (direct?) and what costs am I looking at?

I have the early 1000 ecu, but a slightly later 99 engine setup which doesnt have a cam position sensor. Iv had the bike running better today but it seems to increase the idle with the engine temp rising and with a few other things I know its not setup how it should be since the engine swap.
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Current: 1997 Triumph Daytona T595 (new engine)
Past: 1989 Honda VFR400 NC30 & 2001 Honda CG125

[MarJay]

[Pete.]

dan0h when you say 'reverse engineering', what's involved in that, in layman's terms?
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a.k.a 'Geri'

132.9mph off and walked away. Gear is good, gear is good, gear is very very good

[dan0h]

[Pete.]

Aah right - I was rather hoping you were profficient with the use of software like romraider.

You should look up ECUeditor, if you're looking for somewhere to specialize in bike tuning

Shame your bike adapter isn't closer to being finished - Chr1s lives near you and has yet to put his newly-finished turbo on the rollers.
____________________
a.k.a 'Geri'

132.9mph off and walked away. Gear is good, gear is good, gear is very very good

[dan0h]