Claviger
Aspiring Student
- Joined
- Jul 25, 2014
- Messages
- 6,934
- Location
- Olympia Washington
- Ride
- '21 Z H2, '14 R3R, '02 Daytona 955i
So I just got back from Nels, horrendous traffic on the way back so didn't get to play much at all, but we spent 3 hours strapped down working on various things. We experimented with a bunch of things and found a few good pieces of information.
1: We tuned it with my 4.5" velocity stacks and got the final numbers for that. Threw on the short stacks I have, similar to the stock ones, and LOST a good amount of torque everywhere under peak HP, though the peak remained similar. Interestingly, it did gain power after peak, but at this point your already in the over-run area where power is falling off, so not terribly useful.
2: PX-500 on vs PX-500 off = 1 less whp and 3 less lb-ft, so not a huge amount.
3: The crankcase evacuation system I made is doing it's job, but, there's a restriction elsewhere (probably the intake cam) holding the bike back. Numbers were only +1.5whp and -1lb-ft (somewhat within the margin of error), so essentially the same, but the engine is far healthier having all that acidic crap sucked out the exhaust than pooling in the crank case, so it's staying.
4: The 450cc Bosch injectors at 4 BAR (531cc at 4BAR) make quite the show when doing work! They're exceptionally easy to tune compared to the stockers or the modfied Siemens Deka 550ccs I was using previously. I filmed this with the short stacks so it would be more visible while we were testing the shorties.
5: In confirmation of my theory from 2016 that basically everyone shot down and called me crazy for, we did a 5th gear pull on the dyno after all the tuning work was done. The bike swung SUPER lean right at 4700 RPM and he backed out by 5200 where it was still lean (it went from a good solid 13.1 AFR to 15 with only a gear change). So, we made a by-gear PC-V map and fattened 5th up by 15%, sure enough, works great. SO!!! There IS a weird scenario with the roadster v2 ECU 20776 MAPs and 5th gear fueling, hidden from view in TuneECU, that causes 5th to lean out. Glad he found this!
6: Ignition timing in the 9,000 RPM Carpenter map is garbage. It has too little timing in the 30%-80% throttle areas from 3,000-6000 RPM, added 7 degrees and the engine smoothed out dramatically. instead of wavy part throttle charts (you can feel it as the bike bucking a bit), now they're super smooth. We also found that the 17 degrees at full power there leaves about 15 HP on the table. By going to 21 the bike gained, smoothed and is just happier. We tried 23, no gains at all, but no losses, so 21 is not on the edge, it's the sweet spot.
7: COP conversion performed as it should, didn't help, didn't hurt. No reason to do it unless you have a reason besides power i.e. cleaning up under the tank, making space for other items, bad coild and COP is cheaper etc.
With this, I call Mufasa DONE for now. This has validated a lot of things, next trip to Nels Mufasa will be wearing a Sidewinder with the exact same tune, I'll ask Nels to dial it in, and we'll get a real comparison using the same bike, same dyno
If it makes more with the sidewinder, I'll layout for a can of VP oxygenated fuel and see what it makes.
1: We tuned it with my 4.5" velocity stacks and got the final numbers for that. Threw on the short stacks I have, similar to the stock ones, and LOST a good amount of torque everywhere under peak HP, though the peak remained similar. Interestingly, it did gain power after peak, but at this point your already in the over-run area where power is falling off, so not terribly useful.
2: PX-500 on vs PX-500 off = 1 less whp and 3 less lb-ft, so not a huge amount.
3: The crankcase evacuation system I made is doing it's job, but, there's a restriction elsewhere (probably the intake cam) holding the bike back. Numbers were only +1.5whp and -1lb-ft (somewhat within the margin of error), so essentially the same, but the engine is far healthier having all that acidic crap sucked out the exhaust than pooling in the crank case, so it's staying.
4: The 450cc Bosch injectors at 4 BAR (531cc at 4BAR) make quite the show when doing work! They're exceptionally easy to tune compared to the stockers or the modfied Siemens Deka 550ccs I was using previously. I filmed this with the short stacks so it would be more visible while we were testing the shorties.
5: In confirmation of my theory from 2016 that basically everyone shot down and called me crazy for, we did a 5th gear pull on the dyno after all the tuning work was done. The bike swung SUPER lean right at 4700 RPM and he backed out by 5200 where it was still lean (it went from a good solid 13.1 AFR to 15 with only a gear change). So, we made a by-gear PC-V map and fattened 5th up by 15%, sure enough, works great. SO!!! There IS a weird scenario with the roadster v2 ECU 20776 MAPs and 5th gear fueling, hidden from view in TuneECU, that causes 5th to lean out. Glad he found this!
6: Ignition timing in the 9,000 RPM Carpenter map is garbage. It has too little timing in the 30%-80% throttle areas from 3,000-6000 RPM, added 7 degrees and the engine smoothed out dramatically. instead of wavy part throttle charts (you can feel it as the bike bucking a bit), now they're super smooth. We also found that the 17 degrees at full power there leaves about 15 HP on the table. By going to 21 the bike gained, smoothed and is just happier. We tried 23, no gains at all, but no losses, so 21 is not on the edge, it's the sweet spot.
7: COP conversion performed as it should, didn't help, didn't hurt. No reason to do it unless you have a reason besides power i.e. cleaning up under the tank, making space for other items, bad coild and COP is cheaper etc.
With this, I call Mufasa DONE for now. This has validated a lot of things, next trip to Nels Mufasa will be wearing a Sidewinder with the exact same tune, I'll ask Nels to dial it in, and we'll get a real comparison using the same bike, same dyno
If it makes more with the sidewinder, I'll layout for a can of VP oxygenated fuel and see what it makes.
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