R3T derestricting

[slidderhd]

tps reset

Finally was able to connect bike to laptop (replacement cord) haven't tried it yet on the road. One thing to watch out for though, there was no reset tps option, just reset adaptations. Will post review of tune later today

OK, how do I reset the tps? I don't see it either.

 

[slidderhd]

I didn't reset tps and road it any
way. Wow!!! I run a dark side rear tire and she launched in first gear. If it wasn't for the
backrest, I would have ended up on the ground. Cool......

 

[stephantmi]

video

This video was helpful for me...

TuneECU (free TuneBoy) software demo on Triumph Tiger 1050 SE - YouTube

 

[slidderhd]

This video was helpful for me...

TuneECU (free TuneBoy) software demo on Triumph Tiger 1050 SE - YouTube

This what I used, but there is no reset TPS option under ECU tab.

 

[stephantmi]

Missing

I don't know, after turn the bike off, waiting, then on... the resent TPS was available on my TuneECU. If you have a late 2013 or 2014, perhaps Triumph has restricted access.

 

[Power-Tripp]

Different versions of the software, and different map numbers will vary a bit in some of the TuneECU details. This isn't a Triumph/Keihin hardware or software issue, it is a TuneECU software interface issue.

Most do not realize that TuneECU is just a software package that allows us to alter the hexadecimal code in the ECU much more easily than writing hex code directly. [Been there, done that. NOT fun unless you are a code geek.]

There are MANY parameters for inputs, outputs, sensor tables, etc. that are not accessed via TuneECU. Some of this is because if it were available, some numbnutz would start screwing with tables that they do not understand, and ruin their engine just because they can. And then blame it on TuneECU.

Another reason for inaccessibility of some tables and controls is the time involved in determining where, when, and what different parts of the hex code control. And then writing code for TuneECU to allow alterations of this hex code. This can take a great deal of time and effort that is hard to justify for 99% of users.

Hellfire, it is hard enough to get "tuning shops" to learn how to use anything other than a Power Commander. Adding more complexity is just not worth the effort for software that Alain is giving away.

I hope this clears up some details.

 

[stephantmi]

Exhaust

Wayne,

Any update on your new exhaust project?

 

[Monster]

R3r

Hey Power tripp, hope u can help with lifting the power restriction on the roadster also. I have a 2011 R3R stock standard. Have downloaded the tuneecu and have the cable on order. Have a couple of maps off the ECU website. Is the one you posted for the Tourer the same as for the roadster. Handy if you could attach the roadster map for opening the secondarys 100% with the correct A/F to suit.

any help appreciated.

Monster

 

[slidderhd]

Update: Running the new tune. Installed K&N air filter in stock box. (couldn't find a stock filter on-line) Did 12 minute tune. Ran out a full tank this week while just cruising around. Just got 190 miles out of her before hitting zero on tank. Not much change in mileage.

Noticed some sluggishness when jumping on her in 1st gear roll-on. Suspect the K&N causing this.

Oh, I have GPro/ATre. I have it on "0". Question. Ever since using it, my trip meters and distance to empty readings reset every time I turn off the bike. Is this right?

 

[dobro]

Ladies and gents,
I have had more than a few calls about Touring model performance. This should help out more than a few of you.

The Touring models are the same except for the exhaust and ECU calibration. BOTH are very restricted.The ECU controls the secondary throttles and actually closes them at higher rpm and higher gears. In the exhaust, the header is the same, but the box after the header is very restrictive. Slip-ons (TORS and D&D) really don't do much except for sound.

Neither do air filters under the seat. Triple K&N RU-2780 filters make a bit more from 4000-5500 rpm, but have the same peak power output as the stock air filter. The stock intake plenum and ducting actually makes more torque under 3000 rpm than triple RU-2780 filters under the bearclaw. It is not until you go to a full exhaust system that the RU-2780 filters make a difference.

A stock R3T or one with a slip-on exhaust tends to make ~86 hp on my dyno (~ 13% lower than a Dynojet), and 130-131 ft-lb of torque. Simply re-calibrating the ECU (mapping) tends to result in 115-117 hp, and 140-142 ft-lb of torque. A very nice improvement.

Attached is a "tune" for stock and slip-on exhaust R3T models, as well as a graph of output differences. Dashed lines are torque. Red is an R3T with TORS and stock air filter. Yellow is after tuning. This resulted in 43+ mpg cruising at 70 mph on 87 octane fuel. Speedo corrected for stock tire. Speed limiter raised. Ignition timing improved in lower gears. ENJOY!

You can also find this map on Tom Hamburg's TuneECU.com site under the custom Triumph tunes section.

Thanks Power-Tripp! Does your recommended map remain the same today? Yesterday I took delivery of a stock 2011 R3T and I want to increase the noise for self-defense and increase the torque in 1st and 2nd. This motorcycle is a dream come true for a guy who previously stuck with Harleys. Besides the power, the handling and the wind-protection (and I'm 6'2") are remarkable! Which of the loudest slip-ons do you recommend? With them is it best to also drill the baffles?