R3T derestricting

Power-Tripp said:

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.

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Power-Tripp said:

Software and drivers - TuneECU - Links

cables - USB Cable for Triumph Motorcycle TuneECU Program : Amazon.com : Automotive

Kmutt, and everyone else, I am just glad to help fellow Rocket riders. AND I am tired of hearing how the Touring models will barely outrun Harleys. This should change the game for many of you and may be all you need for performance for a while.

Give me a little time to finish up the testing on the new exhaust and intake and we will really change the bolt-on performance results.

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Bob R said:

I think it worked. I never did get the reset adaption though on the computer to blue out. So I did the key off/on thing. But, when I went back in and read the map after all was said and done, it gave me a map number of 20368, and the secondaries are open 100% nearly across the board, not quite in 1st and 2nd at low RPM, but I assume that is correct.

bob


edit: I just put a set of TORS on, and it is absolutely obvious why TORS don't do a thing for performance, and K&Ns. The exhaust is so restricted before the mufflers, it is unbelievable.

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Power-Tripp said:

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.

Click to expand...

ksquared said:

I need someone here in Florida who can help me achieve this result. I am not technically adept enough to try it myself.

I have a stock set up, except for TORs and an underseat K&N. As I read this, there's a tune that will get me somewhere around 115 HP and 140 ft-lbs, WITH 43mpg @ 70 mph. This seems impossible to me. I barely get 33 mpg now at 70 MPH and the bike runs lean as it is - 43 MPG is a pipe dream for me. While it's true that a lot of my cruising takes place at 80-85 MPH, I can't believe there wouldn't be a substantial improvement there also.

Seriously, is there anyone down here with Tune ECU experience and a cable who could help me accomplish these goals?

If so, let me hear from you.

Thanks.

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bonecarver said:

This might be of some help......

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