TuneECU ignition tables next change

[Power-Tripp]

Watch what you do with ignition advance.

Making all tables the same is not always the best option.

There are times when you want to retard or advance ignition - especially with throttle tip-in from low throttle openings. The fuel used will define what is wanted. But temps and individual cylinder fuel and ignition trims play a big part.

FWIW, cylinder 3 tends to run hottest, yet can have the least amount of fuel. This can make it especially sensitive to preignition and detonation on lower grades of fuel in warmer climates. The R3 engine does not tend to ping easily. In fact, max brake torque tends to fall off long before irregular ignition becomes and issue - unless one cylinder is hot and lean.

Up through 40% throttle the injectors tend to vary largely in flow and pattern. This can happen at all duty cycles, but especially with lower opening times.

You might be surprised to see what can be had when you give each cylinder what it wants... or what happens when you do the opposite.

I hope this helps.

 

[Leif Almberg]

thank you Power-Tripp for a very good explanation.
regarding altering for cylinder 3, that has to be done using a Dyno and a wideband sensor I guess, I am not so good that I can just write down numbers in the tables. too advanced.

However, I am still in the process of verifying that a GIPro does nothing more than simulates 4th gear all the time, giving the same ignition table on all gears.

by copying the I4 table to I3 and I2, that would be a "software version" of GIpro, right?

my friends love their GIPro so it can't be too wrong with I4 ignition table on lower gears. more power to the people

 

[Power-Tripp]

The GI-Pro does fool the ECU into thinking it is higher gear, and making those tables for ignition available all of the time. Just like a TRE (timing retard eliminator).

I use a dyno and exhaust 5 gas analyzer (rarely just a Lambda sensor), but yes, you really need some way to measure what you are doing - fuel, ignition, and output.

Running 91/93 PON US/98 RON EU fuel, the R3 tends to want a good bit of timing at lower rpm and loads. How much depends on the bike and a few other things - engine and air temp, coolant, cylinder demands, etc. Too much advance and you get occasional preignition and burst knock, and output drops.

With you being in northern Europe, you have very good/consistant fuel, and low ambient temps. Output will tend to drop before irregular combustion sets in.

If you are running a canned map with little of no additional advance, making all ignition tables the same is not likely to hurt anything. It is when you get bad fuel, or start changing maps that already have additional advance, that you can get into trouble.

You can't run a lot of ignition advance when lean. This can be an issue on bikes that have injectors that do not flow well at low engine speeds (low injector open time/IJPU).

Generally speaking, many R3s need more fuel in cylinder 3. Not all, but many.
Get the fueling correct first, then test ignition advance.

Watch ignition advance changes with a Lambda meter (wideband O2). You will see changes in Lambda/AFR when you only make changes to ignition advance... one of the drawbacks to LSU/UEGO sensors and the way they read residual O2 in the exhaust.

And realize that making the engine too responsive in 1st gear, can make the bike hard to ride aggressively.

 

[Leif Almberg]

thank you for a complete and thourogh answer.
yes it is for me only a matter of copying I4 in order to use it on lower gears.

changing the retartaditon itself in the tables, that's out of my league!

since I only reuse an existing table it won't hurt, but give more power on lower gears.