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Old 06-07-2014, 09:28 PM   #2806
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Quote:
Originally Posted by procycle View Post
I imagine you really mean retard the timing.
OH!! You could hook a pressure switch to the Low Octane wire, when it hit boost it would change to the LOF ignition map. Which could hold the RETARDED ignition map.
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Old 06-08-2014, 03:33 AM   #2807
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Quote:
Originally Posted by Zuber View Post
OH!! You could hook a pressure switch to the Low Octane wire, when it hit boost it would change to the LOF ignition map. Which could hold the RETARDED ignition map.
Can you do that on the fly? No need to turn ignition off and on again?
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Old 06-08-2014, 10:39 AM   #2808
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Good question. I ASSumed it would do it on the fly, like all the dirt bikes.
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Old 06-16-2014, 08:03 AM   #2809
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990 ADV Tune ECU (Toronto area)

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Hey, any of you guys have the hardware and experience using Tune ECU? Gotta be (somewhat) local to Toronto, Canada. Pay for your time and expertise is in the beer of your choice.
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Old 06-16-2014, 03:44 PM   #2810
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Quote:
Originally Posted by Loui€ View Post
O2 off? why? really, I see no advantage in that?
my experience: with Akramap, O2 off takes 7-8 L /100kms, O2 on 5,4 L /100kms.
Thanks for the heads up.
After reading this comment I thought I would try turning the O2 sensors back on and also the EPC as it "allegedly" improves the on/off throttle smoothness.

So far I have been using some modified SMT custom maps with mixed results.
Although some have been very smooth, consumption has been high and theres been a few other minor issues.

I have to say Im pretty happy.

My setup is 2012 R
Unifilter main and pre
Akra slipons
SAI removed
EPC on
O2 on
Secondary flies removed and 2nd throttle off
TPS set to exactly 0.6 volts when hot

Standard Akra map for 2011 R

Its not perfect but its running great, much smoother and fuel economy has improved hugely.
Will get more indicative numbers after doing more k's but its hugely improved and in the mid 5's per 100. Previously in the 6-7 range.

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Old 06-16-2014, 08:16 PM   #2811
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Quote:
Originally Posted by Zuber View Post
Good question. I ASSumed it would do it on the fly, like all the dirt bikes.
Hmm lost track of this question! I ASSumed I had to advance the ignition ie firing after top dead centre which is what you do when supercharging. That said....this would not be the first time I ballsed up a technical term thus confusing everyone

Nevertheless, I need to fire the mixture after TDC when on boost. So guru's do I mean advance...or retard?

Thanks
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Old 06-16-2014, 09:24 PM   #2812
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Quote:
Originally Posted by OldDog View Post
Hmm lost track of this question! I ASSumed I had to advance the ignition ie firing after top dead centre which is what you do when supercharging. That said....this would not be the first time I ballsed up a technical term thus confusing everyone

Nevertheless, I need to fire the mixture after TDC when on boost. So guru's do I mean advance...or retard?

Thanks
Most normal engines have ignition timing 30-10 degree BTDC. Timing is advanced as RPM increase, like moving it from 10 to 30 BTDC. Under load, or boost, you'd retard the timing, like moving it from 15 to b BTDC.

It takes time for the flame front to burn across the head area.
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Old 06-17-2014, 07:13 AM   #2813
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Quote:
Originally Posted by OldDog View Post
I ASSumed I had to advance the ignition ie firing after top dead centre which is what you do when supercharging.
Think of it this way. Advancing is earlier, retarding is later. I can't imagine that it would have to be retarded so far as to be after TDC. You really want combustion to already be started when the piston comes up to TDC to take advantage of the squish (quench) turbulence.

I don't know if you could enter an after TDC timing spec into the ignition table.
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Old 06-17-2014, 04:25 PM   #2814
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Yep we need that spark after TDC on boost, that and intercooling so I don't need to drop the compression ratio. You have a choice with these things, drop CR and run normal advance and no extra cooling (if you don't want too, theres still benefits though) or leave your cr and do the other. This is assuming your CR is over about 10:1. RE advance etc, yeah I always get that stuff mixed up, like diff ratios, for some reason its counter intuitive in my head

Thanks!
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Old 06-18-2014, 08:12 PM   #2815
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Low Octane Ignition Map Switching

Quote:
Originally Posted by Zuber View Post
OH!! You could hook a pressure switch to the Low Octane wire, when it hit boost it would change to the LOF ignition map. Which could hold the RETARDED ignition map.
I tested this Low Octane Ignition map today. This is the ign map used when you pull the brown wire under the seat.

I put my old ign map in the LOF map area, it has more advance so I can tell when it is being used. (you must use the Edit - Copy, Edit - Paste from the top menu).

Good news for us that want to switch between an agressive and a soft map. It will switch on the fly. I put a small toggle on it and you can see the rpm's change.

Not so good news for the Retarded timing for supercharging. It takes about 1 to 1 1/2 seconds to make the change.
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Old 06-19-2014, 10:46 PM   #2816
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2012 990 r tune

New to tuneecu need some help please. I have 2012 990 R SAS and cannistor have been removed, Wings cans, Sporting Wood air filter. I want to set secondary throttles to 100% open. Looking for good all around map with decent fuel economy. Not really finding many tunes for 2012 with non-stock cans. Thanks RDH
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Old 06-20-2014, 05:57 PM   #2817
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Question about the F-L switch table. Can the RPM values be redefined? Currently I have the columns defined as: 1000, 1300, 1450, 2000, 2400, 3500, 4000, 10,000. I'd like more detail around 2800-3500.

I'm guessing, NOT.
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Old 06-21-2014, 02:01 AM   #2818
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Not unless you work at keihin. Why would you want more detail there?

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Old 06-22-2014, 10:38 AM   #2819
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Look at the numbers most people run. I'm using something like 12, 12, 18, 25, 18, 10, 10. Flat curve outside the 2400-3800 rpm area, then a peak in there. To get a change at 3000 rpm, I have to change 2400 and 3500.

Just starting to poke the F-L area.
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Old 07-07-2014, 10:37 AM   #2820
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Hey ProCycle - did you hook up your LM-2 to input RPM, Vacuum and TPS?

Looks like the MAP and TPS sensor is easy, it's just 0-5V.

But, the RPM looks more difficult. No way to use an inductive clamp. Can you just wrap one of the analog wires around the hot wire going to the coil?
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