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Old 02-23-2014, 03:44 AM   #2581
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Originally Posted by xTomKx View Post
Has anybody tried to balance the Throttle Bodies using Tune ECU?

I made an attempt tonight but seems like the numbers were jumping around making it tough to pinpoint.
I have done it few times. You just have to be patient. Small adjustment and try calculate in your head some kind of average where the values are jumping.

First time I got the cruising rpms really smooth. Second time there was no noticeable difference after adjustment and third time there was no need to make any adjustment.
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Old 02-23-2014, 06:45 AM   #2582
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That's essentially what I did as far as eyeballing and averaging the readings on the diagnostic tab of tune ecu. I marked the screw and tweaked it about 1/16 turn. Nice thing is that with the SW7 intake the balance screw is accessible by removing the seat. This was last night so I didn't get a chance to test ride. Sure looking forward to it. Proper equipment would probably make it easier but I'm going to tinker with it first and see what happens.


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Old 02-23-2014, 06:03 PM   #2583
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To update the tune ecu balance didn't work well. I rode about a 100 miles today and set the balance with the butt dyno. Took 10-15 adjustments but my bike is running great now. Very smooth. I am a happy man.


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Old 02-23-2014, 07:14 PM   #2584
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Quote:
Originally Posted by xTomKx View Post
To update the tune ecu balance didn't work well. I rode about a 100 miles today and set the balance with the butt dyno. Took 10-15 adjustments but my bike is running great now. Very smooth. I am a happy man.


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Like the Zoob says above, to correctly balance throttle body vacuum, you need draft range differential pressure measurement. The "Twinmax" is a consumer quality (meaning inexpensive) electronic differential pressure instrument, or you can make a water manometer. There are risks associated with the water manometer though, so I prefer the Twinmax.
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Old 02-24-2014, 07:07 AM   #2585
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Originally Posted by JoeMongo View Post
Like the Zoob says above, to correctly balance throttle body vacuum, you need draft range differential pressure measurement. The "Twinmax" is a consumer quality (meaning inexpensive) electronic differential pressure instrument, or you can make a water manometer. There are risks associated with the water manometer though, so I prefer the Twinmax.
I'll look it up or will ask around to see if anybody local has one. Now I wonder how close I got it with my butt dyno
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Old 02-26-2014, 09:42 AM   #2586
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Does anybody have a chart or table that shows the relationship between MAP sensor voltage and hPa air pressure?
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Old 02-26-2014, 09:49 AM   #2587
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I have one that is ok, but far from perfect at home. Can get it for us in a couple of day's.

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Old 02-26-2014, 10:21 AM   #2588
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I have one that is ok, but far from perfect at home. Can get it for us in a couple of day's.
That would be great. Perfection is not necessary, I just need enough info to get myself working in the right area of the L tables.
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Old 02-26-2014, 10:23 AM   #2589
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You have a pair of map sensors hooked up to an lm 2 as well? Really improved my map that way. I calibrated mine using tuneecu and the stock map comparing ambient to the biggest vacuum I could make without 0proper tools and pumps.

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Old 02-26-2014, 10:29 AM   #2590
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Yes, dual channel LM-2. I couldn't imagine doing meaningful tuning without something to record and analyze AFR.

My '11 Dakar has always run great but I believe there is potential to improve fuel economy. Since it runs mainly off the L tables at steady speed riding I need some starting point to figure where in the L tables it's running. I've installed my own simpler version of the ITG air filter and eliminated the airbox.
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Old 02-26-2014, 09:46 PM   #2591
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Originally Posted by procycle View Post
Does anybody have a chart or table that shows the relationship between MAP sensor voltage and hPa air pressure?
The curve is approximately linear, voltage to mbar.
The two reference voltages given by KTM>
1.62-1.68 v = 350 mbar
3.72-3.78 v = 1.050 mbar
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Old 02-27-2014, 05:24 AM   #2592
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Thanks Zuber! That's exactly what I was looking for

Based on that info here's a chart:

350 360 375 390 400 410 420 435 450 470 485 500 530 550 580 600 630 800 1013 1050




















1.65 1.68 1.73 1.77 1.80 1.83 1.86 1.91 1.95 2.01 2.06 2.10 2.19 2.25 2.34 2.40 2.49 3.00 3.64 3.75


Anybody else using the LM-2 should find this helpful.




























































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Old 02-28-2014, 11:58 PM   #2593
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Reading Assignment

From the 690 KTM Fuel Injection world Down Unda. This is a good read. He writes well. El Ponkin has filtered out all the comments and created a TuneEcu intro that leads you stepwise into the fray.

The 690 has some features not found on 990's. Ignore the powered throttle plate, Second ECU, EPT, EP maps, multiple power settings, multiple fuel maps for different power settings.

I question his definition of the F-L map being defined as the % throttle opening. I've been lead to believe it is a hybrid of factors, a weighting value.

http://www.advrider.com/forums/showthread.php?t=931664
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Old 03-01-2014, 07:04 AM   #2594
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That link is a great resource. I wish I'd run into it a couple of weeks ago!
Quote:
Originally Posted by Zuber View Post
I question his definition of the F-L map being defined as the % throttle opening. I've been lead to believe it is a hybrid of factors, a weighting value.
I've been doing hours of reading a quite a bit of experimenting and this is the only explanation that makes any sense. What is confusing is that the F-L map numbers are labeled "POS". That looks like it means throttle position but I suspect the numbers really refer to some more arbitrary value like 'percentage of switchover' or 'pile of something'.

In my current map the range I need to improve is light throttle cruising. That's 3500-4500 rpm and 6%-12% throttle. Editing the F table in this range seem to have only a very small effect. According to TuneEcu and my LM-2 the MAP pressure in this range is 600-800 which way up on the end of the L tables where there is not much resolution. Again, making it difficult to make the changes in the table translate to better AFR numbers.

Up until yesterday I've hesitated to experiment with the F-L switch numbers mostly because I lack a clear understanding of what those numbers really mean. I did copy the F-L values from the PowerTripp map and that made a big change (too much). I guess I'll go back to the stock F-L table and change values one at a time.
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Old 03-01-2014, 11:12 AM   #2595
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Hey ProCycle, have you modified the Ign maps? I got a big improvement by smoothing them in that rpm range. Compare PowerTripp's Ign curve to the stock ones.
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