TTS Vtune opinions... PLEASE

[FLTRI]

Good points! 

[Blackbaggr]

Other than that, I guess all I can say is use deliberate throttle control as much as possible.  I'd have to say that if there is one, "the trick" is to just almost imperceptibly accelerate and decelerate at steady paces.  This gives each cell a good sampling of whatever it encompasses.

That's why I think Doc's method of zeroing out the ae and de tables helps with data collection. Every time you activate those tables you do not collect data. On the dyno it is easy to move the "x" and have very steady control. Look at your data recording and compare the number of hits to your vtune histogram and you will see a big difference if you are not very steady with the throttle. I just think you will get a greater percentage of hits. One thing I wonder about though is on the dyno the afr's get leaner as you approach 200 degrees. Vtune begins to collect data around 165-170 degrees. Would it not be trying to adjust a rich sample? Would you get better data if the temps were closer to 200 before you start the vtune process?

I used DOCs method and zeroed those tables before I began and then just set them back to original after I blended yesterday. I believe my recording will begin at 167 degrees FWIW...I assume thats the standard.

[Tre_11 FLHX]

Hard tail,
I blend after each Vtune, was told by a highly respected tuner that each cell affects a couple of cells after it.   

Just what I do

Mike

[glens]

That's not mathematically possible.  If you're operating exactly on a row and column value for RPM and TP, then only the one cell is used.  If you're between two rows and two columns, any at all, the four surrounding cells (above/below and left/right) of where you are get averaged proportionately to where you are, but that's the "worst" case possible.

Unless maybe there's some predictive stuff going on with rate-of-change for RPM and/or TP, but then AE or DE are going to be in effect anyway, so the bike won't be in closed-loop operation for those moments; so it shouldn't be affecting your vtune if you've left them enabled like you probably should on an over-the-road vtune session.

[lonewolf]

Why leave them enabled?

[glens]

Because you're (hopefully) not intently watching a computer screen and parking the TP/RPM smack dab in the middle of each cell for a time.

Think of it like this: the VE cell values aren't really representative of just how much air is flowing through the system, but rather a convenient place to "park" a user-accessible programming variable.  If you do, it's a lot easier to understand how/why spark timing optimization after-the-fact can alter what's best put in the VE tables.

If the cylinder is performing "better" in one condition than another, you want the vtune to use the "better" scenario, right?  While changing state of load/RPM, the engine will perform "better" with varying amounts of fueling (AE/DE).  Now the vtune will filter those events out, and a few events after them while things settle out again, because it knows to (because it looks for that).  If you've disabled them and are operating in a rather haphazard way on the road, things will not be "optimal" under the conditions in which they'd have been active, yet vtune will not "know" this because they weren't.  So, there you go, including data which isn't the best to include...

Leastwise that's my "theory" on it.

[Tre_11 FLHX]

That's not mathematically possible.

Glenns- I am assuming your remarks were a reply to my comment on blending.  I guess the best way to find out is ask Steve Cole from TTS.

  I blend the 750 at all TP (copy from TP2 thru all rpms)  and TP 1 thru all rpms Actually copy TP2.  Also blend each cell that I got no data for.

Tre'