Charge Dilution and PV

[HD/Wrench]

I think you are missing the point. I am saying that 29 30 or close to that is the best you can do . tuning at lets say 29 vs 30 is not going to be a change you can feel.    Yes the systems have more tuning tools that allow a smoother blend on the ve tables better running bike . 

and I am not a fan of the auto tune myself.. Even with twins on bikes and you use the same map too many variables . SOme times they run well other times they are ... well running   

[Jamie Long]

I am saying that 29 30 or close to that is the best you can do . tuning at lets say 29 vs 30 is not going to be a change you can feel.

Steve is correct; one tooth either way on the IVO/IVC setting is not a smoking gun.

[Gordon61]

I am saying that 29 30 or close to that is the best you can do . tuning at lets say 29 vs 30 is not going to be a change you can feel.

Steve is correct; one tooth either way on the IVO/IVC setting is not a smoking gun.

Thanks Jamie/Steve I appreciate that. I ran two maps for a few weeks 7/29 and 7/30 and couldn't tell any difference so agreed on the IVC.  I did noticed that the IVC seemed to affect the IVO though, not sure if anyone else has seen that before.  These may be rubbish tests and data and possibly irrelevant but just in case anyone's interested

IVC=29            
IVO   5   6   7   8
MAP   32.3   33.2   35.4   38.9
VE-F   78   77.5   75   68
VE-R   93   90.5   84   76.5

IVC=30            
IVO   5   6   7   8
MAP   31.5   33.1   35.1   39.4
VE-F   71   71.5   67   61
VE-R   86   84   83   70.5

[misfitJason]

How are you accessing these hidden tables and furthermore how are you seeing what they are in your map?

[Coyote]

You need a license file to see those settings. IMO the desire to adjust this greatly out weighs the need.

[Mirrmu]

this is at idle? does in then impact as you go up in rpm

[Gordon61]

How are you accessing these hidden tables and furthermore how are you seeing what they are in your map?

TTS and FP3 allow changing of cam timing, I have an FP3 for the same bike.

IMO the desire to adjust this greatly out weighs the need.

Again with respect I disagree.  The original map I got from DJ was stock 8/30 and just didn't seem to want to dial in.  They changed it to 7/30 and things got much better.  I've been testing stuff to get it to run even better down low (for town and slow moving traffic - kangaroo petrol and feathering the clutch is no fun, and not the way it is supposed to be)

Mirrmu ...yea that was at idle, same place, same temp, all the usual control stuff although the VE were taken after CLI and AFF had kicked in rather than a proper tune as such ...so the data may be pants, it may be a meaningless test, who knows, I just found it interesting.

As I said above, certainly for my cam I couldn't tell 7/29 and 7/30 apart at any speed

[Frédéric CM]

For almost the same MAP with the different IVO numbers, there is a significant difference between VE for IVC= 30 or 29

[joe_lyons]

Im lazy is this from a 617 cal that your messing with?

[Gordon61]

Hi Joe, yes it is, is this a different cals work different ways kind of thing we've noticed?

sorry, no it isn't what am I thinking ...it's a 358

[Frédéric CM]

(what the difference between a 357 and 358 cal ?)

[joe_lyons]

357 for stock motor and 358 for bigger Cal's.

[Frédéric CM]

I've a stock 358 cal, 375 for stage1 (357sdq001) and 358 for SE stage2 maps...

Are the difference visible (spark corection by temp, among others) or not ?

[Frédéric CM]

Still arounds ?

[Frédéric CM]

Anyway, very roughly, if you were at 50KPA and the table was set to 2%, then it would assume (60-50)*2%=20% of the charge was from EGR.   

Not sure to understand the fomula