| Author | Message | ||
     Formerslimjim |
Ok I'm tired of hijacking threads, so it's time to start another. Several ?'s for Al, I've been reading up on DirectLink. I have some concerns about if I change my mind after using it. I'm understanding there is a no turning back feature in this system - at least for the key. If I understand correctly, this key becomes permanently and irreversably associated with the first ECM it's programmed with, correct? What happens if the ECM goes bad or I want to change from the stock to race ECM? Maybe I decide I just don't like the system and want to sell it. Can the key be blanked out again for reuse or do I have to buy another key? Does this mean that the ECM no longer could be used stand-alone after this association is created? I understand that for patent infringement or copywrite laws you can't distribute the stock or race maps so is there some kind of "undo" function so I could use the original or race ECM as it was before? Does DirectLink only work with your WBo2 controller or can other WBo2 controllers be used? I know - many questions. I'm just trying to get all the facts before forking out alot of money. You're still probably a long way away from supporting S3's anyways. | ||
| Skulley |
Good questions, Im in the same boat. It looks like the VDSTS may be the way to go with out the key. Al sent me this info as to the differences. The VDSTS is a different program than DirectLink, but they are related. VDSTS is a more full featured diagnostics package, DirectLink is a tuning package. Both can reset the TPS , AFV, and trouble codes, but VDSTS lets you see the trouble codes as well. Both will hookup to a wideband O2 controller to allow the collection of time correlated RPM, Throttle Position, and A/F data. With VDSTS, you can hook it up to as many bikes as you want. Directlink gets key locked to a particular ECM upon first read, and hooking it to a different ECM requires buying another key for the 2nd ECM. VDSTS runs on both a PDA and a PC. Directlink runs on a PC only. | ||
| Al_lighton |
The key becomes locked to the ECM upon first read of the map, and at that time it will no longer read other ECMs. The key is a USB key that plugs into the computer to enable reads and writes, it doesn't stay on the bike. Once the ECM is reflashed, it is just like it was before, just with new lookup tables in it. No algorithms are changed, just tables. Upon read of any ECM, the SW asks for you to save the map, filename.blo ("o" for original). Any further saves are saved as file type .blm ("m" for modified). So you have to seriously try hard to overwrite your original map that you suck from the ECM. AS with ANY file, if you don't have it on at least two different discs of some type, you are conceding that you can afford to lose it. A smart cookie will immediately save the .blo file to a CD-ROM or some such thing for safe keeping in case you ever needed to restore it. If you ever want to get back to where you started, just load that .blo file and re-flash the ECM. However, the key CAN be reinitialized if it is locked to a dead ECM. The user can't do it, even I can't, but Technoresearch can. So if there was an issue as described, I'm sure there is a way to recover without spending $250 for another key. Not sure about the wideband controller. The TR02 wideband controller RS232 serial output certainly talks to VDSTS or Directlink, but I don't know if that interface protocol is proprietary or some standard that perhaps other controllers speak. Not a long way from S3/X1s, just focusing on XB's for the time being. | ||
| Al_lighton |
Figured I'd post an update on progress on DirectLink release. We are so very close to releasing it for public sale and filling back orders. Here's where it stands. All the functions are now working, including Accel and Decel tables. That was finally confirmed yesterday. It is working with all XB model ECMs EXCEPT the 05 and 06 stock XB9 ECMs. I now have an 06 XB9 stock ECM in my hands and will be extracting the config ID for that ECM today, which Technoresearch will then add to the program. I still don't have an 05XB9 stock ECM to connect so that I can extract the config ID. Terry is seeing if he can find one locally there. I know of one I can connect to in the near future if he doesn't score one, but it is a 1.5 hour drive away. I hope to have that data by the end of the weekend. The kits are en route to me now with blank CDs. I will burn them with the final SW load as soon as we get those two config IDs in. I've finished writing the tuning guide, it will go out for publication as soon as I get Terry's comments on it, hopefully today or tomorrow. Sorry for the delay, seems these things always take longer than I think they're going to. But releasing it prematurely causes more problems than it solves. I want it done right. | ||
| Xb9 |
Al, anything in the works for a Direct Link SW package that includes the diagnostic features that are in VDSTS? IE, combining all the features of both packages into one? Also, Does Direct Link SW now allow for read/reset of both the AFV and TPS? | ||
| Al_lighton |
Good Questions. There is already limited diagnostic functionality built into DirectLink. It does reset the TPS, and it does reset the AFV, but ONLY for the ECM that the key is locked to. This is a mandatory part of the tuning process, so it had to be there. Also, it will reset the DTCs automatically upon the loading of a map into the ECM. The meters screen will display many of the real time parameters that VDSTS will (i.e., tach, TPS, temperatures, etc), but not all the parameters that are built into VDSTS. VDSTS doesn't use a key, so it can reset the TPS, AFV, and DTCs on any FI Buell it is connected to. It also performs active tests that DirectLink doesn't, like Fuel pump and injector testing. So there is definitely overlap between the two products. VDSTS will continue to improve upon the diagnostic functionality it already has. I've asked Technoresearch to add the static timing set functionality (currently built into the Scanalyzer and Digital Tech) to VDSTS. VDSTS will currently reset the AFV, but it doesn't currently DISPLAY the AFV, which is very useful diagnostic info. That functionality will get added to both VDSTS and DirectLink in time. And when it is added, current owners will be able to download the SW updates. For folks that have a good match between their ECM and intake/exhaust components and no engine mods, VDSTS is the cheapest and best way to go. I use mine ALL the time here, but I also have 4 FI buells to keep running right and customer bikes coming in all the time. For folks looking to map their ECM, DirectLink may be all they need. Shops will want both. | ||
| Jlnance |
Al, I'm looking at the asb webpage and I can't find this stuff on there. Can you post a pointer? | ||
| Al_lighton |
It's here: http://www.americansportbike.com/shop/cgi-bin/cp-app.cgi?usr=51F7889589&rnd=6383 201&rrc=N&affl=&cip=69.160.135.44&act=&aff=&pg=prod&ref=9308&cat=&catstr= I thought I would be activating it for sale today, and in fact even shipped a couple packages today, based on some assurances that a significant bug was fixed over the weekend. But I tested it tonight and found the bug to still be there...I'll know tomorrow when that bug will be gone. It may be just a file upload mistake on their part, stay tuned. | ||
| Al_lighton |
The bugs are fixed, the SW works on all XBs except 05XB9 stock ECMs (it will work with that as soon as I can hook up to one of those particular ECMs). It is now for open sale from the website. I have a bunch of kits in stock. WOOOHOOOO!!!! Al | ||
| Donutclub |
I received my Directlink kit from American Sport Bike today: I have to say that the American Sport Bike user manual is top notch. I know that the Directlink can be purchased from many different sources, but I'd highly recommend getting it from American Sport Bike, because of the manual that Al and Terry put together. I haven't had a chance to implement the manual, but it did answer many of my questions. The USB key didn't make it into the kit before shipping, but American Sport Bike is correcting that. Many thanks to Al and Terry on making this happen for the Buell community. | ||
| Martin |
When using Direct link, is there any advantage to retaining the special O2 sensor that I installed alongside my now defunct PC111? | ||
| Al_lighton |
Doubtful, and it would be a PITA to do. . Directlink merely changes lookup tables, it doesn't change algorithms. The stock or race ECMs are designed for the single wire narrowband sensor, and they don't have the physical connections to support hooking up that sensor. So it would take some doing to make that heated sensor work, and it isn't likely there is any advantage to it. Al | ||
| Martin |
Right, that's out with the crowsfoot wrench, then! thanks Al | ||
| Al_lighton |
Based on inputs I'm getting from across the country, I think it is time to mention a key DirectLink mapping issue. There are now several shops across the US that are doing DirectLink mapping for Buells. I've spoken with several folks doing the work. In more than a few cases, the calls came to me from shops that bought the SW directly from Technoresearch or one of it's resellers and have been trained on dyno tuning by a well known Harley Davidson tuner. The folks calling are having problems tuning the Buells, because they are following guidelines they have received from this tuner for how to tune a Buell. They call Technoresearch, who then sends them to me for support. I've spent a lot of time on the phone with a couple shops, and I've communicated the right way to do it based on the work that Terry and I have been doing. I've seen some of the results obtained by tuning with these incorrect methods, and it isn't pretty. The bikes run OK when they are at the shop, but when they leave and the owner puts any time in closed loop/AFV learn mode, the fueling goes to hell in a handbasket. I've spoken to them after they have re-tuned such bikes using our methods and they are very happy with the final results. The Buell ECM is different than an HD or other ECM and it does not respond well to improper tuning to anything other than 14.7:1 over the closed loop domain. AFV creep is the result, and the open loop tuning goes bad after the ECM has learned. When I sell DirectLink, it includes a 25 page tuning guide that I wrote with Terry's assistance that explains all this in great detail. When Technoresearch or its other resellers sell it, that is not included, and the result of that is starting to show. If you are getting your bike mapped by someone, ask them to explain how they map closed loop vs open loop, and over what domain they do each, and what their target A/F ratios are. If you don't get a very clear answer that demonstrates that they know how the BUELL ECM works, and how it is different than other ECMs, beware spending your $$ there. Or at least get a written guarantee that they way the bike runs when you pick it up is the way it will be running in a week. Make them include a free dyno run when you bring the bike back, with a free hook up to the Digital Tech to tell you what your AFV value has become. If they won't do this, consider going elsewhere. Done correctly, the mapping will hold and the bike will run great both on the dyno and on the street. Done incorrectly, all bets are off. I didn't really mean for this to read like a sales post, and I realize it does. But folks need to know that there is a bit more to it than what some tuners are saying. Al | ||
| Xb9 |
Right on Al. Whoever is doing the tuning MUST understand how the Buell ECM works, it is a different animal. IMO the software is useless without your tuning guide, they should not sell it without it. My results were phenominal  | ||
| Ftd |
If the target values for the closed loop are 14.7:1 what are the target values for the 100% throttle, open loop area, etc.? I am looking for some info so I may talk to the DL tuner of my bike and try to figure out their competency. TIA Frank | ||
| Al_lighton |
It varies, depending upon RPM and throttle position. I've continued to improve my tuning guide, and it now has an A/F map in it that shows what the A/F ratio should be at the different "zones" in the map. For 100% (actually 99%, listed in DirectLink as 95%) and 68% throttle columns on a Buell STREET bike, target 13.5:1. Some folks will tell you 13:1 or even 12:1, but for a stock motor, they'd be wrong. 13.5:1 plus/minus a couple tenths is where you'll get max power and waste the least fuel doing it. If your tuner got the SW from me and doesn't have that map, tell him to contact me to get it. | ||
| Ftd |
Al, I am a bit concerned. My bike (ULY with KN, plain Drummer and race ECM) was tuned when new with DL. WOT, decel and steady state are fine but idle waunders/dies and off idle the bike bogs (like a carb with a bad accel pump). Also, if riding through curves at a steady throttle of say 2500 rpms and then hitting it you get the same bogging. I am getting it retuned Sat. by another group who I believe is not properly trained. Are you going to sell MAPS to people like me who have a race ECM with DL key already? I much rather go that route than the retune one. TIA Frank | ||
| Al_lighton |
The wandering idle thing may not be an artifact of the directlink tuning. Fact is, most 06 XB12s that I've played with have a bit of that happening, directlink or not. I'm not sure why the idle is so unsteady on the 06 XB12 models. Our experience has been that the Buell accel function is too rich, and that it can cause a stumble upon hard acceleration. We've generally been successful in tuning the stumble out by removing quite a bit of fuel from the accel table. I don't know why there is so much fuel added in the accel transient in the stock map. The stumble from it seems to be worse with aftermarket pipes than the stock pipe, which I also can't explain, seems counterintuitive to me. XB9 and XB12 drummers showed up at the VPS dyno yesterday. Terry will have maps for both soon, but he has several bikes stacked up for tuning at this point and a race this weekend (and last) so it'll be a few weeks before all is done. It's a lot of work to do a map. As soon as Terry has finished them, we'll be selling them. But we'll release them to a couple "beta" customers first for feedback prior to opening the floodgates. Al | ||
| Ftd |
Thanks for the feedback Al. I will get my bike tuned again this Sat. and if the results are unsatisfactory I'll purchase a MAP from you when available. I really appreciate all the info that you share and the work you all are doing with the DL. Frank | ||
| Ftd |
Well, I got the second DL tune yesterday. Shop did not get their SW from Al so they did not have his instruction manual. That was a bad sign. I spoke with tech about the closed loop 14.7 target and other things. I am guessing he just blew me off and did his own thing. He worked on bike for most of the day. It now runs worse than before. Open loop area (idle to low RPM's) is not right. Bikes idles better than before but almost dies on take off everytime. Low speed accelleration is rough too. This is getting frustating. A brand new bike which is good on the highway but virtually unusable around town. I will purchase a MAP from Al/Terry when they become available and give that a shot. After that if necessary I'll just go to a "stock" race ECM. To sum up my DL experience Xb9 said it best "Whoever is doing the tuning MUST understand how the Buell ECM works, it is a different animal. IMO the software is useless without your tuning guide, they should not sell it without it.". Frank | ||
| Xb9 |
Maybe Al will sell you the tuning guide? Or get your shop to buy it from him so they can do it the correctly? Or find someone that knows what they are doing. | ||
| Buelltroll |
So what EXACTLY is the difference between this and a PC3 and what makes this better other than the mentioned diagnostics? http://www.putfile.com/pic.php?pic=12/36122395810.jpg&s=x12 | ||
| Al_lighton |
The tuning guide comes with the SW when I sell it. But if a shop buys tuning keys from me, I'll include it with those too. Donnie, A power commander (and the techlusion unit) is an "in-between" box. It lives between the ECM and the injectors, and it modifies the injector duration sent by the ECM. But it knows only O2 sensor data and throttle position. It doesn't know anything about the info from the other sensors (head temp, ambient temp). The Buell ECM changes it's injector durations considerably based on both. As a result, ECMs tuned with power commanders typically only run well at the temperature they have been tuned at, and the further the temperature is off from that, the worse they run. They are also unaware of the AFV changes to the injector duration, which is largely driven by altitude/barometric pressure. So they aren't as well suited to operation across highly varying altitudes. DirectLink, by comparison, does not have any equipment installed on the bike at all. No wire splices, no additional connectors, no 2nd brain on the bike. It works by modifying the seed values in the ECM map that the injector durations are computed from. Since these values are inside the ECM, they are within the control loops that use temperature and throttle position for determining the final injector duration. It does not change algorithms, it merely changes the map seed values that the algorithms operate on. If one has a reasonable idea how those algorithms operate on those seed values, and the AFV setting algorithm is the key one, then one can tune the bike properly by changing the map values. A very well running bike with an AFV that is only compensating for environmental conditions, as opposed to having to compensate for any intake and exhaust tract changes, is the result. But if it isn't tuned with knowledge of how the open loop/closed loop systems interact, the AFV will skew over time, and a bike that runs well when first tuned, but poorly afterwards after the AFV changes, is the result. Power Commanders have the same issue. If you tune the closed loop region incorrectly, the same thing will happen, but it's even worse, since the changes are occurring outside the AFV control loop. The AFV creep can get really bad with an incorrectly tuned power commander. Al | ||
| Col_klink |
This is one of those classic threads that reaffirms my faith in internet forums. Kudos to Al! One thing that is relevant to those of us who live in countries with teeny-weeny-populations-where-building-a-business-around-Buell-tuning-is-a-trip- to-the-poor-house: can an ordinary guy with some IT savvy, re-tune an 06 XB12 for a louder pipe, and do his regular maintenance with your kit, including manual? Or would I need a dyno? Klink | ||
| Xb9 |
I did it without a dyno with great results -all you need is a wideband O2 controller w/datalogging, and Al's tuning guide. IT savvy and some mechanical/electrical expertise is recommended Without the wideband controller or the dyno - forget it. | ||
| Ftd |
Well, I installed the stock ECM and rode for ~20 miles on the interstate at a constant RPM. Bike now runs great so apparently Direct link tunes by Appleton and Gainesville HD were done improperly. My advice is buy a MAP from American Sport Bike or go to a tuner with some references. Scott Koral at Tampa HD is one of these for those of us in central FL. Frank | ||
| Dq58dr |
Hello, I am the newbie here to the group, and to the Buell experience, but can this tool remap a stock ECM? http://www.americansportbike.com/shop/cgi-bin/cp-app.cgi?usr=51F7889589&rnd=6383 201&rrc=N&affl=&cip=69.160.135.44&act=&aff=&pg=prod&ref=9308&cat=&catstr= | ||
| Lady_asb |
yes, that will remap your stock ECM. A wideband O2 controller is required at minimum, and tuning on a dyno is preferred. Al | ||
| Al_lighton |
Exciting news on the DirectLink and VDSTS front.... Both programs now display AFV and O2 voltage, at least on the PC versions. I haven't loaded the PDA version yet. Having the AFV integrated into the program will make the closed loop/AFV acqusition domain tuning a lot better. We just started testing with the web release version, and I've done a fair amount of drive testing with a laptop on my bike with it. If my guesses are correct, I'll be revising my tuning guide to change some of the tuning methodologies so that maps can be much more accurate. This is really good stuff, more later. Al | ||
| Al_lighton |
Seems I spend a lot of time on the phone helping people solve their connectivity issues with Directlink and/or VDSTS. So I generated the text below to hopefully reduce the amount of tech support time for ours (and others) customers. Like most of what I write, it's wordy but thorough. I've asked Giamberto to put this on the disc for future sales. Solving Connectivity Issues with VDSTS and DirectLink By Al Lighton, American Sport Bike This document explains how to solve most common connectivity issues with the Technoresearch SW products. I won’t guarantee that this will solve YOUR problem, but it at least covers the issues that we hear about often. First thing to understand is that there are two communication modes for VDSTS, and three modes for DirectLink. All of them are accessed with the Ignition on and the kill switch in the operating position. The Diagnostics mode uses one-way communications FROM the ECM, with current ECM status and operating conditions transmitted to the computer. This mode is used for the Gauges, Bar Graph, and Strip chart viewing modes. Once connection is established with the ECM, it remains connected until the ignition switch is turned off, or the “Disconnect Button” in the SW is pressed. The second is the Active Test (or Active Settings) mode. This mode is mostly one way communications from the Computer to the ECM, and is used for diagnostic tests like the TPS and AFV reset, as well as other diagnostic tests in VDSTS. You initiate a test in this mode, the SW opens up communications with the ECM, executes the test, and then the computer disconnects from the ECM. The third mode, in DirectLink only, is the reflash mode. This mode is similar to the Active Test mode in that it is largely communication from the computer to the ECM while the internal ECM map is being reflashed. Once the map has been loaded, the connection is terminated. When you first install the SW, it is important to confirm that the program is properly communicating with the ECM. This check is best done in the first mode above. Once the first mode of communication above is working properly, correct operation in the other two modes is virtually assured. The first step to establishing communication is to install the SW correctly. The install routines are usually automatic. Sometimes the installation for the Rainbow Key driver (for DirectLink only) will need to be executed manually. There is a file called “RainbowSSD5.39.2.exe” in the Directlink directory that you may need to run to properly establish communication with the USB security key. VDSTS doesn’t use this key, so ignore this step for VDSTS. If your computer has a native RS-232 port (a 9 pin D-Sub connector), you can skip to the next paragraph. If your computer does not have an RS-232 port, then you need to obtain a USB-to-RS232 adapter. It is CRITICAL that you get a good adapter. The Radio Shack adapter is junk, avoid it. We have seen some issues with the Belkin, and other adapters, as well. We highly recommend the Keyspan adapter, it is well tested and we KNOW it works. If you are using any other adapter other than a Keyspan and you’ve followed the steps herein, and you still can’t get it to connect, suspect the adapter. There is nothing I can do to help you if your adapter is causing the problem. You should install whichever one you get per the instructions that come with it. This usually involves observing the proper order of when the SW is installed relative to when the USB device is plugged infor the first time. DO NOT ASSUME, READ THE INSTALLATION INSTRUCTIONS that come with your adapter. Once installed, I HIGHLY recommend always plugging the adapter into the same physical USB port. Doing otherwise may cause it to move to a different COM port each time. Regardless of whether you are using a USB adapter or a native RS-232 port, the next step in the installation is to establish which COM port the RS-232 port is using. Most native ports will be on COM1, but the USB adapters will vary depending upon which USB port the adapter is plugged into. To find out which port your RS-232 connector is assigned to, you need to go to the Device Manager. Find the “My Computer” icon. Where you find that is dependent upon your operating system. It will probably appear on your desktop if you are running Windows 2000, and it will definitely be in the menu that appears when you click the START button (lower left of screen) in Windows XP. Wherever you find it, right-click on it, and select “Properties”. Under Properties, select the “Hardware” tab. In the subsequent window, select “Device Manager”. In the subsequent window, look for a line that says “Ports (COM & LPT)”. Rotate the + symbol by selecting it, and you should see some info on your Serial Port or USB adapter. Note the COM port that it is assigned to, verify that it says it is working properly, and then close all the windows you just opened. Plug the cable into the computer/adapter, and connect it to the motorcycle. Turn on the Ignition and Kill switch. If you are using DirectLink, plug in the security key into the USB port. Run the VDSTS or DirectLink SW. Under the Communication pull down menu, select the Port Settings. Assign the ECU/ECM port setting to the COM port number determined above, and close that menu. The next steps are a little different depending upon which SW you are running. For VDSTS, the microprocessor in the cable is specific to the particular vehicle type. If you are running VDSTS, select the “VIEW” pull down menu, and select “Vehicle Interface Cable Properties”. In the subsequent window, select “Test”. The SW will communicate with the cable microprocessor and determine that it is a VDO-EFI cable. Exit that window. Go under the “OPTIONS” pull down, and select “ECM/ECU”. The SW will communicate with the ECM, determine that you have a VDO-EFI type ECM, and give a message that says it has successfully communicated with the target ECM. The icons for running in the different view modes should now be selectable where they were greyed out before. Put VDSTS in Gauges mode by pushing the button that looks like a meter, and then hit the Connect (green round button). Some of the gauges on the screen should update as the ECM starts communicating to the SW. For DirectLink, you don’t need to do the Cable Interface test above. Just go into Gauges mode, hit the Connect (Green round button) button, and it should connect | ||
| Al_lighton |
Not so Exciting news on the DirectLink and VDSTS front.... The beta code I tested worked for displaying the AFV..the released code doesn't. I tested both today and was disappointed to find that the feature isn't reading in directlink, and the version of VDSTS uploaded to their site doesn't even have the new feature added. The programmer is on vacation, so it'll be a couple weeks before we get the rear version. Bummer, too, because it is a REAL handy feature to have. AL | ||
| Al_lighton |
The latest version of DirectLink on the Technoresearch site (Q) has AFV display functionality! When the bike is running, you will see it jumping around quite a bit. This is the "Instantaneous AFV" (my term, not Buell's). When the engine is stopped, it will display the "Persistent AFV" (again, my term, not Buell's). The Persistent AFV is the true AFV, and is the one that would be displayed if you hooked your ECM to a Digital Tech or Scanalyzer. It is the one that is a scalar applied against the injector durations calculated from the open loop maps. The Instantaneous AFV is the one that is being calculated based on the operating conditions at that moment. The Persistent AFV is derived from it (in the right circumstances), but the Instantaneous AFV is not the one that scales the open loop maps. Since the Buell ECM is always driving the Air/Fuel mixture rich, then lean, then rich, then lean (to maximize .45V crossings), it stands to reason that the Instantaneous AFV is a bouncing value. This is because the ECM is varying the injector duration to drive it rich.lean/rich/lean, and the AFV is calculated from injector durations. Buell hasn't,(for good reason), published the algorithms in the ECM. So what I write here isn't the 100% gospel truth, but as a functional model, it appears to work. THe way it really works is probably a bit more sophisticated than what is written below. Any time the ECM is operating in closed loop, the injector duration obtained from running on the O2 Sensor is compared to the injector duration calculated from the map for that operational point. Each time this calculation is performed, the "Instantaneous AFV" is obtained. When the bike is operating in the Closed Loop-AFV Learn mode (a much smaller subset of closed loop) for a certain period of time (or certain number of samples, or certain number of .45V crossings, I don't know), the rolling average of the Instantaneous AFV is obtained. This is the Persistent AFV. It is very important to note that not all of the Instantaneous AFV readings are used to calculate the Persistent AFV. It is ONLY calculated from the Instantaneous AFV when in AFV learn mode. It is useful for tuning in the Closed loop learn mode to be able to monitor the Instantaneous AFV. But the Persistent AFV is the one that is the measure of how well your bike is tuned. Ideally, after you have made a bunch of modifications, you would want your Persistent AFV to be reading around 100, assuming you live at or near sea level, so that the tuning that was done with the O2 sensor disconnected isn't being altered once the bike is off the dyno being operated in the real world (on a closed course, of course  ). Terry is doing some testing with it now. I suspect it will result in some updates to my DL tuning guide, as I think it will change the way we tune the AFV learn mode for the better. Al | ||
| Drift |
I have a 2005 XB9 stock ecm. Lets talk. Pm me. D | ||
| Xb9 |
Al, thanks, as always nice write up. One thing throws me though, you stated "assuming you live at or near sea level". Wouldn't one be tuning for whatever elevation you are physically performing the tuning at? IE, if I'm normally going to be riding the bike at my home elevation of 1250 ft above sea level, and I develop the maps at that elevation, if I tuned it properly wouldn't my AFV stay at 100 at 1250ft? | ||
| Al_lighton |
You are correct. Though I would probably tune the AFV at altitude a little bit on the lower side of 100. That's where the AFV would be on a stock ECM operated at altitude. It wouldn't hurt anything to tune it to 100 there, it would just cause the AFV to go higher than it would normally be when operated at sea level. |
