TTS Tuning Guide

TTS Tuning Guide

Using MasterTune, DataMaster, and VTune3 to Tune Delphi-equipped Harley-Davidson Motorcycles

The Turbo Shop Inc.

TTS Tuning Guide

Revision 2.00 2 Feb 4, 2015

Copyright and Disclaimer Notice The TTS Tuning Guide is Copyright © The Turbo Shop, Inc. 2008-2015 with all rights reserved. The information in this document is subject to change without notice and does not represent a commitment on any part of TTS Inc. While the information contained herein is assumed to be accurate, TTS Inc. assumes no responsibility for any errors or omissions. Use of the MasterTune, DataMaster and VTune3 software products are at the user’s risk. In no event shall TTS Inc, its employees, its contractors, or the authors of this document be liable for special, direct, indirect or consequential damage, losses, costs, charges, claims, demands, claim for lost profits, fees, or expenses of any nature or kind.

Table of Contents 1 INTRODUCTION: ............................................................................................................................................................. 5

1.1 THE TTS MASTERTUNE TUNING SYSTEM ................................................................................................................................. 5 1.1.1 MasterTune2-HD .................................................................................................................................................... 5 1.1.2 DataMaster2-HD .................................................................................................................................................... 5 1.1.3 VTune3-HD ............................................................................................................................................................. 5 1.1.4 TTS Flight Recorder ................................................................................................................................................. 5 1.1.5 TTS Software Updater............................................................................................................................................. 5 1.1.6 HD06 Firmware Updater ........................................................................................................................................ 5

1.2 WHY TUNE THE EFI SYSTEM? ................................................................................................................................................. 6

2 STEP-BY-STEP GETTING STARTED GUIDE......................................................................................................................... 7

2.1 INSTALL AND UPDATE THE TTS SOFTWARE ............................................................................................................................... 7 2.2 RUN THE HD06 FIRMWARE UPDATER ..................................................................................................................................... 7 2.3 SELECT AND SET-UP THE CALIBRATION ..................................................................................................................................... 7

2.3.1 Select the Starting Calibration ................................................................................................................................ 7 2.3.2 Load the Calibration for Editing .............................................................................................................................. 7 2.3.3 Save the Edited Calibration .................................................................................................................................... 7

2.4 PROGRAM THE VEHICLE ........................................................................................................................................................ 7 2.4.1 Check Vehicle Battery Charge ................................................................................................................................. 7 2.4.2 Connect the Interface to the Vehicle ...................................................................................................................... 7 2.4.3 Open the Programming Screen .............................................................................................................................. 8 2.4.4 Check ECM Communication .................................................................................................................................... 8 2.4.5 Program the Calibration ......................................................................................................................................... 8 2.4.6 Programming Complete ......................................................................................................................................... 9

3 TUNING TABLES AND CONSTANTS ................................................................................................................................ 10

3.1 TABLE LISTING SECTION ...................................................................................................................................................... 10 3.1.1 Main Lambda ....................................................................................................................................................... 10 3.1.2 Air-Fuel Ratio ........................................................................................................................................................ 11 3.1.3 VE TPS, Front and Rear ......................................................................................................................................... 12 3.1.4 VE MAP, Front and Rear ....................................................................................................................................... 12 3.1.5 PE Lambda Table .................................................................................................................................................. 13 3.1.6 PE AFR Table ......................................................................................................................................................... 13 3.1.7 Warmup Enrichment (Lambda) ............................................................................................................................ 14 3.1.8 Warmup Enrichment (AFR) ................................................................................................................................... 14 3.1.9 Cranking Fuel Table .............................................................................................................................................. 15 3.1.10 Closed Loop Bias Table ......................................................................................................................................... 15 3.1.11 Accel Enrichment Table ........................................................................................................................................ 15 3.1.12 Decel Enleanment Table ....................................................................................................................................... 16 3.1.13 Head Temperature Lambda .................................................................................................................................. 16 3.1.14 Head Temperature Air-Fuel Ratio ......................................................................................................................... 17

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3.1.15 Spark Advance, Front and Rear Cyl ....................................................................................................................... 17 3.1.16 PE Spark Table ...................................................................................................................................................... 18 3.1.17 Head Temperature Spark Correction Table .......................................................................................................... 18 3.1.18 Spark Temperature Correction Table.................................................................................................................... 19 3.1.19 IAT Spark Correction Table ................................................................................................................................... 19 3.1.20 Closed Throttle Spark, Front and Rear .................................................................................................................. 20 3.1.21 Adaptive Knock Retard Limit ................................................................................................................................ 20 3.1.22 Warmup Spark ...................................................................................................................................................... 21 3.1.23 Idle RPM ............................................................................................................................................................... 21 3.1.24 IAC Warmup Steps ................................................................................................................................................ 22 3.1.25 IAC Crank Steps ..................................................................................................................................................... 22 3.1.26 IAC Crank to Run Table ......................................................................................................................................... 23 3.1.27 EGR Effect Table(s) ............................................................................................................................................... 23 3.1.28 MAP Normalization Gain ...................................................................................................................................... 24 3.1.29 Throttle Blade Control .......................................................................................................................................... 25 3.1.30 Xmish Gear Ratios ................................................................................................................................................ 25 3.1.31 Active Exhaust DC 1st to 4th Gear .......................................................................................................................... 26 3.1.32 Minimum TPS for Baro Correction Table .............................................................................................................. 26

3.2 CONSTANTS...................................................................................................................................................................... 27 3.2.1 Engine Displacement ............................................................................................................................................ 27 3.2.2 Injector Size .......................................................................................................................................................... 27 3.2.3 VE Table Option .................................................................................................................................................... 27 3.2.4 PE TPS Enable ....................................................................................................................................................... 27 3.2.5 PE TPS Disable ...................................................................................................................................................... 27 3.2.6 Head Temperature MAP ....................................................................................................................................... 27 3.2.7 Max Knock Retard ................................................................................................................................................ 27 3.2.8 Skip Fire Mode IAC Offset ..................................................................................................................................... 27 3.2.9 IAC Crank Steps ..................................................................................................................................................... 27 3.2.10 Idle Spark Control Gain ......................................................................................................................................... 27 3.2.11 Idle Spark Control Max ......................................................................................................................................... 27 3.2.12 Active Exhaust RPM Open in Neutral (International Only) ................................................................................... 27 3.2.13 Active Exhaust RPM Closed in Neutral (International Only) ................................................................................. 27

3.3 SETTINGS ......................................................................................................................................................................... 28 3.3.1 RPM Limit ............................................................................................................................................................. 28 3.3.2 Knock Control ....................................................................................................................................................... 28 3.3.3 EITMS .................................................................................................................................................................... 28 3.3.4 PE Mode ............................................................................................................................................................... 29 3.3.5 Primary Ratio ........................................................................................................................................................ 29 3.3.6 Trans Select .......................................................................................................................................................... 29 3.3.7 Cam Selector ......................................................................................................................................................... 30

3.4 PROGRAMMING OPTION SCREENS ........................................................................................................................................ 30 3.4.1 ECM Setup Options Screen ................................................................................................................................... 30 3.4.2 Speedometer Calibration Screen .......................................................................................................................... 30

4 DETAILED TUNING PROCEDURES .................................................................................................................................. 31

4.1 UNDERSTANDING TABLES .................................................................................................................................................... 31 4.1.1 The Four Major Sensor Variables .......................................................................................................................... 31

4.2 UNDERSTANDING CONSTANTS ............................................................................................................................................. 32 4.3 UNDERSTANDING AFR AND LAMBDA .................................................................................................................................... 33

4.3.1 Lambda Calculator ............................................................................................................................................... 33 4.3.2 Fuel Blend Comparison ......................................................................................................................................... 33 4.3.3 Oxygen Sensors: ................................................................................................................................................... 34 4.3.4 Oxygen Sensor Placement .................................................................................................................................... 35

4.4 ENGINE OPERATIONAL MODES ............................................................................................................................................ 35 4.4.1 Adaptive fuel control ............................................................................................................................................ 35 4.4.2 Power Enrichment Mode ...................................................................................................................................... 35

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4.4.3 EITMS - Engine Idle Temperature Management System ...................................................................................... 36 4.4.4 Crank Mode .......................................................................................................................................................... 36 4.4.5 Clear Flood Mode ................................................................................................................................................. 37 4.4.6 Transient Fuel Mode ............................................................................................................................................. 37

4.5 BASIC CALIBRATION TYPES .................................................................................................................................................. 37 4.5.1 AFR-based Calibrations......................................................................................................................................... 37 4.5.2 Lambda-based Calibrations .................................................................................................................................. 38

4.6 TUNING TIPS .................................................................................................................................................................... 38 4.6.1 VE table Calibration .............................................................................................................................................. 38 4.6.2 Warmup Enrichment Calibration .......................................................................................................................... 38 4.6.3 Closed Loop Bias Calibration ................................................................................................................................ 38 4.6.4 Spark Table Calibration ........................................................................................................................................ 39 4.6.5 Adaptive Spark Control Calibration ...................................................................................................................... 39 4.6.6 Knock Retard Calibration ...................................................................................................................................... 39 4.6.7 IAC Warmup Steps Calibration ............................................................................................................................. 39 4.6.8 IAC Crank Steps Calibration .................................................................................................................................. 39 4.6.9 Cranking Fuel Calibration ..................................................................................................................................... 40 4.6.10 IAC Crank to Run Calibration ................................................................................................................................ 40 4.6.11 Map Normalization Gain Calibration ................................................................................................................... 40 4.6.12 Xmish Gear Ratio Calibration ............................................................................................................................... 40 4.6.13 Minimum TPS for Baro Correction Calibration ..................................................................................................... 40

4.7 USING THE CAMTUNE FEATURE ........................................................................................................................................... 41 4.7.1 Introduction .......................................................................................................................................................... 41 4.7.2 Recording CamTune Data ..................................................................................................................................... 42 4.7.3 Intake Valve Opening (IVO) Data ......................................................................................................................... 43 4.7.4 Intake Valve Closing (IVC) Data ............................................................................................................................ 44

4.8 TUNING WITH VTUNE3 ...................................................................................................................................................... 46 4.8.1 Overview ............................................................................................................................................................... 46 4.8.2 Key Features ......................................................................................................................................................... 46 4.8.3 Calibration Setup and Installation ........................................................................................................................ 47 4.8.4 Recording VTune3 Data ........................................................................................................................................ 49 4.8.5 Generate New Calibration using VTune3 ............................................................................................................. 50 4.8.6 Review the Calibration Tables (advanced mode only) .......................................................................................... 51 4.8.7 Finalize the Calibration ......................................................................................................................................... 52 4.8.8 VTune3 Flow Charts .............................................................................................................................................. 53

5 COMMON TUNING PROBLEMS ..................................................................................................................................... 57

5.1 VE TABLE ENTRIES MAXED OUT ........................................................................................................................................... 57 5.2 EXHAUST POPPING ON DECELERATION .................................................................................................................................. 57 5.3 ENGINE RUNS HOT AT IDLE ................................................................................................................................................. 58 5.4 ELECTRONIC THROTTLE HIGH IDLE SPEED ............................................................................................................................... 58

APPENDIX A: O2 CONVERSION PARTS LIST AND DIAGRAM ................................................................................................. 59

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1 Introduction: This document describes the basic operation of the Harley-Davidson Delphi fuel injection system, and includes information on how to tune the vehicle for best operation using the TTS MasterTune, DataMaster and VTune3 software. Specific hints are given to help solve common issues encountered when tuning modified vehicles.

1.1 The TTS MasterTune Tuning System The TTS MasterTune system (MasterTune2, DataMaster2, VTune3 and the Flight Recorder) gives any owner the ability to tailor the calibration to their needs. This gives the owner the best of both worlds: OEM reliability coupled with a calibration that matches their exact needs. As the owner makes upgrades or changes, MasterTune allows changing the calibration to match. Also, the ECM can be returned to the original calibration at any time. TTS MasterTune system is a collection of software programs that run on a PC, and an interface that connects the ECM to your PC. The programs are

• MasterTune2-HD • DataMaster2-HD • VTune3-HD • TTS Flight Recorder • TTS Software Updater • HD06 Firmware Updater

1.1.1 MasterTune2-HD The MasterTune software is used to program a new calibration into the factory ECM. It also allows modifying the calibration to handle virtually any engine build from stock all the way to the Destroyer drag bikes. With proper tuning, the factory ECM has capability to handle any build from mild to wild, while delivering factory reliability and excellent economy!

1.1.2 DataMaster2-HD The DataMaster software is used to monitor ECM operation while the engine is running. It can record and playback all tuning related data from the ECM, and also allows reading and clearing trouble codes. In order to correctly tune the engine, it is necessary to record how the ECM is responding while riding or on a dyno. DataMaster provides this capability.

1.1.3 VTune3-HD VTune3 calibrates the VE, EGR and spark tables. VTune3 will calibrate non-O2 equipped vehicles when used with the HD06 analog (green) interface. The HD06 analog (green) interface also allows for simultaneous open and closed-loop calibration.

1.1.4 TTS Flight Recorder The TTS Flight Recorder requires the HD06 (blue or green) interface and allows stand-alone recording of vehicle data without an attached PC. Use a PC to configure options of the interface flight recorder before each ride session. Once configured, the interface can be connected to the vehicle where it will begin gathering up to 10 hours of vehicle data. Flight recordings are imported using the DataMaster2-HD application when the ride session is over.

1.1.5 TTS Software Updater The TTS Software Updater (requires an internet connection) is used to connect to the TTS server and download the latest calibrations and software versions. At the user’s request the software updater checks the installed software versions and calibration files, and the user selects which updates to automatically download and install.

1.1.6 HD06 Firmware Updater The HD06 Firmware Updater is used to update the HD06 (blue or green) interface to the latest firmware version. This capability allows TTS to add new features and improvements to the interface. Always update the interface firmware each time you update the TTS MasterTune software!

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1.2 Why tune the EFI system? The ECM system is tuned for several reasons:

• Better performance • Improve drivability • Proper operation with modified components • Cooler operation • Higher efficiency

The ECM can adapt to small changes in equipment without the need to modify a calibration. For instance, if either a high-flow air cleaner or slip-on mufflers are installed, the ECM will adapt to this change. However, if both are installed, the ECM should be recalibrated for best results. As more radical modifications are made (e.g. camshaft, heads, or larger displacement ) it is required to recalibrate the ECM or else drivability will suffer or engine damage could occur.

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2 Step-by-Step Getting Started Guide This section summarizes the process for installing a new calibration using MasterTune.

2.1 Install and Update the TTS Software

1. Install the TTS software from the CD in the “kit” 2. Run the TTS Software Updater program to finalize the software installation.

Refer to the TTS Software Guide for additional information.

2.2 Run the HD06 Firmware Updater Run the HD06 Firmware Updater program to make certain the latest features and improvements are enabled in the interface. This should be done each time you update the MasterTune software.

• Connect the interface to the vehicle and PC • Turn BOTH the Key and Run switches on • Run the HD06 Firmware Updater program

2.3 Select and Set-up the Calibration

2.3.1 Select the Starting Calibration Use the TTS Delphi Cal Listing to select a starting calibration that most closely matches your current bike’s configuration. Always use MT9 files unless they are not available for your application.

2.3.2 Load the Calibration for Editing Follow the instructions in the MasterTune Help file to load and make any changes to the selected calibration.

2.3.3 Save the Edited Calibration If the file has been edited, save the changes following the instructions in the MasterTune Help file.

2.4 Program the Vehicle

2.4.1 Check Vehicle Battery Charge Don’t program the vehicle if the battery is in a low state of charge. If necessary, charge the battery and/or connect to a battery tender while programming. Removing the headlamp fuse will help minimize battery drain.

2.4.2 Connect the Interface to the Vehicle Before the programming screen can be activated the interface must be connected to both the PC and the vehicle. The vehicle Key and Handlebar switches must both be ON.

NOTICE: This requires an active internet connection!

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2.4.3 Open the Programming Screen From the main MasterTune screen, select File – Save, Restore and Program ECM or click the Programming Functions button. This shows the Connection Wizard screen:

Figure 2-1: Connection Wizard Screen

Follow the on-screen prompts until the Save, Restore and Program Calibrations screen shows:

Figure 2-2: Save, Restore and Program Screen

2.4.4 Check ECM Communication Select Get ECM Info and click Run Command to test communications to the ECM. This will display the VIN, ECM PN, CAL ID and ECM Status on the screen. If any errors occur here DO NOT CONTINUE! Refer to the MasterTune Help file for troubleshooting instructions.

2.4.5 Program the Calibration Select the Program ECM option from the drop-down command box and click Run Command to begin the programming process Two option screens will be presented when programming:

• ECM Setup Options • Speedometer Calibration

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The first time the vehicle is programmed it is recommended to click the “No Change” button on these forms. See section 3.4, Programming Option Screens for additional information. The first time programming a vehicle, it is a multi-step process that takes two to three minutes automatically performing the following operations:

• Uploads the existing calibration and saves to the PC and HD06 interface • Updates the ECM Operating System (if needed) • Installs the new TTS calibration

Figure 2-3: Programming Status

2.4.6 Programming Complete When finished, the Programming Complete dialog will show:

Figure 2-4: Programming Complete Dialog

When the Programming Successfully Completed dialog is shown, turn ONLY the ignition (handlebar) switch off, and then click Exit to complete the process. The programming screen will automatically dismiss. Wait 15 seconds before powering the vehicle back on. Congratulations! Your ECM is now programmed with your new calibration! Close the MasterTune2 application, disconnect the interface from the vehicle, and you are ready to ride!

For safe keeping, it is recommended that you make a copy of the vehicle’s original MTE file and upload it to the TTS website repository at

http://www.mastertune.net/repositary.php

http://www.mastertune.net/repositary.php�

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3 Tuning Tables and Constants This chapter details the tables and constants available in MasterTune2. Calibrations may not contain every item detailed here, as different models support different features.

3.1 Table Listing Section The following section lists all tables utilized by MasterTune2 in the order they appear in the Table Selection menu.

3.1.1 Main Lambda The Main Lambda Table is the main fuel Lambda target. The values targeted in this table may be modified under various special operating conditions such as cranking, startup, high temperature or high load operation.

Figure 3-1: Main Lambda Table

The Main Lambda Table directly controls closed-loop mixture over a range of values, typically 0.977 to 1.020. When the Lambda value is in the closed-loop mode, the cell contents will be marked by bold text and a vertical bar on the left side of the cell. Figure 3-1 illustrates a typical Lambda table. In this example, the 26 to 80 kPa region from 3500 RPM and below is in closed loop mode, while the rest of the table is considerably richer ranging from 0.958 to 0.856 lambda.

If a cell is adjusted to a Lambda value outside of the closed loop region, the text will change to normal font and the marker bar will disappear. For example, the cell at 1000 and 1125 RPM and 40 kPa has been richened enough to place it into open-loop mode. The blue color indicates the cell value has been edited.

Figure 3-2: Lambda Cell Changed to Open Loop

NOTE: Not all tables are available for all calibrations

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3.1.2 Air-Fuel Ratio The Air-Fuel Ratio Table is the main AFR target. The values in this table may

be modified under various special operating conditions such as cranking, startup, high temperature or high load operation.

There are two basic AFR table types used within the ECM calibration:

• Open-loop: Early bikes without O2 sensors. AFR is limited to a maximum of 14.5, (Figure 3-3). • Open and Closed-loop: Later bikes with O2 sensors: may operate in both open and closed-loop

depending on the table setting. AFR is limited to a maximum of 14.6, (Figure 3-4).

Figure 3-3: Open-loop AFR Table

Figure 3-4: Closed-loop AFR Table

On closed-loop capable bikes, setting the AFR value to exactly 14.6 will allow the ECM to operate in closed-loop mode for that particular RPM and MAP cell. Figure 3-4 illustrates a stock closed loop table designed to keep the engine in closed loop mode over the idle and part throttle regions, and richen up at full throttle and high RPMs.

Note: 14.6 is a “switch” value that allows the ECM to operate in Closed-loop Mode and use the Closed Loop Bias Table to fine-tune the AFR.

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3.1.3 VE TPS, Front and Rear The VE TPS Table models the airflow of the engine based on RPM and TPS. These tables MUST be correct as all fuel calculations are based upon this!

Figure 3-5: TPS based Volumetric Efficiency Table

3.1.4 VE MAP, Front and Rear The VE MAP Table models the airflow of the engine based on RPM and MAP. These tables MUST be correct as all fuel calculations are based upon this! The MAP based VE makes correlation to the fuel table easier.

Figure 3-6: MAP based VE table

3.1.4.1 Switchable VE tables Beginning in 2014 some calibrations contain both MAP and TPS based VE tables. The tables that are in use are selected by the VE Table Option value under ECM Tuning Constants.

Figure 3-7: VE Table Option Setting = TPS

Note: Most (but not all) Lambda calibrations use MAP based VE tables.

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3.1.5 PE Lambda Table The PE Lambda Table controls the fuel mixture when Power Enrichment (PE) mode is active, such as passing or climbing a long steep hill. See section 4.4.2, Power Enrichment Mode for PE mode activation details. In this example, a Lambda value of 0.899 develops best power and is maintained for about 10 seconds. At that time, the Lambda is enriched to 0.876 and finally enriched to 0.796 to reduce engine temperature.

Figure 3-8: Lambda PE Air-Fuel Table

3.1.6 PE AFR Table The PE AFR Table controls the fuel mixture when Power Enrichment (PE) mode is active, such as passing or climbing a long steep hill. See section 4.4.2, Power Enrichment Mode for PE mode activation details.

Figure 3-9: Typical PE AFR Table

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3.1.7 Warmup Enrichment (Lambda) The Warmup Enrichment (Lambda) Table adds fuel during engine warmup similar to a choke on a carbureted engine.

Figure 3-10: Warmup Enrichment vs. Temperature

3.1.8 Warmup Enrichment (AFR) The Warmup Enrichment (AFR) Table adds fuel during engine warmup similar to a choke on a carbureted engine.

Figure 3-11: Warmup Enrichment vs. Temperature

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3.1.9 Cranking Fuel Table The Cranking Fuel Table controls fuel quantity during cranking. This table specifies the injector pulse width vs. engine temperature, Figure 3-12.

Figure 3-12: Cranking Fuel vs. Temperature

3.1.10 Closed Loop Bias Table The Closed Loop Bias Tables are only used in AFR-based calibrations and adjust the closed-loop AFR. This is typically set to run the mixture a bit richer than the table value of 14.6 would indicate.

Figure 3-13: Closed Loop Bias Table

3.1.11 Accel Enrichment Table The Accel Enrichment (“AE”) Table functions much like an accelerator pump on a carbureted vehicle and prevents vehicle hesitation when the throttle is quickly opened. AE mode can be triggered by either an increase in throttle position or by a sudden increase in the MAP value. AE mode will be terminated if the throttle is quickly decreased. To increase the AE fuel delivered, increase the multiplier value.

Figure 3-14: Accel Enrichment Table

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3.1.12 Decel Enleanment Table The Decel Enleanment (“DE”) Table temporarily removes fuel when the throttle is closed. DE mode is terminated if the throttle is opened more than about 3 percent. larger multiplier values remove more fuel, just the opposite of the AE table!

Figure 3-15: Decel Enleanment Table

3.1.13 Head Temperature Lambda The Head Temperature Lambda Table helps avoid pinging under high head temperature heavy load conditions. The system compares values from the Main Lambda Table with the values read from this table. Whichever value is richest is used by the ECM for related lambda calculations.

Figure 3-16: Head Temperature Lambda Table

Note: This table is ONLY evaluated when MAP is above the Head Temperature MAP constant setting, see section 3.2.6, Head Temperature MAP.

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3.1.14 Head Temperature Air-Fuel Ratio The Head Temperature Air-Fuel Ratio table helps avoid knock under high head temperature heavy load conditions. The system compares values from the Air-Fuel Ratio table with the values read from this table. Whichever value is richest is used by the ECM for related AFR calculations.

Figure 3-17: Head Temperature AFR Table

3.1.15 Spark Advance, Front and Rear Cyl The Spark Advance Tables are used to set the engine timing under most operating conditions except for when the throttle is closed. There are two main spark tables, one for each cylinder. This is because the cylinders may have different timing requirements.

Figure 3-18: Main Spark Table

Note: This table is ONLY evaluated when MAP is above the Head Temperature MAP constant setting, see section 3.2.6, Head Temperature MAP.

Note: When the throttle is closed, the spark advance value is read from the Closed Throttle Spark table, section 3.1.20.

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3.1.16 PE Spark Table The PE Spark Table adds additional spark timing when Power Enrichment (PE) mode is active, such as climbing a long steep hill. See section 4.4.2, Power Enrichment Mode for additional PE mode details. In this example that additional spark (4 degrees) is added for about 8 seconds to bring the engine to best power, then tapered out as heat builds under full load.

Figure 3-19: PE Spark Table

3.1.17 Head Temperature Spark Correction Table The Head Temperature Spark Correction Table is used to make corrections to the spark table based on the MAP load and head temperature. This is typically used to remove spark at higher head temperatures and high loads.

Figure 3-20: Head Temperature Spark Correction Table

Most calibrations have this table set to zero. Additional spark should only be added with careful evaluation for knock.

Note: Head temperature is not directly measured and is a complex modeled value based on Time, Load and Engine Temperature data. The model parameters are determined during engine development.

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3.1.18 Spark Temperature Correction Table The Spark Temperature Correction Table is used to make corrections to the spark table based on MAP load and engine temperature. It is used for the following main functions:

1. Remove timing under high-load and temperature to avoid knock 2. Add additional timing when cold to improve drivability 3. Reduce warm-up time by retarding timing in the mid load/temperature regions

Figure 3-21: Spark Temperature Correction Table

3.1.19 IAT Spark Correction Table The IAT Spark Correction Table is used to make corrections to the spark table based on the MAP load and Intake Air Temperature. It is typically used to remove timing to prevent knock at high intake air temperatures.

Figure 3-22: Intake Air Temperature Correction Table

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3.1.20 Closed Throttle Spark, Front and Rear The Closed Throttle Spark Tables control timing during closed throttle conditions. This table is used if the TPS is less than approximately 1 percent.

Figure 3-23: Closed Throttle Spark

3.1.21 Adaptive Knock Retard Limit The Adaptive Knock Retard Limit Table determines the maximum amount of learned spark retard that can be applied based on RPM and MAP. The Delphi ECM utilizes Adaptive Spark Control based on information received from the knock detection system. This system learns a retard value to apply, and this value is retained between key-on cycles. However, at each key-on the remembered values will be reduced towards zero. This gradually clears out the learned knock adapt value and serves to adapt to a change in conditions, such as a tank of low octane fuel being replaced with better fuel.

Figure 3-24: Adaptive Knock Retard Limit Table

Note: Some calibrations only have a single Closed Throttle Spark table for both cylinders

NOTICE: Not all models support this feature e.g. XL and RX.

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3.1.22 Warmup Spark The Warmup Spark Table adds or subtracts timing from the Main Spark Table based on the engine temperature at startup. The spark is decayed out 0.25 degrees at a time over the first few minutes of operation.

Figure 3-25: Warmup Spark Table

3.1.23 Idle RPM The Idle RPM Table sets the engine idle RPM verses temperature.

Figure 3-26: Engine Idle Speed vs. Temperature

Caution: When adjusting the idle RPM table, do not set the idle speed below 900 RPM as this could cause the oil pressure to fall too low resulting in engine failure.

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3.1.24 IAC Warmup Steps The IAC Warmup Steps Table is used to maintain stable idle speed during warmup. This table (along with some internal settings) establishes the predicted position that the IAC needs in order to maintain RPM at a given temperature. The actual IAC position will vary somewhat depending on internal friction/drag in the engine (i.e. oil viscosity).

Figure 3-27: IAC Warmup Steps vs. Temperature

3.1.25 IAC Crank Steps The IAC Crank Steps Table sets the IAC position based on engine temperature plus an ECM learned offset. With the ignition on, engine not running, the IAC will be set to this position.

Figure 3-28: IAC Crank Steps vs. Temperature

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3.1.26 IAC Crank to Run Table The IAC Crank to Run Table adds additional air during the transition from engine cranking to engine run mode. During this transition, additional fuel and air is needed or else the engine may stall or hesitate.

Figure 3-29: IAC Crank to Run Steps vs. Temperature

3.1.27 EGR Effect Table(s) The EGR Effect Table compensates the VE calculations for exhaust gas recirculation (EGR) dilution of the intake airflow. This is used to shape the VE table at MAP values of 60 kPa or less. This is adjusted to reduce excessive VE table values, and to flatten out the VE tables in the 0 to 60 kPa region.

Original VE Table

Corrected VE Table

Original EGR Settings

Delta EGR Setting

New EGR Settings

Figure 3-30: EGR table setting Effect on VE table

Note: Calibrations may have a single or individual front and rear tables.

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Figure 3-30 illustrates how changing the EGR Effect table can change the VE table. In this case, the EGR table was adjusted in such a way as to lower the peak VE values and flatten out the table in the part throttle regions. The EGR Effect VE correction varies with the MAP kPa. Correction is greatest at low kPa regions and tapers off as MAP approaches 60 kPa. The EGR Effect table has little to no effect on VE above 60 kPa.

3.1.28 MAP Normalization Gain The MAP Normalization Gain Table is used to calibrate the MAP sensor measurement. This compensates for nonlinearities in the MAP sensor signal.

Figure 3-31: MAP Normalization Gain

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3.1.29 Throttle Blade Control The Throttle Blade Control Table is used to adjust the throttle blade movement verses the Twist Grip Position and RPM. The values shown are the throttle blade position in percent.

Figure 3-32: Throttle Blade Control Table

3.1.30 Xmish Gear Ratios The Xmish Gear Ratio Table defines the six ratios for the gearbox. This table is used by the ECM to determine which gear is selected by measuring the ratio of vehicle speed to engine speed. Not all calibrations have this table available for adjustment.

3-33: Xmish Gear Ratios Table

We DO NOT recommend changing these values unless you are very comfortable with the calibration and the way the engine runs prior to adjusting this table.

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3.1.31 Active Exhaust DC 1st to 4th Gear The four Active Exhaust Duty Cycle Tables define the active exhaust actuator duty cycle for first- through top-gear. The fourth-gear table is also applied for higher gears.

1st Gear

2nd Gear

3rd Gear

4th - 6th Gear

Figure 3-34: Active Exhaust Duty Cycle Tables

3.1.32 Minimum TPS for Baro Correction Table The Minimum TPS for Baro Correction Table determines under what conditions the BARO calculation will be updated. Larger displacement builds may need to adjust this table to make certain the correct Baro value and associated corrections are made.

Figure 3-35: Minimum TPS for Baro Correction Table

Note: These tables are only active for HDI (International export) calibrations!

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3.2 Constants This section describes the constants available for adjustment.

3.2.1 Engine Displacement This sets the total displacement of the engine in cubic inches

3.2.2 Injector Size This is used to adjust the injector flow rate calibration.

3.2.3 VE Table Option Some late model vehicles support two sets of VE tables: MAP-based or TPS-based Use the VE Table Option constant to select which set of tables to use.

3.2.4 PE TPS Enable The throttle Position must be greater

3.2.5 PE TPS Disable

than this value to enable Power Enrichment (PE) mode.

The throttle Position must be less

3.2.6 Head Temperature MAP

than this value to disable Power Enrichment (PE) mode.

This sets the MAP kPa at which the Head Temperature (AFR or Lambda) table is activated. When the MAP exceeds this setting the fuel mixture will be the richer of the table values.

3.2.7 Max Knock Retard This sets the maximum amount that the spark can be retarded when knock occurs.

3.2.8 Skip Fire Mode IAC Offset Number of IAC steps added when Skip-Fire mode (EITMS) is entered. Used to prevent engine stalling when EITMS mode is activated.

3.2.9 IAC Crank Steps The IAC Crank Steps plus an ECM learned offset sets the IAC position with the ignition on, engine not running.

3.2.10 Idle Spark Control Gain The Idle Spark Control Gain sets how much spark change is made for a given RPM error. This controls overshoot and undershoot of the Idle RPM target. This value should be adjusted to give the most stable idle. The units are degrees timing per 100 RPM error.

3.2.11 Idle Spark Control Max Idle Spark Control Max is the Maximum amount of spark that will be added or removed to correct the idle speed.

3.2.12 Active Exhaust RPM Open in Neutral (International Only) The active exhaust system opens when the engine RPM is greater than this value in neutral.

3.2.13 Active Exhaust RPM Closed in Neutral (International Only) The active exhaust system closes when the engine RPM is greater than this value in neutral

Note: Not all calibrations support all of these constants.

Note: After changing this setting, the VE tables must be recalibrated!

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3.3 Settings This section describes the available settings for MasterTune2. Settings typically manipulate multiple items behind the scenes to accomplish the setting action.

3.3.1 RPM Limit The RPM limit setting establishes the limiting speed for the warmed-up engine.

3.3.2 Knock Control This setting enables or disables the knock control system.

3.3.3 EITMS This setting enables or disables the EITMS system.

Note: Not all calibrations support the Knock Control System. In these instances, the Knock Control tab will be grayed out and not accessible.

Note: To prevent engine damage, some applications have additional internal limits that reduce this setting for cold engines or after long periods of time at the limit.

Note: Not all calibrations support the EITMS System. In these instances, the tab will be grayed out and not accessible.

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3.3.4 PE Mode This setting controls the RPM at which PE mode will be activated. Used in conjunction with the PE TPS Enable and Disable constants.

3.3.5 Primary Ratio If the primary ratio gearing has been changed, select the new value here.

3.3.6 Trans Select This setting allows selecting optional transmissions.

Note: This setting may interact with the Trans Select tab options.

Note: This setting may interact with the Primary Ratio selection. Not all calibrations support Trans Select. In these instances, the tab will be grayed out and not accessible.

Note: Not all calibrations support PE Operation. In these instances, the tab will be grayed out and not accessible.

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3.3.7 Cam Selector The Cam selector allows optimizing the calibration to match the camshaft intake open and close timing. Refer to section 4.7,Using the CamTune Feature

for instructions on using this feature.

3.4 Programming Option Screens This section describes the two program options screens. These screens are only displayed when the vehicle is programmed.

3.4.1 ECM Setup Options Screen This screen displays the motorcycle’s configurable settings:

• “Active Intake” (Intake Flapper - international only) • “Active Exhaust” (Exhaust Flapper - international only) • Automatic Compression Release • Cruise Control Enable

Not all models support all the options; if a selection is grayed-out the option is not available for the model being programmed. Make any changes and click Change Settings to apply the changes or click No Change to discard any changes and skip this operation.

Figure 3-36: ECM Setup Options Screen

3.4.2 Speedometer Calibration Screen If your speedometer reading is inaccurate make adjustments here.

Make any changes and click Change Settings to apply the changes or click No Change to skip this operation.

Figure 3-37: Speedometer Calibration Screen

Note: Not all calibrations support the Cam Selector. In these instances, the tab will be grayed out and not accessible.

If the speedometer reading is too high, increase the setting value If the speedometer reading is too low, decrease the setting value

For 2003 and earlier bikes, this adjustment only affects the odometer and scan tool readings as the speedometer is independent of the ECM.

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4 Detailed Tuning Procedures 4.1 Understanding Tables The majority of your tuning will involve making changes to tables (also called “look-up” tables) that the ECM uses to control various functions. Look-up tables allow different settings to be used based on vehicle sensor input. IE: RPM, Speed, MAP, Temperature, Throttle, etc. These sensor values are assigned to the X (horizontal) and Y (vertical) “breakpoint” axes of the look-up tables. (See Figure 4-1) In some cases, the sensor readings will be above or below the table axis values. Any value below the axis minimum value will take on the value from the minimum breakpoint. Correspondingly, if the sensor reading is above the maximum axis value, it will take on the value from the maximum breakpoint. When sensor readings are between two breakpoint values, the ECM will interpolate between the surrounding cell values and calculate the value. Example - Using Figure 4-1 Closed Loop Bias table, determine the bias voltage under the following conditions:

• At 5000 RPM, 80 kPa the bias voltage will be 625 mV • At 1500 RPM, 20 kPa, the bias voltage will be 566 mV • At 2000 RPM, 90 kPa, the bias voltage will be 605 mV =(586 + 625) / 2

Figure 4-1: Closed Loop Bias Table

4.1.1 The Four Major Sensor Variables There are four major variables used in the tuner adjustable tables:

• RPM – The engine RPM • MAP – The Manifold Absolute Pressure, in kPa • TPS – The throttle position in percent • Temperature – The engine temperature in degrees Celsius

The MAP reading deserves a bit of explanation: Manifold Pressure is measured by a sensor in the intake manifold. This sensor responds to “absolute” pressure – in other words it can read vacuum as well as pressure somewhat above atmospheric. Absolute pressure is measured relative to a perfect vacuum, and the units of measurement are Kilo Pascals (kPa). Zero kPa is a perfect vacuum, while 100 kPa is atmospheric pressure at sea level, approximately 14.7 Psia. The Harley MAP reading at idle is typically 30 to 40 kPa, while under full load the MAP will read close to 100 kPa at sea level.

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4.2 Understanding Constants Constants are single numeric items that control some aspect of engine operation. For example, a constant is used to set the engine displacement. Constants are accessed from the last item on the Table Selection menu called ECM Tuning Constants.

Figure 4-2: ECM Tuning Constants Menu

This will show the constants screen. The actual constants that are available vary depending on the specific calibration. To change a constant’s value, click on the desired setting and use the main toolbar Increment and Decrement buttons to change the value.

Figure 4-3: ECM Tuning Constants Screen

Tip: The display column widths can be changed by dragging the column divider line in the header.

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4.3 Understanding AFR and Lambda Air-Fuel ratio (AFR) is defined as the mass ratio of air to fuel:

AFR = )(

)(fuelmassairmass

Stoichiometric AFR is the air – fuel ratio at which the most complete combustion takes place. Chemically speaking, at stoichiometric AFR the fuel components will be completely oxidized and all free oxygen is consumed resulting in no free oxygen or unburned hydrocarbons in the exhaust. The ratio of a fuel’s actual AFR to its stoichiometric AFR is called Lambda, where

Lambda = )()(

stoichAFRactualAFR

When the Lambda value = 1.000, the fuel is completely burned. For emissions reasons, it is desirable to maintain a lambda value near 1.000 so the catalytic converter can operate efficiently. There is much more to this, but that discussion is beyond the scope of this manual.

4.3.1 Lambda Calculator A Lambda-to-AFR calculator is located on the main MasterTune2 tool bar:

To use the calculator, first enter the stoichiometric AFR of the fuel being used. Next, enter the AFR to show the equivalent Lambda value, or vice-versa - entering the Lambda to show the equivalent AFR.

Figure 4-4: The Lambda - AFR calculator

4.3.2 Fuel Blend Comparison Today’s fuel blends have a stoichiometric AFR varying from 14.28 to 14.68. The following table illustrates the conversion between AFR and Lambda for two different fuel blends. These values were generated using the O2 Calculator built into MasterTune2.

Table 4-1: Lambda - AFR for Two Fuel Blends Lambda AFR – Blend “A” AFR – Blend “B”

1.015 14.90 14.48 1.010 14.83 14.41 1.005 14.75 14.34 1.000 14.68 14.27 0.995 14.61 14.20 0.990 14.53 14.13 0.985 14.46 14.06 0.980 14.39 13.98 0.975 14.31 13.91 0.970 14.24 13.84 0.965 14.17 13.77 0.960 14.09 13.70 0.950 13.95 13.56 0.925 13.58 13.20 0.900 13.21 12.84 0.875 12.85 12.49 0.850 12.48 12.13

Blend “A” stoichiometric AFR is 14.68 (in the old days...) Blend “B” stoichiometric AFR is 14.27 (typical value today)

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Keep in mind that when tuning using Lambda, you are basically controlling how complete the combustion is regardless of the AFR value. This is determined by the O2 sensor by measuring the free oxygen in the exhaust gas. If the Lambda value = 1.000, this is considered perfect combustion with all fuel and oxygen burned. Values greater than 1.000 have extra oxygen (=lean), and values less than 1.000 have extra fuel (richer). Lambda gives better closed-loop control of the combustion process (and therefore emissions) which is why the manufactures are now using this method.

4.3.3 Oxygen Sensors: The oxygen (O2) sensors used in the H-D EFI system were originally developed by Bosch and work by measuring the free oxygen in the exhaust gas to determine the Lambda value. These sensors have their response curve tuned to operate in a very narrow range of lambda centered at 1.000, Figure 4-5. This curve is only approximate, and may vary somewhat with different fuel blends.

Figure 4-5: Switching Oxygen Sensor Response

When Lambda is less than 1.000, the fuel mixture is “rich” and conversely when Lambda is greater than 1.000 the fuel mixture is “lean”. Key Point: Closed-loop operation attempts to keep the average O2 voltage at particular target value. This equates to keeping the free oxygen in the exhaust at some particular value that is close the fuel’s stoichiometric value. Keep in mind that since the O2 sensor is only measuring Oxygen in the exhaust gas, a leaky gasket will throw off the reading resulting in the ECM increasing the fuel delivered and dropping the fuel economy. Table 4-2 illustrates the relationship between Lambda, AFR and the O2 sensor voltage. This table was generated using the O2 calculator built into MasterTune.

AFR is determined by the fuel blend; for this table the fuel has a stoichiometric AFR set to 14.68.

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Stoichiometric AFR: 14.68 Lambda AFR O2 mV Lambda AFR O2 mV Lambda AFR O2 mV

0.800 11.74 909 0.991 14.55 758 1.020 14.97 102 0.810 11.89 907 0.992 14.56 756 1.030 15.12 95 0.820 12.04 904 0.993 14.58 750 1.040 15.27 90 0.830 12.18 901 0.994 14.59 746 1.050 15.41 87 0.840 12.33 896 0.995 14.61 741 1.060 15.56 84 0.850 12.48 893 0.996 14.62 730 1.070 15.71 80 0.860 12.62 887 0.997 14.64 645 1.080 15.85 78 0.870 12.77 882 0.998 14.65 580 1.090 16.00 73 0.880 12.92 875 0.999 14.67 515 1.100 16.15 71 0.890 13.07 868 1.000 14.68 450 1.110 16.29 69 0.900 13.21 862 1.001 14.69 385 1.120 16.44 66 0.910 13.36 853 1.002 14.71 320 1.130 16.59 64 0.920 13.51 844 1.003 14.72 255 1.140 16.74 62 0.930 13.65 836 1.004 14.74 190 1.150 16.88 60 0.940 13.80 828 1.005 14.75 150 1.160 17.03 58 0.950 13.95 819 1.006 14.77 142 1.170 17.18 58 0.960 14.09 809 1.007 14.78 135 1.180 17.32 56 0.970 14.24 799 1.008 14.80 129 1.190 17.47 55 0.980 14.39 786 1.009 14.81 124 1.200 17.62 55 0.990 14.53 761 1.010 14.83 120

Table 4-2: Lambda Sensor Calibration @ 14.68 AFR Stoichiometric

4.3.4 Oxygen Sensor Placement Oxygen sensors must be mounted according to the manufacturer’s specifications or accuracy and lifespan will be affected. Additionally, the sensor element must be inserted deep enough into the exhaust gas stream to make a good reading. In many aftermarket exhaust systems this requires that the O2 mounting bungs be machined down to get the proper installation depth.

4.4 Engine Operational Modes A few of the common modes of operation are described here:

4.4.1 Adaptive fuel control When in closed-loop mode, the Delphi ECM will adapt to engine and environmental changes to maintain a consistent fuel mixture. This works by the ECM first using the VE table to calculate how much fuel to deliver to hit the targeted fuel mixture value. It then uses the O2 sensor to determine what the fuel mixture actually is. If there is a difference, the ECM makes an adjustment and stores the difference in a “Adaptive Fuel Value” (AFV) cell for that particular RPM-MAP load region. These values are saved in the non-volatile EEPROM memory and will be reloaded each time the bike is started. Because of the time required for the AFV cells to learn, we want the fuel calculation to be as accurate as possible to prevent a “hiccup” while the system learns - for that reason (and others), the VE tables must be calibrated to match the engine. When MasterTune flashes a calibration to the ECM, the AFV cells are always cleared, so any previously learned values are removed.

4.4.2 Power Enrichment Mode Power Enrichment (PE) mode is used to safely maximize power under high load conditions such as passing or climbing a long steep hill. There are two tables that come into play during PE mode, the PE Lambda/AFR (3.1.5 / 3.1.6 ) and PE Spark (3.1.16) tables.

Key point: The adaptive values will be applied to the fuel calculation whether the ECM is operating in open or closed-loop mode.

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These two tables are time-based, and are typically set to generate maximum power for approximately 10 seconds, then back off to more conservative values from that point on. PE mode is activated under the following conditions:

• RPM is greater than the PE Mode RPM setting (see 3.3.4) • TPS is greater than the PE TPS Enable setting (see 3.2.4)

Figure 4-6: PE Mode Settings

4.4.3 EITMS - Engine Idle Temperature Management System The EITMS system was developed to help reduce heat buildup during prolonged idling times and controls heat buildup in two stages:

1. Mode 1 – AFR Enrichment 2. Mode 2 – Skip Fire

Mode 1 will be activated under the following conditions:

1. The engine temperature exceeds 142 °C (Sportsters 230 °C) 2. The Engine RPM is less than 1200 RPM

Mode 2 (TwinCam only) activates if Mode 1 is active AND

1. The engine temperature exceeds 155 °C 2. The vehicle speed is less than 1-2 KPH

Sportster temperatures are much higher due to the location of the temperature sensor and only use EITMS Mode 1.

4.4.3.1 Skip Fire Mode When EITMS mode2 is active, the Idle Air Control (IAC) valve is opened a bit further to reduce stumbling when the vehicle begins moving again. Some builds may need to increase the number of IAC steps in this mode to prevent stalling the engine when EITMS is active.

4.4.4 Crank Mode When the ECM is first powered on, it initializes all systems, and is operating in “Crank Mode”. During crank mode, timing is fixed at 0 degrees Top Dead Center (TDC).

• The IAC Crank Steps controls how much air is delivered during cranking

Note: To prevent erratic operation the PE TPS Enable should always be ~5 percent higher than the PE TPS Disable value.

EITMS takes over fuel control when active and the user AFR/Lambda tables are ignored.

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• The Cranking Fuel table controls how much fuel is delivered during cranking

4.4.5 Clear Flood Mode “Clear Flood” mode overrides the Cranking Fuel table. If the throttle is held at 70% or more during cranking, no fuel will be delivered to help flush out any excess fuel that has accumulated in the cylinders.

4.4.6 Transient Fuel Mode Transient Fuel is fuel that is added or removed from the base fuel calculation for short periods of time; typically decaying to zero over about 10 – 20 engine revolutions. There are two principal components that contribute to this: Acceleration Enrichment (AE) fuel and Deceleration Enleanment (DE) fuel. AE fuel is added during sudden load changes such as snapping the throttle open, while DE fuel is subtracted when the load is suddenly reduced such as snapping the throttle closed. Figure 4-7 illustrates the affect of transient fuel on the Base Pulse Width (BPW) at the injector. The effect of the AE correction is to add fuel to the BPW, while DE correction removes fuel.

Figure 4-7: AE and DE Fuel Correction

4.5 Basic Calibration Types This section describes the two basic types of calibrations that are utilized for Harleys.

4.5.1 AFR-based Calibrations The original calibrations developed for Harleys utilized the “familiar” AFR units for all tuning tables. This includes

• Air-Fuel Ratio Table • PE Air-Fuel Ratio Table • Head Temperature Air-Fuel Ratio Table • Warmup Enrichment Table

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4.5.2 Lambda-based Calibrations Beginning in 2010, some calibrations changed from AFR-based fuel control to Lambda-based fuel control. Refer to section 4.3, Understanding AFR and Lambda for a detailed explanation of Lambda and how it relates to AFR. In general, Lambda calibrations use MAP for the VE X-axis, but not in all cases. Table 4-3 indicates which tables have been changed and their equivalent Lambda name:

Table 4-3: Lambda Calibration Table Changes AFR Table Name Lambda Table Name Comment

Air-Fuel Ratio Main Lambda Units are now Lambda VE Front Cyl VE Front Cyl X-Axis units are either MAP or TPS VE Rear Cyl VE Rear Cyl X-Axis units are either MAP or TPS PE Air-Fuel Ratio PE Lambda Units are now Lambda Warmup Enrichment Warmup Enrichment Units are now Lambda Closed Loop Bias N/A Removed for Lambda Cals

4.6 Tuning Tips

4.6.1 VE table Calibration There are several techniques that can be used to calibrate the VE tables. These involve setting the entire AFR/Lambda table to a specific value, then adjusting the VE values such that the fuel mixture of the exhaust matches that value. This can be done manually, or more quickly using the TTS VTune3 program. Refer to Chapter 4.8, Tuning with VTune3 for details on using the VTune3 program. After the VE values are calibrated, the AFR/Lambda can then be set to the desired level.

4.6.2 Warmup Enrichment Calibration After the engine starts, warmup enrichment adds additional fuel, much like a choke on a carburetor. The fuel from this table is decayed out over time (roughly 10% every 4 seconds), and thus it is only active for a few minutes. The table is activated only once per key-on; if the engine stalls and is restarted without cycling the ignition, enrichment continues from its value when the stall occurred. To calibrate the Warmup Enrichment table, observe how the engine runs just after startup. If the engine blows black smoke for a few seconds after starting, remove some fuel from the table at the temperatures this occurs at. If you smell gas while cranking and get an initial puff of black smoke, the Cranking Fuel table is set too rich, and should be adjusted. The warmup AFR/Lambda may be increased at high temperatures to compensate for fuel loss due to vaporization on the very hot manifold.

4.6.3 Closed Loop Bias Calibration When adjusting the CLB table the minimum resolution is ~20 mV. For this reason, along with the shape of the O2 lambda curve (Figure 4-5), it is not possible to accurately control the fuel mixture outside of a narrow region, from about 250 to 800 mV sensor voltage. The normal range for the CLB setting is between 250 and 675 mV. TTS does not recommend setting the CLB voltage above 800 mV, as over time O2 sensors degrade and lose the ability to respond at their voltage extremes. To estimate what voltage to put in this table for a specific closed-loop fuel mixture, use the MasterTune2 O2 Calculator. For example, at 780 mV the AFR offset is (14.68 – 14.43) = 0.25 (richer). Thus, all AFR tables, the actual value is 0.25 less than what is displayed on the table. This assumes that the VE table has been correctly calibrated.

Note: Warmup enrichment is mostly needed at light load when combustion is unstable, so at manifold pressures greater than 40 kPa it is gradually phased out.

Note: When a value other than 450 mV is entered into the CLB table it will create an offset in any table controlling fuel mixture.

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4.6.4 Spark Table Calibration

4.6.4.1 Using BMEP The original factory tables are developed using sensors to measure BMEP (Break Mean Effective Pressure) and adjusting for peak cylinder pressure without knock using a test fuel, then backing off a bit for safety. This is called the MBT (Mean Best Torque) spark advance.

4.6.4.2 Using VTune3 VTune3 can analyze data collected during dyno tuning or normal riding and adjust the timing tables if knock is detected. If it is suspected that the tune could use additional timing, add two degrees of timing in the pertinent regions of the Spark Advance Tables. Flash this calibration into the ECM, ride and collect new data, and then use VTune3 Spark Assist to analyze the data and make calibration adjustments. Repeat this process until VTune3 Spark Assist has optimized the spark tables. Finalize the timing by backing off the Spark Advance Tables timing by one

4.6.5 Adaptive Spark Control Calibration

degree for safety.

When the spark tables are being calibrated, set this table to zero degrees to prevent influencing the learned values. After tuning is complete, restore the table to the factory values.

4.6.6 Knock Retard Calibration Knock Retard is applied immediately when knock is first detected, and decays over a few seconds unless additional knock is detected, Figure 4-8. This data is monitored to determine if the timing is too aggressive. VTune3 will analyze recorded data and use this information to make adjustments to the various timing tables based on the knock characteristics.

Figure 4-8: Typical Knock Event

4.6.7 IAC Warmup Steps Calibration It is not possible to directly correlate the IAC position with the IAC Warmup Steps table, as IAC position is the sum of several internal settings, variables, and learned offsets which are not accessible. If the idle speed is unstable during warm-up, adjusting this table may help solve the issue. Some experimentation will be required! Make the adjustments at the temperatures where the instability is noted. Too many steps will cause a flare in RPM, while too few will cause a stumble.

4.6.8 IAC Crank Steps Calibration When large throttle bodies are installed this constant may need to be adjusted downward, as these often allow more airflow when closed than the stock throttle body.

NOTICE: Not all models support this feature e.g. XL and Rx.

Note: The IAC Warmup Steps only contribute part of the actual IAC position reported by DataMaster2.

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4.6.9 Cranking Fuel Calibration To calibrate the Cranking Fuel table, the values are adjusted such that the engine will start quickly when cranking. Too little or too much fuel and the engine will have problems starting. If the mixture is too rich you may smell gas while cranking and get a puff of black smoke when it first starts up. If the mixture is too lean the engine will have difficulty starting.

4.6.10 IAC Crank to Run Calibration To calibrate the Crank to Run Steps adjust for a smooth RPM ramp-up to idle speed when the engine first starts. If the value is set too high the engine will have a flare in RPM when starting. Conversely, if the value is too low the engine will stumble when starting and climbing up to idle speed.

4.6.11 Map Normalization Gain Calibration To calibrate this you need to have an external calibrated pressure sensor mounted to the intake and have a unrestricted air intake mounted. Any restriction caused by the intake inlet assembly will cause incorrect readings!

1. Record the ambient barometric pressure (Baro, kPa) with the engine not running. 2. While running the engine at one altitude on a dyno ONLY, at WOT ONLY read the external sensor at each

RPM point and record the readings. 3. Correct the table using the following math for each reading:

𝑀𝑢𝑙𝑡 = 𝐵𝑎𝑟𝑜 𝑘𝑃𝑎𝑊𝑂𝑇 𝑘𝑃𝑎

The 1000 RPM point must always be set to 1.0000

4.6.12 Xmish Gear Ratio Calibration To calculate these ratios requires detailed knowledge of the gear tooth counts. Consult the gearbox manufacturer for this information.

• For 5-speed gearboxes, set gear number 6 ratio to zero. • For 7-speed gearboxes, populate the table with the transmission ratios for gear 2 through 7

4.6.13 Minimum TPS for Baro Correction Calibration Determine the barometric pressure at your location and record the value. This equals the reference ambient Baro pressure reading. Start the engine and for each RPM setpoint in the table hold the engine speed constant while slowly increasing the throttle until the MAP load reading is 2 kPa less than the ambient Baro reading. Use the TPS setting at which this occurs to populate the table.

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4.7 Using the CamTune Feature

4.7.1 Introduction The CamTune feature aids the tuner in setting up a calibration for use with different camshafts. This is done by adjusting settings for the Intake Valve Opening (IVO) and Intake Valve Closing (IVC) points.

The CamTune feature is accessed using the ECM Tuning Constants menu selection and selecting the Cam Selector tab:

Figure 4-9: CamTune 'Cam Selector' screen

To help determine which starting settings to use, use the Estimator by clicking the Estimator button:

Figure 4-10: The Camshaft Estimator Screen

Note: The available Open and Close settings will change with different calibrations and engines.

NOTE: CamTune is only available when using MT8/9 calibration files.

NOTICE: If CamTune is used, it must be run prior to any other tuning, as it directly affects most calibration settings!

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The camshaft estimator provides a starting point for determining the best CamTune settings; however, due to the great variety in camshaft designs (and related engine components) there is no hard and fast correct setting to use.

• Adjust the "Intake Opens" slider to the point just prior• Adjust the "Intake Closes" slider to the point just

to the IVO event after

the IVC event

The Open and Close settings are indicated on the bottom status bar - Click the Transfer Settings button to copy the settings to the calibration. The estimator will get you in the ballpark; then use DataMaster CamTune data collected ON THE DYNO to finalize the settings.

4.7.2 Recording CamTune Data CamTune data is recorded using DataMaster2. A TTS MT8/9 calibration MUST be installed for the CamTune data to work correctly. To record CamTune data, select the Record CamTune Data from the main screen menu. This will preset all data recording options to the correct values for recording CamTune data.

A File Dialog screen will be presented, and the user must select a file for saving the CamTune data to. The file dialog will automatically generate a sequential filename in the form of CamTuneData-xxx.DM3, where xxx is a sequential 3-digit number. Each time CamTune data is recorded, the next sequential file number will be used. CamTune data is saved in the users' My Documents\TTS\HD\DataFiles\CamTuneData folder. Upon accepting the filename, the standard Data Recording Control screen will be opened. The Data Recording Control is automatically configured. There are two CamTune recordings that need to be made, one for determining the Intake Valve Opening (IVO) setting and the other for Intake Valve Closing (IVC) settings. Both these recordings use the identical DataMaster data, but the engine is operated differently for each.

NOTICE: VE MUST be recalibrated when CamTune setting changes are made!

Note: CamTune data requires that the appropriate MT8/9 or later calibration is installed in the vehicle.

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4.7.3 Intake Valve Opening (IVO) Data

4.7.3.1 Recording IVO Data IVO data is recorded with a stationary bike during warm idle. The engine should be at normal operating temperature when the recording is made. The idle speed must be between 900 and 1100 RPM to collect valid data. Collect data for a few minutes, then stop the recording and turn off the engine. The recorded data should look similar to the following:

Figure 4-11: CamTune "IVO" data recording at idle

4.7.3.2 Analyzing IVO Data To analyze the IVO data in this run, select the View - Camshaft Analyzer – Opening menu:

Figure 4-12: IVO Data Analysis Graph

Select the starting and ending record of the recording you desire to analyze, or use the default which selects all records. Click the Analyze button to analyze and plot the data. To determine the optimum IVO setting, view the above graph and find the point at which the curve "breaks" and begins to head up at a steeper angle. That point should be the optimum IVO setting to use in the calibration. In this example, the optimum setting is 5 as that is the "Inflection Point" at which the graph first heads upward. It is also permissible to set this one less (i.e. 4) using your judgment.

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4.7.4 Intake Valve Closing (IVC) Data IVC data is recorded with a stationary bike under load on a dyno. The engine must be at normal operating temperature when recording is made. Separate recordings must be made for each

of the IVC settings.

Calibrations must

be set-up for open-loop at an AFR setting of 13.0 (Lambda = 0.886) and the VE tables properly calibrated to give this mixture across the entire test load range. Once this is done, CamTune data is recorded at a constant RPM of 3500 RPM (±50 RPM), varying the load on the dyno such that the MAP kPa ranges from 60 kPa to 100 kPa. Collect data in load steps of 3-5 kPa holding the load constant at each point for roughly 3 seconds. Continue this sweep until 100 kPa is reached.

Figure 4-13: CamTune IVC Data Recording on Dyno

Each calibration must be individually validated for AFR when the IVC setting is changed.

4.7.4.1 Analyzing IVC Data To analyze the IVC data in this run, select the View - Camshaft Analyzer – Closing menu. This will bring up the IVC analysis screen:

Figure 4-14: IVC Data Analysis Graph Select the starting and ending record of the recording you desire to analyze, or use the default which selects all records. Click the Analyze button to analyze and plot the data. Print a copy of the graph using the IVC File – Print menu. You will need this to visually compare all the IVC settings.

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4.7.4.2 Determining Intake Valve Closing (IVC) Setting After all the IVC calibrations have been recorded, the graphs are compared for linearity in the 10 to 16 mS BPW range. On the graph, the thin red line is the best straight-line fit of the collected data, and the thicker blue line is the actual data that was collected. Compare the graphs you printed out, and determine which one shows the straightest fit to the red line in the 10 to 16 mS BPW region. The setting that generates the straightest line in this region is the optimum IVC setting for the calibration. The status bar Linearity panel indicates the overall linearity of the data; lower numbers indicate a better fit of the data.

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4.8 Tuning with VTune3

4.8.1 Overview The VTune3 program enables the operator to quickly develop a new calibration. There are four key operations which must be run in sequence as follows:

1. A VTune3-enabled MT8/9 calibration must be installed into the vehicle. 2. DataMaster2-HD or the TTS Flight Recorder is used to collect VTune data while riding or dynoing the

vehicle. 3. The MT8/9 calibration and associated DataMaster2-HD VTune Data File(s) from steps #1 and #2 are

processed by the VTune3 software. 4. The new MT8/9 calibration file from step #3 is programmed back into the vehicle and used for continued

VTuning as the new starting calibration in step #1.

This process is repeated several times, and each iteration (newly generated VTune) will zero-in a little closer to the optimum calibration. When the values do not change more than 5% between iterations, the optimum calibration has been generated. In our experience, this takes three or more iterations.

4.8.2 Key Features • Calibrates VE tables • Calibrates EGR correction table(s) • Calibrates Spark tables • Calibrates non-O2 equipped vehicles (Requires analog interface option) • Allows for simultaneous open and closed-loop calibration (Requires analog interface option)

4.8.2.1 Fuel Processing Modes There are four possible Fuel Processing Modes:

1. Closed-loop Stock O2 2. Closed-loop Stock O2 auto-extended 3. Closed-loop Stock O2 and Open-loop Analog O2 4. Open-loop Analog O2

Each of these modes requires a slightly different calibration setup and operational procedures which are summarized in the VTune3 Flowcharts. Fuel Processing Modes may be run on their own or combined with Spark Assist. Only the modes compatible with the recorded data and the calibration will be shown in the drop-down lists.

4.8.2.2 Spark Assist The Spark assist feature can be used stand alone or enabled with any fuel processing mode to analyzes the recorded data and suggest modifications to the following spark tables:

• Spark Advance Front Cylinder • Spark Advance Rear Cylinder • Spark Temperature Correction

Spark Assist will only remove timing, never add timing

VTune3 is a tuning aid to assist you in tuning, but it cannot magically tune your bike by itself! While VTune3 does sophisticated analysis of the calibration and collected data, human judgment and intervention is still required to get the best results.

NOTICE: Make sure to run CamTune before using VTune.

NOTICE: Not all models support this feature e.g. XL and RX.

NOTICE: The analog interface option and wideband equipment are required for open-loop modes

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4.8.3 Calibration Setup and Installation First, select the starting calibration for your bike. Find the closest match for your modifications from the TTS Delphi Cal Listing and open it with MasterTune2-HD. Next, determine what you wish to accomplish with VTune3 and choose one

• Closed-loop Stock O2

of the following Fuel Processing Modes:

• Closed-loop Stock O2 auto-extended • Closed-loop Stock O2 and Open-loop Analog O2 • Open-loop Analog O2 • VTune3 J1850 Open-loop Analog O2

Setup the calibration as described in the following sections for your selected fuel processing mode, then save the calibration file with a new name and program it into the ECM.

4.8.3.1 Closed-loop Stock O2, with or without auto-extension Modes The Closed-loop Stock O2 fuel processing mode utilizes the factory stock O2 sensors to calibrate only the closed-loop portion of the calibration. The goal here is to use the stock O2 sensors to calibrate the maximum number of cells in the AFR/Lambda table. Closed-loop Stock O2 auto-extended mode uses the identical setup, but also fills in the high kPa regions of the VE table. This does a good job of setting the full-throttle mixture if the user does not have wideband equipment to make this adjustment.

4.8.3.1.1 AFR Calibrations:

• Select the AFR table and set all cells to the highest value possible (mostly 14.6) • Select the Closed Loop Bias table(s) and set them to the desired level • If available, select the Adaptive Knock Retard Limit table and set to zero • Select the PE Mode setting and set to 10,000 RPM • Make changes as required for your installed parts

4.8.3.1.2 Lambda Calibrations:

• Select the Main Lambda table and set all cells that allow to closed-loop values (0.976 to 1.000) • If available, select the Adaptive Knock Retard Limit table and set all cells to zero • Select the PE Mode setting and set to 10,000 RPM • Make changes as required for your installed parts

Reminder: Before proceeding with VTune3 tuning, run the TTS Software Updater followed by the HD06 Firmware Updater. This ensures you have the latest software and calibrations!

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4.8.3.2 Closed-loop Stock O2 and Open-loop Analog O2 Mode The Closed-loop Stock O2 and Open-loop Analog O2 fuel processing mode uses a combination of the factory O2 sensors and external wideband equipment to calibrate the entire open and

closed-loop region of the VE table. This mode Requires the analog interface option.


• Select the AFR table and set all cells to the desired final value • Select the Closed Loop Bias table(s) and set them to the desired level • If available, select the Adaptive Knock Retard Limit table and set all cells to zero • Make changes as required for your installed parts


• Select the Main Lambda table and set all cells to the desired final value • If available, select the Adaptive Knock Retard Limit table and set all cells to zero • Make changes as required for your installed parts

4.8.3.3 Open-loop Analog O2 The Open-loop Analog O2 fuel processing mode uses external wideband equipment to calibrate only the open-loop region of the VE table. This mode is intended for calibrating bikes with O2 sensors that have been setup to run in open-loop mode only. This mode Requires the analog interface option.


• Select the AFR table and set all cells to the desired OPEN LOOP ONLY values • If available, select the Adaptive Knock Retard Limit table and set to zero • Make changes as required for your installed parts


• Select the Main Lambda table and set all cells to the desired OPEN LOOP ONLY values • If available, select the Adaptive Knock Retard Limit table and set all cells to zero • Make changes as required for your installed parts

4.8.3.4 VTune3 J1850 Open-loop Analog O2 The VTune3 J1850 Open-loop Analog O2 fuel processing mode uses external wideband equipment to calibrate the VE tables. This mode is intended for calibrating early open-loop bikes without O2 sensors. These bikes utilize only AFR calibrations. This mode Requires the analog interface option.


• Select the AFR table and set all cells to the desired OPEN LOOP ONLY values • If available, select the Adaptive Knock Retard Limit table and set to zero • Make changes as required for your installed parts

The wideband equipment must be connected to the HD06 analog inputs and DataMaster2 and/or the flight recorder must be configured for analog data collection with the correct equipment type specified.

The wideband equipment must be connected to the HD06 analog inputs and DataMaster2 and/or the flight recorder must be configured for analog data collection with the correct equipment type specified.

The wideband AFR equipment must be connected to the HD06 analog inputs and DataMaster2 and/or the flight recorder must be configured for analog data collection from this equipment!

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4.8.4 Recording VTune3 Data VTune3 data is collected using a PC or the HD06 flight recorder function.

4.8.4.1 Setting up the Flight Recorder without Use the following steps to configure the flight recorder for VTune3 without external wideband equipment attached:

Open-loop Analog O2

• Connect the interface to the PC and run the TTS Flight Recorder program • Select Standard mode and click Next • Select J1850 (4-pin DLC) or CAN (6-pin DLC) Diagnostic Type • Select VTune Data from the drop-down menu and click Next • Click Finish and disconnect the interface from the PC • Connect the interface to the motorcycle and Dyno test or ride to gather data • Shut the motorcycle off and connect interface to the PC • Open DataMaster2 and select File – Load Data File from Interface • Save the flight recorder file(s) to the PC (see DataMaster2 help file for further details)

4.8.4.2 Setting up the Flight Recorder withUse the following steps to configure the flight recorder for VTune3 when an external wideband equipment is attached:

Open-loop Analog O2

• Connect the analog interface to the PC and run the TTS Flight Recorder program • Select Advanced mode and click Next • Select J1850 (4-pin DLC) or CAN (6-pin DLC) Diagnostic Type • Select VTune Data OR VTune-3 Open Loop Data (early cals only) from the drop-down menu and click

Next • Enable the Analog Collection option and click Next • Make no changes to the recording time and start RPM settings and click Next • Click Finish and disconnect the interface from the PC • Connect the interface to the motorcycle and Dyno test or ride to gather data • Shut the motorcycle off and connect interface to the PC • Open DataMaster2 and select File – Load Data File from Interface • Save the flight recorder file(s) to the PC (see DataMaster2 help file for further details)

4.8.4.3 Setting up DataMaster to Record withoutUse the following steps to configure DataMaster2 for VTuning without external wideband equipment attached:

Open-loop Analog O2

• Connect the interface to the PC and motorcycle and Open DataMaster2 • Select File – Record (Can or J1850) – VTune OR File – Record J1850 – VTune-3 Open Loop Data • Enter a VTune3 file name or use the default file name • Select No when prompted to configure Analog Channels • Reduce the Data Recording Control window by clicking the ‘-‘ control box • Start the motor and click the Start button on the VTune Recording Histogram window • Dyno test or ride motorcycle to gather data in the VTune recording • When finished gather data click Stop and exit DataMaster

The Flight Recorder is ONLY available for the TTS HD06 (blue or green) interface. Open-loop Analog modes require the analog interface option.

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4.8.4.4 Setting up DataMaster to Record withUse the following steps to configure DataMaster for VTune3 when external wideband equipment is attached:

Open-loop Analog O2

• Connect the interface to the PC and motorcycle and Open DataMaster2 • Select File – Record (Can or J1850) – VTune OR File – Record J1850 – VTune-3 Open Loop Data • Enter a VTune3 file name or use the default file name • Select Yes when prompted to configure Analog Channels • Follow the directions to configure the Analog Channels for your wideband equipment • Reduce the Data Recording Control window by clicking the ‘-‘ control box • Start the motor and click the Start button on the VTune Recording Histogram window • Dyno test or ride motorcycle to gather data in the VTune recording • When finished gathering data, click Stop and exit DataMaster

4.8.5 Generate New Calibration using VTune3 The following steps are used to process the data and calibration to generate a new corrected calibration:

• Open the VTune3 program and select Standard or Advanced mode and click Next • Click the Select MasterTune File button and load the calibration that was used to collect your data • Click the Add DataMaster Recording File(s) button and load the DataMaster file(s) that were recorded

with this calibration • Click the Next button and follow the on-screen instructions for your selected processing mode. • Name and save your NEW calibration with a NEW name

4.8.5.1 Injector Duty Cycle Screen After the MasterTune and DataMaster files are loaded, the data is checked to make sure the fuel injector size is adequate.

The Injector Duty Cycle screen shows the computed injector duty cycle for the entire data recording. If the duty cycle exceeds the recommended limit of 85 percent, a warning message will be shown recommending that the injectors be replaced with a higher flow injector. The chart bar indicates the minimum and maximum duty cycle for each RPM range on the chart.

Notice: The MasterTune file and the associated DataMaster recording files are a matched set. Do not mix and match with other files.

If the VE value change is greater than 5%, this NEW calibration should be flashed into the ECM and additional VTune recordings and VTune3 processing performed. When the changes in VE values are less than 5% (cells are white), it is time to finalize the calibration.

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4.8.5.2 EGR Table Adjustment Screen (advanced mode only) If the data processing determines that the EGR tables should be adjusted, the EGR Adjustment screen will be shown. Apply Changes or Do NOT Apply Changes must be selected.

If Apply Changes is selected, the calibration will automatically be adjusted to affect the changes

4.8.5.3 Engine Displacement Scaling Screen (advanced mode only) If the data processing determines that the engine displacement should be adjusted, the Engine Displacement Scaling screen will be shown. Apply Changes or Do NOT Apply Changes must be selected.

If Apply Changes is selected, the calibration will automatically be adjusted to affect the changes.

4.8.6 Review the Calibration Tables (advanced mode only) The Review Tables screen shows the generated tables. Use the drop-down menu to select which table(s) to view. Only tables supported by both the calibration and the recorded data will be shown.

The cell color will indicate the amount of change made

VTune3 will make its best estimate of how EGR changes affect the VE table, but this process is not perfect! After EGR adjustments are made, additional VTune session(s) must be performed as needed until the processing shows less than 5% change in the VE cell values.

NOTE: For the first VTune3 run only, if EGR changes were just applied DO NOT apply Engine Displacement Scaling. For subsequent VTune3 runs it is recommended you apply the engine displacement changes.

• White cell color indicates <5% change

• Gray cell color indicates an auto-extended cell

• Yellow cell color indicates insufficient data for an accurate correction

Tip: Color scales can be adjusted for best visibility by clicking on the color key under the tables.

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4.8.7 Finalize the Calibration After VTune3 processing shows less than 5% change in the VE cell values, the calibration is ready for finalization. This involves setting some of the tables back to their original or desired values depending on your processing mode:

4.8.7.1 Closed-loop Stock O2 with/without auto-extension 1. Open the MasterTune2 program and load the last file that VTune3 generated 2. Select the AFR or Main Lambda table and set to desired values 3. Select the Adaptive Knock Retard Limit table and set all to original values 4. Select the PE Mode setting and set to desired RPM value 5. Save the calibration identifying it as the “Final” version 6. Program this “Final” calibration into the ECM.

4.8.7.2 Closed-loop Stock O2 and/or Open-loop Analog 1. Open the MasterTune2 program and load the last file that VTune3 generated 2. Select the Adaptive Knock Retard Limit table and set all to original values 3. Save the calibration identifying it as the “Final” version 4. Program this “Final” calibration into the ECM.

4.8.7.3 VTune3 J1850 Open-loop Analog 1. Open the MasterTune2 program and load the last file that VTune3 generated 2. Select the Adaptive Knock Retard Limit table and set all to original values 3. Select the PE Mode setting and set to desired RPM value 4. Save the calibration identifying it as the “Final” version 5. Program this “Final” calibration into the ECM.

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4.8.8 VTune3 Flow Charts

4.8.8.1 VTune3 Closed-loop Only Flow Chart Load Selected Calibration into

MasterTune2

AFR or Lambda

Cal?

Select ‘AFR’ table and set all to highest value possible (mostly 14.6)

Select ‘Closed Loop Bias’ Table(s) and set to desired level

Select constant ‘PE Mode’ and set RPM to 10000

Make changes as required for your installed components

Save the calibration file under a new name of your choice

Select ‘Main Lambda’ table and set all cells that allow to closed loop values

Program the new Calibration file into the bike and close MasterTune2

Connect interface to the PC andrun the TTS Fight Recorder program

Follow the on-screen instructions and select VTune Data

Disconnect the interface from the PC and connect it to the vehicle

Start the motor and click the Start button on the VTune Recording

Histogram Window

Dyno test or ride motorcycle to gather data in the Vtune recording

When finished gathering data, click Stop and exit DataMaster

Open VTune3 Program and select Standard or Advanced mode

Load MasterTune file used in steps 4 through 10

AFR Lambda

3

9

10

11

1

2A

2B

2D

2E

2F

2A

13

12

Click button to load DataMaster2 File(s) from step 10

15

16

17

Click the ‘Next’ button and follow the on-screen instructions

Name and Save your new calibration with a NEW name

Repeat process from step 3 onward until changes in VE values are 5% or

less

18

Change less than 5%?

YES

NO

Restore changes made in sections 2A, 2C, 2D to original values

Save final calibration file and program into motorcycle

14

If available, select ‘Adaptive Knock Retard Limit’ Table and set to zero2C

Flight Recorder in Use?

YESNO

Open DataMaster2 and select File – Record J1850 (or CAN) VTune Data

Enter a VTune3 file name or use the Default file name

Setup Analog Channels for the recording (Yes or No)

4

5

6

7

8

Reduce the Data Recording Control window by clicking the ‘-‘ button


Shut motorcycle off and connect interface to PC

Open DataMaster2 and select File – Load Data File from Interface

Save the Flight Recorder file(s) to the PC (see DataMaster2 help file for

further details)

9

10

4

5

6

7

8

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4.8.8.2 VTune3 Closed and Open-loop Analog Flow Chart Load Selected Calibration into

MasterTune2

AFR or Lambda

Cal?

Select ‘AFR’ table and set all to desired final values

Select ‘Closed Loop Bias’ Table(s) and set to desired level



Select ‘Main Lambda’ table and set to desired final values



Histogram Window





AFR Lambda

3

9

10

1

2A

2B

2D

2E

2A

Click button to load DataMaster2 File(s) from step 10 or 11




less


YES

NO

Restore changes made in section 2C to original values


If available, select ‘Adaptive Knock Retard Limit’ Table and set to zero2C


YESNO



Setup Analog Channels for the recording (Required)

4

5

6

7

8



Select Advanced Mode and follow the on-screen instructions and select

VTune Data






further details)

9

10

4

5

6

7

8


11

19

13

12

15

16

17

18

14

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4.8.8.3 VTune3 Open-loop Analog Flow Chart Load Selected Calibration into

MasterTune2

AFR or Lambda

Cal?

Select ‘AFR’ table and set all to desired OPEN LOOP ONLY values



Select ‘Main Lambda’ table and set all to desired OPEN LOOP ONLY values



Histogram Window





AFR Lambda

3

9

10

1

2A

2B

2D

2A





less


YES

NO

Restore changes made in section 2B to original values


If available, select ‘Adaptive Knock Retard Limit’ Table and set to zero

2C


YESNO




4

5

6

7

8




VTune Data






further details)

9

10

4

5

6

7

8


11

19

13

12

15

16

17

18

14

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4.8.8.4 VTune3 J1850 Open-loop Analog Flow Chart Load Selected Calibration into

MasterTune2

Select ‘AFR’ table and set all to desired OPEN LOOP ONLY values

Select constant ‘PE Mode’ and set RPM to 10000






VTune-3 Open Loop Data



Histogram Window



Open Vtune3 Program and select Standard or Advanced mode


3

9

10

19

1

2A

2C

2D

2E13

12


15

16

17




less

18


YES

NO

Restore changes made in sections 2B, 2C to original values


14

If available, select ‘Adaptive Knock Retard Limit’ Table and set to zero2B


YESNO

Open DataMaster2 and select File – Record J1850 VTune-3 Open Loop

Data



4

5

6

7

8






further details)

9

10

4

5

6

7

8


11

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5 Common Tuning Problems 5.1 VE Table Entries Maxed Out When calibrating the VE tables, occasionally the table values will max out. The best way to handle this problem is to increase the engine displacement setting constant. This affects many other settings, so if you anticipate this problem make the change early in the tuning process. Do not change the displacement any more than necessary to get the VE table into range. A good starting place would be to increase the displacement by 5 percent, and decrease both VE tables by 5 percent across the board. Rerun the VE table calibration and verify that the peak VE is now under the maximum limit. If you are using a calibration that supports the EGR Effect tables (these are MT8 or later files) and the high VE values are at 60kPa or less, the recommended procedure is to adjust the EGR tables to reduce the VE value PRIOR to making any engine displacement setting changes. Refer to section 3.1.27 for further information.

5.2 Exhaust Popping on Deceleration Exhaust popping on deceleration is due to a too lean or too rich mixture in the exhaust. This can be caused by a leaky gasket, or by the AFR being set incorrectly by the ECM. Most commonly, the mixture will be too lean. The ECM has three tables which affect this: Decel Enleanment, the AFR table, and the VE table. The Decel Enleanment only acts for a short time (ie 1-2 seconds) after the throttle is closed. To richen the mixture during this time, decrease the value in the table at the temperature the problem occurs. To richen or enlean the mixture during the entire decel event, change the AFR table in the in the first column (20 kPa between 1750 and 3500 RPM by 5 to 10 percent. Some experimentation here will find the sweet spot that eliminates the popping. In the past, others recommended to change the VE table values to eliminate this popping. This will also work, however since changing the VE table has many other effects on engine operation, we do not recommended it. Tip: To determine the MAP and RPM that is causing the popping, use the following procedure to "mark" the data recording.

1. Set-up DataMaster to record generic or O2 data 2. When you are riding and the popping occurs, pull in the clutch and let the engine revs drop to idle 3. When you play back the data, look for the idle spot at speed. The MAP and RPM that caused the popping

are right before this. Another way to mark a recording is to pull the clutch in and rev the motor twice quickly. Find a method that works best for your situation!

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5.3 Engine Runs Hot at Idle Many late model bikes run very hot at idle, and will overheat if stationary for too long a period. The latest MasterTune calibrations have significantly improved heat management capability over the earlier and stock calibrations. It is recommended to use these cals wherever possible, and enable the EITMS system if heat buildup during idle is a problem. The EITMS system is an option on most calibrations. The EITMS system was developed to reduce heat buildup during prolonged idling times and controls heat buildup in two stages:

1. Mode 1 – AFR Enrichment 2. Mode 2 – Skip Fire

Mode 1 will be activated under the following conditions:

1. The engine temperature exceeds 142 °C (Sportsters 230 °C) 2. The Engine RPM is less than 1200 RPM

Mode 2 (Big Twins only) activates if Mode 1 is active AND

1. The engine temperature exceeds 155 °C 2. The vehicle speed is less than 1-2 KPH

Sportster temperatures are much higher due to the location of the temperature sensor and only uses EITMS Mode 1 (AFR/Lambda enrichment). If the engine is still running excessively hot at idle, try the following:

• Turn off EITMS • Richen the fuel mixture at idle speed and kPa • Increase the timing in the idle region only

The idle region can be identified by monitoring the engine using DataMaster.

5.4 Electronic Throttle High Idle Speed The 2008 and later Electronic Throttle (ETC) bikes can develop a high idle speed over time. This is caused by the “auto learn” feature in the ECM that learns the Twist Grip Sensor (TGS) zero position when the bike is shut off. Many riders just flip the switch on the handle bar with their right thumb with the rest of the hand still on the throttle grip. This causes the Twist Grip Sensor to not be at zero and the ECM learns the new position, and little by little this causes the high idle issue. To prevent this problem, always turn the engine off using the tank switch with your right hand. By removing your hand and shutting down using the tank switch you have to let go of the Twist Grip so it returns to the proper zero position prior to the power shutdown.

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Appendix A: O2 Conversion Parts List and Diagram The following is a list of parts needed to convert the 2004 to 2006 Big Twin bikes to closed-loop operation. After O2 sensors have been added to the vehicle, you must install a level 176 closed loop calibration into the ECM. NOTE: Model year 2004 vehicles must be equipped with a 2005 or newer ECM to allow closed-loop operation. The ECM must be configured by the dealer for your bike prior to use by MasterTune. This includes the VIN, factory calibration and configuration settings. Calibrations: To run a closed-loop calibration, select the level 176 calibration that most closely matches your bike’s configuration as a starting point. You can now use VTune3 as on any newer bike for your tuning.

Table A-1: O2 Conversion Parts List Item H-D Part Number Qty

O2 Sensor, Short Leads 27719-07 2 Required* O2 Sensor, Medium Leads 27683-07

O2 Sensor, Long Leads 27683-06 Socket Housing 72007-05 2 Socket Terminal, Gold 72611-07 4 Wire Seal #16-20 AWG/Yellow 72011-05 4 Pins (ECM Connection) 72076-00 2 18 Gauge Wire** TXL 19 x 30 stranding As Needed

* Two O2 sensors are required; select the lead lengths that best fit your bike. ** TXL Wire is desired but any high quality automotive wire should be OK

ECM

Con

nect

or

26 Sensor Ground BK/W

12

12

12

128 Front Sensor PK/O

23 Rear Sensor PK/GN

Front Cylinder O2 Sensor

Rear Cylinder O2 Sensor

Figure A0-1: O2 Sensor Wiring Diagram

Table A-2: O2 Conversion Signal Names

Signal Name ECM Pin Destination Pin Comment Front O2 Sensor Signal 8 Front O2 Pin 1 New wire, PK/O Rear O2 Sensor Signal 23 Rear O2 Pin 1 New wire, PK/GN Sensor Ground 26 F + R O2 pin 2 Splice into existing wire BK/W OE Wire Color Code: PK/O: Pink with Orange stripe PK/GN: Pink with Green stripe BK/W: Black with White stripe

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