congratulations for the search..however I would say that after that range you're going to gain weight too as gi? fat...
congratulations for the search..however I would say that after that range you're going to gain weight too as gi? fat...
from the little that I understood, and that reng of use the bike has its empty ? lean then the dp you the system the most? can then as the engine is original with only exhaust and a filter ir? open if you launch on a test bench you can see fully where the engine is missing and you correct it
Looking at the table, you note that there are also differences in the negative between the two maps! According to you, where ? limited DP? The Cio? compared to the original, what can? be improved?
see if I can have my say you should first of all enter in the concept of a naturally aspirated petrol, and then as well you will understand the increased performance s get aumetando as it happens in the engine turbo diesel and speech even more? different for turbo diesel engines.
so you'll see that in the dp there will be? a leaning in some points to increase the response of the engine and also the change of the advances ? made, always following this policy....trying to optimize the combustion to medium-low tender? to be magara to get fat then sprint,but not too much, to have more? extension....
of course ? to take into account that the dp is targeted for use on the track so as you will notice it will be? penalizing low....with good results at the top.you will also have you found that a bike with stock exhaust ? very prompt at the bottom thing that loses with an open drain....so my advice ? to try, within the limits permitted with fuel injection and advances in order to find a best configuration to all the schemes and then begin to understand the operation of the corrections, and move them to the extent permitted....doing other tests....testing on the field the differences and see if it improves or worsens the complex.....for? on the bike, often that you can't? speaking of worsening...the style guide, I think it influences a lot the development....and what for one is good for another may be couldn't be handled...
C ? to say that must be kept under control also the egt..with injectors ori in these if you overdo it warm from the beast...
hmm never had these problems...also why? already heat up in them, and if something goes wrong do you realize that after a while the pull on the neck and slow down, you always have the fans at the function....if liquid-cooled....if we speak of the two valves....well it takes a bit of ear....when high temperature to change the sound...and anyway to get to those ****lli you have to go out of the way more than to overdo it....
Dirdan, read, and copy of the workshop manual is of little use to map
It is interesting to understand what they have done: they have revised the map only in that area, why? simply the DP to the exhaust-like the original does not require the use of lambda and catalyst. Accordingly in that area of the map you must revise the calibration to adapt the operation of the injection and ignition of the new parameters. It is also interesting the fact that, thanks to the presence of the lambda probe, now using catalysts that are less restrictive than in the past. Here, then, is that it is the ori that the DP at the top are the same. On a test bench, in fact, the only difference is that the law ? a best feature of the engine to take the turns, something more? as power and midrange torque, but the maximum power essentially unchanged.
I want to clarify that the maps DP there are several different versions of the pi? performance ? the one for the 2-1 exhaust and cams that, indeed, d? something more? as the maximum power starting from mid-range to arrive at 3, to a maximum of 5 horses of maximum power in the most? depending on how ? was assembled and tuned the engine (without going to atoccare conducted, squish, etc.).
For another, as I have said more? times, go to "feeling" to map ? the via ir? wrong. You must have at least one reading of the parameters A/F with the parzializzati and then try on a test bench, otherwise it comes out. The sensations of having more? promptness? to take turns or more? "wickedness" does not always correspond to the actual increnmenti verifiable instrumentally.
M999
Do not step files and more in private!! Post your requests on the forum.
I the setting for the tour map for a stock bike I can't explain it, because as we repeat a little all, the map on these engines do not give great power in the pi? but is equivalent to a point mass, the map on the tour, I see him superfluous and time-consuming....
certainly if you act in a mechanical way, then ? obvious and need to rely on a test bench.
For? test the bike with a diagnosis while you use it, I think, is the via ir? fast and less expensive for a map that gives a bit of performance in the pi? compared to the original with the adoption of an open drain and u sports air filter.
of course, they are opinions....
Agree with you, ducati83, I have not studied the speech test bench (I write while I work... in a hurry then!!), but as I said, serves first of all to have a data acquisition A/F with the parzializzati, otherwise you get nothing. Have a test bench in order to make a "rolled" serves to verify that ? worked at least decent. This with a map with the bike all stock. With an engine flushed, removed-finished-replaced, pistons and cams, the situation is different, and l? if you want to take advantage of the all-or f? the map on the bench with the parzializzati or you stay back!!
With the bike standard (filter, exhaust and a few other things I consider them only "finishes") just a report A/F after a 50ina of kilometers made so easy. L?, I confirm that ? hard to pull off something more? that is not a finish of the delivery medium and a few horses at the top... where several claim thousands of horses with a filter open and have a full exhaust system, I would not go beyond the 3-5 horses to speak well (I am talking about an engine 1100 EVO)... I would like to see on my Fuchs what happens with one of these bikes superprerateracingultrasuper!!
M999
Do not step files and more in private!! Post your requests on the forum.
Originally Written by m999
Agree with you, ducati83, I have not studied the speech test bench (I write while I work... in a hurry then!!), but as I said, serves first of all to have a data acquisition A/F with the parzializzati, otherwise you get nothing. Have a test bench in order to make a "rolled" serves to verify that ? worked at least decent. This with a map with the bike all stock. With an engine flushed, removed-finished-replaced, pistons and cams, the situation is different, and l? if you want to take advantage of the all-or f? the map on the bench with the parzializzati or you stay back!!
With the bike standard (filter, exhaust and a few other things I consider them only "finishes") just a report A/F after a 50ina of kilometers made so easy. L?, I confirm that ? hard to pull off something more? that is not a finish of the delivery medium and a few horses at the top... where several claim thousands of horses with a filter open and have a full exhaust system, I would not go beyond the 3-5 horses to speak well (I am talking about an engine 1100 EVO)... I would like to see on my Fuchs what happens with one of these bikes superprerateracingultrasuper
M999
I love m999 on the whole Map..the bike is not ? so simple as for the car..In my I got a satisfactory performance only after the rolled bench,also accompanied by a sound much more full-bodied
Write permission
Quote
