Chris_Faherty
Husqvarna
C Class
Hey all. Just wondering if there are any good mapping strategies out there.
I've got a 2008 TE450, powerup, with a PC III. I didn't have luck with the PC supplied maps on my bike so I experimented and made a very basic map with the help of an O2 gauge. My map simply corrects a fuel deficiency @ 3500-5250 with +4. Runs ok, consistent fuel at most rpms, but still a bit lazy.
After reading about the dynojet tuning center method of map development (making trim values per load at each throttle position) , and also the AutoTune device, I see that my map is not ideal for best performance because my map still relies on the ECU curve to normalize the mixture during acceleration. Since I almost always see an O2 dip during acceleration I conclude that the ECU curve, at least on my original firmware ECU, kinda sucks.
It seems as if one could approximate the tuning center strategy, on paper. Which is to say, instead of just correcting the static rpm mixture, we could create trim values which would enhance the ECU curve as the motor is accelerating (under load).
Suppose we measure an unloaded rpm for each throttle position (0,2,5,10,20,40,60,80,100), using 3rd gear and flat ground. If we start with a statically-corrected map, which in my case only required a corrected 3500-5250, we can use the unloaded rpms for each throttle position as a pivot point. Any rpm below that point should mean the motor is under load/accelerating, and above that point should be decellerating.
If we made a map with increasing trim column values below each unloaded rpm, we should see an acceleration boost. The values would take some tweaking, just small values to enhance the existing ECU curve where it fails to maintain good fuel. The important thing is to recognize the unloaded rpm points for each throttle position. Unknown how much these change per gearing, so it may need to be more than one cell tall.
It may also be possible to trim each unloaded rpm point back to an economy setting, while still maintaining acceleration boost whenever the rpm falls in each throttle column.
Anyways, something to consider. I will try to gather the unloaded rpms for my bike. It shouldn't be too bad since I have the lcd unit, but it still might be time consuming.
I've got a 2008 TE450, powerup, with a PC III. I didn't have luck with the PC supplied maps on my bike so I experimented and made a very basic map with the help of an O2 gauge. My map simply corrects a fuel deficiency @ 3500-5250 with +4. Runs ok, consistent fuel at most rpms, but still a bit lazy.
After reading about the dynojet tuning center method of map development (making trim values per load at each throttle position) , and also the AutoTune device, I see that my map is not ideal for best performance because my map still relies on the ECU curve to normalize the mixture during acceleration. Since I almost always see an O2 dip during acceleration I conclude that the ECU curve, at least on my original firmware ECU, kinda sucks.
It seems as if one could approximate the tuning center strategy, on paper. Which is to say, instead of just correcting the static rpm mixture, we could create trim values which would enhance the ECU curve as the motor is accelerating (under load).
Suppose we measure an unloaded rpm for each throttle position (0,2,5,10,20,40,60,80,100), using 3rd gear and flat ground. If we start with a statically-corrected map, which in my case only required a corrected 3500-5250, we can use the unloaded rpms for each throttle position as a pivot point. Any rpm below that point should mean the motor is under load/accelerating, and above that point should be decellerating.
If we made a map with increasing trim column values below each unloaded rpm, we should see an acceleration boost. The values would take some tweaking, just small values to enhance the existing ECU curve where it fails to maintain good fuel. The important thing is to recognize the unloaded rpm points for each throttle position. Unknown how much these change per gearing, so it may need to be more than one cell tall.
It may also be possible to trim each unloaded rpm point back to an economy setting, while still maintaining acceleration boost whenever the rpm falls in each throttle column.
Anyways, something to consider. I will try to gather the unloaded rpms for my bike. It shouldn't be too bad since I have the lcd unit, but it still might be time consuming.