MOTOR TUNING HARLEY-DAVIDSON - ACTIA CZdiag4bike.eu/help/hd/data/tuning-en.pdf · MOTOR TUNING®...

14.5.2007 Changes to Instruction Manual reserved

ACTIA CZ s.r.o. (Ltd.), Lesní 47, 390 01 Tábor - Horky, Czech Republic Phone: +420 381 410 100; Fax: +420 381 253 043 [email protected]; www.actia.cz; www.diag4bike.cz

tuning-en.docx All trademarks/copyrights acknowledged;

no motorcycle manufacturer approval or endorsement implied.

Last update: 29. September 2015 Changes to this document reserved (text and photos)

MOTOR TUNING®

HARLEY-DAVIDSON from the SW 12 version

The information in this manual is intended for users of the DIAG4BIKE™ diagnostic, and Diag4Tune™ tuning tools. It can also be used as a source of interesting information for bikers. The manual shows that to optimise the fuel maps of a Harley-Davidson® is not necessarily a laboriously process requiring the installation of additional "electronic add-ons"; and that there is a very easy alternative. The solution is a simple change in the programming of the electronic control module via the diagnostic connector, it’s called Diag4Tune. Also, it is only a matter of seconds to return the bike to its original configuration.

http://diag4bike.eu

TUNING OF HARLEY-DAVIDSON® ENGINES

tuning-en.docx — 2 — All trademarks/copyrights acknowledged;


CONTENTS

1. INTRODUCTION ................................................................................................................................................................................................................................................... 3 2. ENGINE TUNING - DIAG4TUNE ........................................................................................................................................................................................................................... 4 2.1 MAIN MENU .......................................................................................................................................................................................................................................................... 4 2.2 REASONS FOR TUNING (IN RELATION TO H-D

® ENGINE)............................................................................................................................................................................... 4

2.3 TUNING FOR MECHANICAL MODIFICATIONS ................................................................................................................................................................................................... 4 2.4 POSITIVE RESULTS OF TUNING BY MECHANICAL MODIFICATIONS - IF TUNING IS SUCCESSFUL .......................................................................................................... 4 2.5 POSSIBLE NEGATIVE CONSEQUENCES OF TUNING WITH MECHANICAL MODIFICATIONS ...................................................................................................................... 5 2.5.1 CAUSES OF NEGATIVE BEHAVIOUR OF THE ENGINE .................................................................................................................................................................................... 5 2.6 FUEL MAPS - SUMMARY OF THE IMPORTANT FACTS .................................................................................................................................................................................... 5 2.6.1 VE MAP OF THE FRONT CYLINDER – VE FRONT ............................................................................................................................................................................................. 6 2.6.2 VE MAP OF THE REAR CYLINDER– VE REAR................................................................................................................................................................................................... 6 2.6.3 MAP OF TARGET AFR – AFR .............................................................................................................................................................................................................................. 6 2.7 WHAT IS A NARROW BAND LAMBDA SENSOR AND STOICHIOMETRIC AIR-FUEL RATIO (AFR) ................................................................................................................ 7 2.8 INJECTION SYSTEM OPERATING IN A CLOSED LOOP .................................................................................................................................................................................... 7 2.9 HOW TO TACKLE THE NEGATIVE EFFECTS OF TUNING THROUGH MECHANICAL MODIFICATIONS ....................................................................................................... 8 3. TUNING PROCEDURE ......................................................................................................................................................................................................................................... 8 3.1 PREPARATION OF THE MOTORCYCLE ............................................................................................................................................................................................................. 8 3.2 PAIRING THE MOTORCYCLE .............................................................................................................................................................................................................................. 9 3.3 EASY MODE........................................................................................................................................................................................................................................................ 10 3.4 VE MEASUREMENT ........................................................................................................................................................................................................................................... 11 3.4.1 BENCH TEST ...................................................................................................................................................................................................................................................... 11 3.4.2 ROAD TEST ........................................................................................................................................................................................................................................................ 14 3.4.3 VE ANALYSIS TEST ........................................................................................................................................................................................................................................... 15 3.5 ADVANCED MODE ............................................................................................................................................................................................................................................. 16 3.6 ECM FLASH ........................................................................................................................................................................................................................................................ 21 3.7 MAPS DOWNLOAD ............................................................................................................................................................................................................................................. 21 3.8 END OF THE TUNING ........................................................................................................................................................................................................................................ 22 4. CONCLUSION ..................................................................................................................................................................................................................................................... 22




1. INTRODUCTION

Engine tuning is a demanding technical field which includes a wide range of modifications to the engine and its accessories. In the case of Harley-Davidson

® motorcycles, the robust construction of the traditional V-Twin

engine increases the wide range of modification options. However, this is not the main reason for the popularity of H-D

® engine tuning. It was the specific culture of the Harley-Davidson

® riders that significantly enriched the

goals of tuning. The following description is not intended for very specific tuning of high-performance engines and supercharged engines for racing purposes where riding comfort in cruising modes and engine life is not the goal. A significant portion of the information below is generally valid, but we will only be dealing with engines with electronic fuel injection system (EFI- DELPHI). In the following description, we will try to gradually describe and analyse the situation from scratch. Many of the experienced readers will be taken aback by some obvious information, or they will wonder about some simplifications that we will use, even intentionally. Our goal is not to provide deep technical information specifying all the functions of the H-D

® EFI system. Our aim is to show the directions, especially to those engine

specialists who have an excellent knowledge about H-D® bikes with carbureted engines, how to tune the EFI

system for the same performance levels of a carbureted engine. In 2011 ACTIA CZ first developed and started selling the Diag4Bike™ diagnostic system which has gained a global reputation as a first class diagnostic scan tool. The Diag4Bike™ can be compared to the factory device used by the Harley-Davidson

® dealer network. It is available in many languages, affordable and extremely user-

friendly. Our next big step was in 2013, when we completed the development and launched a tuning tool for Harley-Davidson

® engines. This new tuning tool is the Diag4Tune™ program which is part of the Diag4Bike™

diagnostic program as of version V12. As before, our goal was to design a tool with a simple structure, combining ease of use with maximum help in tuning. The main advantage of this system is that there is no need to mount anything to the motorcycle. All changes to the maps (fuel, ignition advance, RPM limiter etc.) are performed directly in the Electronic Control Module (ECM) via the diagnostic connector. Before starting the tuning, the original configuration of the bike's electronic control module is backed up, so it is always possible to revert to the original condition of the engine within a matter of seconds. If there is anything you don't understand in the following text please feel free to contact us. We welcome your comments and will do our best to answer any questions you might have.




2. ENGINE TUNING - DIAG4TUNE

2.1 MAIN MENU

Fig. 1 – DIAG4TUNE Main Menu

2.2 REASONS FOR TUNING (IN RELATION TO H-D® ENGINE)

Motorcycle design – Customizing the motorcycle to meet the individuals design o Changes to engine intake system o Changes to exhaust components

Making sound of the V-Twin engine more distinctive

Increasing engine performance (preferring an increase in torque at medium RPM of the engine rather than racing for maximum performance nearing the RPM limits)

2.3 TUNING FOR MECHANICAL MODIFICATIONS

Installation of a new engine intake system which is usually accompanied by the installation of a high flow air filter

Mounting of new exhaust components or the whole exhaust system. Additionally, in the case of an "open exhaust", there may be an alternative with additional installation of a baffle for long trips.

Modifications to the combustion chambers keeping the same or increasing the compression ratio

Modifications to the distribution system (changes of dimensions and timing of valves and/or accelerating the valve function, i.e. replacing the cam)

2.4 POSITIVE RESULTS OF TUNING BY MECHANICAL MODIFICATIONS - IF TUNING IS SUCCESSFUL

Owner has an individualised motorcycle

The sound of the engine is tuned to the requirements of the owner

The engine maintains stable running in all cruising modes

The engine accelerates smoothly and steadily from low RPM modes

The increase in engine performance parameters can be sensed when accelerating (even partially) and there is a need for a stronger grip of the handlebars and evidently quickly diminishing objects in the mirror




2.5 POSSIBLE NEGATIVE CONSEQUENCES OF TUNING WITH MECHANICAL MODIFICATIONS

The engine runs rough in some cruising modes (e.g. urban cruising at 30-50 km/h, 20-30 mph), and it is difficult to find the optimal gear to suppress an occasional and annoying miss of the engine ignition

The engine lags under hard acceleration

The actual performance is less than what was promised by the tuning parts supplier

Engine backfires during decelerations

2.5.1 CAUSES OF NEGATIVE BEHAVIOUR OF THE ENGINE

In most cases, components of the intake and exhaust have been installed which have a greater flow of air or exhaust gases than the original components. As a result, the engine is able to take in a larger amount of air compared to the original condition. This means that you have managed to increase VE - Volumetric Efficiency of the engine expressed in %. Simply said, VE value is expressed by the following relationship: VE = (amount of the actually air taken in) / (engine displacement) % VE values are arranged in a map (table), they are stored in the electronic control module of EFI, and represent volumetric efficiency of the engine over the entire range of the engine function. There are two types of VE maps; generally, the most widespread VE map is organised as the dependency of VE on the engine speed (RPM) and the angle of the throttle opening (TPS throttle position sensor). New types of injection systems use a map arranged as dependency of VE on the engine RPM and the absolute pressure in the intake manifold (after the throttle) (MAP = manifold absolute pressure), and it is expressed in kPa. The important fact is that each cylinder has its own VE map. Each cylinder has a different pattern of VE, particularly due to the V-twin cylinder arrangement.

By installing new intake or exhaust components, or both of these, we have managed in certain modes to increase the VE values, then we have quite clearly created conditions for increasing the torque of the engine in these modes by the same percentage.

For a tuning centre which modifies the construction of exhaust pipe(s) and intake systems, a VE map is key, for evaluating the results of tuning. This means that the biggest advantage of a VE map as a measure of successful tuning is that it describes the global pattern of the torque characteristics of each cylinder of the engine in all RPM and performance modes. In contrast, when measuring performance parameters of an engine at any test bench, you can only obtain performance data for the entire engine. In most cases, this is only what we call external performance characteristics. These characteristics are measured only at full throttle, a mode rarely used in normal operation. Furthermore, this measure is loaded with measurement errors exceeding 5% of the measured values.

2.6 FUEL MAPS - SUMMARY OF THE IMPORTANT FACTS

VE maps for each cylinder are the basis of the fuel maps. These show the ability of the engine to take in air. When we have mounted new components (intake system, exhaust pipe, etc.), it means a significant modification to VE maps. The fundamental problem is that the electronic control module of the EFI does not know about it yet and it still controls the mixing air-fuel ratio (AFR)

1 for the engine in the same way as before with the original

components (intake, exhaust, etc.).

AFR value is expressed by the following equation (the amount of air and fuel is expressed in kg): AFR = amount of intake air / amount of fuel injected,

This brings us to another part of the fuel map, which is the AFR map. It defines target AFR values in the control module. This is only one common map for both cylinders and is defined as the dependence of the target AFR on engine speed (RPM) and the absolute pressure in the intake manifold (after the throttle valve, MAP - manifold absolute pressure).

In total therefore, there are 3 fuel maps of H-D® engines:

1 AFR Air/Fuel Ratio http://en.wikipedia.org/wiki/Air% E2% 80% 93fuel_ratio (txt: http://en.wikipedia.org/wiki/Air%E2%80%93fuel_ratio)

http://en.wikipedia.org/wiki/Air%E2%80%93fuel_ratio




2.6.1 VE MAP OF THE FRONT CYLINDER – VE FRONT

Fig. 2 – VE Map of the front cylinder – VE FRONT

2.6.2 VE MAP OF THE REAR CYLINDER– VE REAR

Fig. 3 – VE Map of the rear cylinder – VE REAR

2.6.3 MAP OF TARGET AFR – AFR

Fig. 4 – Map of the target AFR – AFR




Based on these three maps, the EFI calculates the amount of injected fuel in all modes. The amount of fuel is determined by the basic parameters of the injector, i.e. the fuel flow per unit of time and the time of injection which is controlled by the EFI system. There is one important exception, which is applied when the value is set at 14.6 in the AFR map. If the engine ranges within the modes where the target value in the AFR map is set to 14.6 and the injection system is equipped with a narrow-band lambda sensor, it immediately begins to work in a closed loop.

2.7 WHAT IS A NARROW BAND LAMBDA SENSOR AND STOICHIOMETRIC AIR-FUEL RATIO (AFR)

A lambda sensor can very accurately evaluate the stoichiometric air-fuel ratio (AFR) which is currently 14.6 (sometimes referred to as 14.7) kg of air per 1 kg of fuel. In theory, this is the ratio which should result in complete combustion and therefore the most economical fuel efficiency with minimal amount of harmful combustion gas. It can be expressed by a simple chemical equation: 14.6 kg of air (21% O2 + 79% N2) + 1 kg of petrol (CxHx) => (H2O + CO2 + N2) Note: The stoichiometric ratio of 14.6 (or 14.7) is obviously dependent on the chemical composition of the petrol fuel which is a mixture of defined classes of different hydrocarbons. The value specified represents the conventionally determined average value for the standard petrol fuel.

Therefore, if you burn gasoline fuel with the correct amount of air (hence oxygen, because in theory nitrogen, as an inert gas, does not enter the reaction), the result of combustion is only water, carbon dioxide that we drink in beer and soda, and inert nitrogen. Carbon dioxide is "food for plants which, through photosynthesis acquire carbon from it, which is important for the construction of the plant body, and they release oxygen back into the atmosphere". In fact, CO2 has been branded the main culprit of global warming by the "green terrorists" who managed to assert its control as a pollutant for internal combustion engines as well. It is partly a paradox because maximum CO2 emissions of engines represent their optimal settings in the stoichiometric ratio - AFR. The only way to achieve these restrictions is "downsizing" of engines, i.e. reducing the displacement of the engine trying to compensate this by increasing its efficiency. In Harley-Davidson

® engines this would entail reducing

displacement of the engines every year, a trend already evident in cars. Bright prospects.

2.8 INJECTION SYSTEM OPERATING IN A CLOSED LOOP

If the Fuel Injection system operates in a closed loop, it means that the fuel map is taken as a default for the calculation of the amount of fuel controlled by the time of fuel injection, then the calculation is corrected by the information from the lambda sensor for each cylinder to achieve AFR of 14.6. Seemingly, it should be sufficient just to use a closed loop across the entire engine operation range to compensate for the modification of the intake and exhaust systems, and the engine should automatically use the newly acquired better engine filling without further modification. True, but only to a very limited extent; for two reasons: 1. The control system of the lambda sensor is restricted to a limited operating range around the stored

fuel maps, which is logical. The task of the control system is also to indicate any failures of the fuel preparation if they exceed the permitted tolerance. If this does happen, the system will start working in an emergency mode which will try to keep the engine running to finish the journey, and limitations can be expected in higher values of MAP, i.e. in the area of higher engine load areas.

2. Although controlled combustion with AFR of 14.6 is optimal in terms of fuel consumption and harmful

engine emissions, it is not an optimal value for maximum torque which requires the AFR to be at 13.5 (i.e. with an excess of fuel). Even richer mixtures are used in the area of maximum performance parameters, down to about 12.5 AFR. Excess of fuel works as a coolant which protects the combustion chamber and its components from overheating. In this case, latent heat of excess fuel is used to remove excess heat from the combustion chamber during the conversion from liquid to gaseous states.




2.9 HOW TO TACKLE THE NEGATIVE EFFECTS OF TUNING THROUGH MECHANICAL MODIFICATIONS

Ironically, after installing performance-boosting components – intake and/or exhaust components – one often ends up with less performance than before the changes. It is often caused more by our wish than the reality; the bike sounds better but there are now some inconsistencies in some modes of the cruising range. Often warnings in the installation instructions of a new intake or exhaust components are underestimated, as they do recommend optimising fuel maps. So, there are 3 options to address the problem: 1. Get used to the flaws of the engine - then there is no point in reading further 2. Reinstall the original intake or exhaust components - again, there is no point in reading the further text 3. Reconfigure the fuel maps for your bike - then continue reading the following text

3. TUNING PROCEDURE

3.1 PREPARATION OF THE MOTORCYCLE

Before starting any tuning, in which you are going to modify the engine control system, you need to: 1. Check the functions of the motorcycle systems using the Global Test diagnostic function of the

Diag4Bike™ and perform a detailed check of the EFI system through measured parameters. A fault in any motorcycle control module may compromise communication via the diagnostic line used for the tuning operations.

2. Check for proper function of spark plugs by checking flash-over voltage, which must be below 10 kV at idle RPM. If you don't have ability to measure this and the mileage of plugs is over 5,000 kilometres (3,000 miles), carry out preventive replacement. While checking the plugs, check also the ignition cables and ignition module.

3. Replace or wash the air filter. 4. Ensure reliable power supply to the dash board network by checking the battery of the motorcycle. If

low battery capacity is identified, replace the battery or provide continuous external charging. 5. Check whether any tuning device has been mounted and if so, it must be disconnected from the EFI

control module, especially from the diagnostic line. 6. Check whether tuning of the model and year of manufacture is supported by the Diag4Tune™ tool.

Ověření – (link na aktuální tabulku) 7. Insert the tuning dongle to the USB connector (Tuning Dongle) - see Fig. 5.

Fig. 5 – Tuning dongle Fig. 6 – AFR Tuning Monitor

If you are going to perform measurement of VE maps: 8. Install the AFR tuning monitor (see Fig. 6). Pay close attention to the installation of broadband lambda

sensors which are to be mounted (if possible) instead of the original narrow-band (narrow) lambda sensors (see Fig. 7). Always pay attention to the quality of the thread when mounting the measuring broadband lambda sensor. If the thread is deformed, it is necessary to repair it. The thread is usually M18x1.5 (metric thread).




Fig. 7 – DIAG4BIKE & AFR Tuning Monitor - connection

3.2 PAIRING THE MOTORCYCLE

Fig. 8 – Icon for pairing of the motocycle (Pairing&Backup) Fig. 9 – Icon for restoration to the original condition of the motorcycle (Restore)

This operation performs pairing of the motorcycle to the tuning dongle (Tuning Dongle) while backing up the original EFI status so it can be restored at any time. If you start the tuning by the pairing procedure and the connected motorcycle

(model + year) is not yet supported by the Diag4Tune™ tool, the system does not perform pairing and the tuning dongle remains empty. The operator will obviously be informed. The tuning dongle can only be paired to one bike. After pairing, its content cannot be changed. After a successful pairing, the Pairing&Backup icon (see Fig. 8) changes to RESTORE (restore, see Fig. 9).




Demo movie (online only) www.diag4bike.eu/help/hd

3.3 EASY MODE

Fig. 10 – Icon for easy modification of the mixing ratio (Easy mode)

Easy Mode is a tool for easy modification of the Air Fuel Ratio (AFR). As the current VE maps are not correctly set it is also not possible to set the absolute values of the mixing ratio - AFR. Therefore, the Easy Mode allows you to change (in %) the current mixing ratio in all operating modes of the engine. This is actually a direct replacement for electronic modules from different aftermarket manufacturers which for the same purpose must be laboriously mounted on the motorcycle while having to rely on the weather and mechanical resistance of the piggyback, as well as the skill of the person installing it on a Harley-Davidson

® motorcycle. In addition, this piggyback is a clear sign of an engine modification for any

MOT test.





3.4 VE MEASUREMENT

Fig. 11 – The icon for setting up the updated VE map (VE MEASUREMENT)

VE Measurement (VE measurement) is a procedure which sets up the updated VE maps for each cylinder in relation to the actual condition of the engine and its accessories, especially the intake and exhaust (all detailed in the introduction). Professional tuning should always begin with this procedure. It is not necessary only if you already know VE maps of the engine (the same model and year of manufacture) with equivalent equipment of the intake and exhaust. VE maps are to be measured with the loaded engine using two optional procedures, the Bench Test and Road Test. Bench Test is a measurement procedure which is carried out solely at a power bench (dynamometer) and Road Test measurement is a procedure designed for a road test. In any case it is necessary to install the AFR tuning monitor.

3.4.1 BENCH TEST

Fig. 12 – The icon for Bench test




Fig. 13 – VE Measurement

Upon the start of the operation, a map of measurements (see Fig. 13) is displayed which clearly shows the number of measurements in each cell of the map. The header of the map shows the current measured values. The task of the operator who controls the motorcycle at the station and load characteristics of the station is to gradually perform a sufficient number of measurements in each cell of the measuring map. The map is provided with an inactive mask (gray cells). These cells are not included in the measurement. The area of the current engine mode is clearly indicated with the cursor. The minimum number of measurements is 7 (a light green cell) and the optimum number is at least 15 measurements (green cell). The default sampling rate of the measurement is set to 0.5 sec. The measurement control is similar to a recorder. Therefore, you can start, pause or stop the recording, (recording of measurements). It is obvious that the system does not start storing the measurements until the engine has reached the operating temperature, or it leaves the range during the measurement. If the engine temperature is lower than required, the color of the reading is blue and flashes. The temperature reading turns red if you exceed the maximum permitted temperature for the measurement. Temperature is measured at the engine cylinder. Operating temperature of the Evolution engine (Sportster): 140-190 °C / 284-374 °F Operating temperature of the Twin Cam engine (Dyna, Softail and Touring mod.) 80-140 °C / 176-284 °F The RPM reading also changes its color dynamically. By default, it turns red when the engine RPM exceeds the limit of measurement. RPM limit = (RPM of the limiter) - 100 min

-1

The time and efficiency of the measurement is mainly determined by the experience of the operator. When measuring on a power bench Smart Bench (ACTIA CZ product - see below) the total coverage of the VE maps takes 30 to 60 minutes, depending on the structure of the maps. The following maps are displayed as a result of the VE measurement:




Original VE maps (front and rear cylinder)

New (measured) VE maps (front and rear cylinder)

Differential VE maps (front and rear cylinder)

AFR maps of the measurements (the control maps measured with a target value of AFR = 13.5)

A map showing the number of measurement samples The system then offers to store the new VE maps to your PC and to the EFI system of the motorcycle. You should accept this unless the measurement contains an evident error. After this operation, you have new VE maps stored in the EFI. To decide on further procedure, you need to evaluate the differential VE maps. If the difference in VE is less than 5%, you can finish the measurement and regard the result as final. If there are more differences in VE exceeding 5%, it is necessary to repeat the measurements. The new VE maps from the first measurement will now be used as default VE maps. From experience, it is usually necessary to use two measuring steps for optimal setting of new VE maps. For the measurements it is possible to use any dynamometer. ACTIA CZ is currently developing the Bench test a power bench called Smart Bench (see Fig. 14) which includes the program Diag4Power.

Fig. 14 – Smart Power Bench - a power bench for the diagnostics and tuning of motorcycles

Fig. 15 – To view the latest leaflet, refer to www.diag4bike.cz (eu, com), Section Harley-Davidson

Smart Bench has multiple uses. The basis of its function is to simulate the load corresponding to driving on the road. Regarding diagnostics, it is an ideal and user-friendly tool for monitoring of the engine function and its accessories under load. Smart Bench uses roller driven fans used as a dynamic load to simulate the aerodynamic drag. Fans are also used as a source of cooling air for the tested engine. In most cases there is no need for additional cooling of the motor during the measurement of VE maps. This bench can also be successfully used to measure VE maps during the Bench Test described here. The test bench does not require any control during the measurement. The measurements are performed in steady and acceleration modes, at constant throttle opening. Adjusting the throttle is done using a (Throttle Control Limiter) – see Fig. 16.

http://www.diag4bike.cz/




Fig. 16 – Throttle Control Limiter


In addition, Smart Bench can very quickly and efficiently measure the external characteristics of power and torque depending on the engine RPM (relative to the crankshaft of the engine) and also parametric characteristics for different throttle opening.

3.4.2 ROAD TEST

Fig. 17 – Icon for Road Test

Before the start of Road Test, it is necessary to install on the motorcycle and mechanically secure the AFR Tuning monitor with the DIAG4BIKE™ communication interface. After the start of the measuring operation of Road Test the mode communication interface is set to the Road Test mode. You can then disconnect the USB communication link from the PC and start the road test. The aim is to use gradually each of the driving modes. Transitions between the modes should be gradual. You should bear in mind sampling which is identical to the Bench Test. Obviously, the result and the measurement range is dependent on the operator - the driver. Optimal space for this test is a safe and sufficient asphalt surface (preferably airport) or a road with little traffic.




An experienced operator is able to cover the maps within about one hour. The total memory capacity for the road test is 32 hours of drive, or a period during which the ignition is on. The following maps are displayed as a result of the VE measurement:

Original VE maps (front and rear cylinder)

New (measured) VE maps (front and rear cylinder)

Differential VE maps (front and rear cylinder)

AFR maps of the measurements (the control maps measured with a target value of AFR = 13.5)

A map showing the number of measurement samples The system then offers to store the new VE maps to your PC and to the EFI system of the motorcycle. You should accept this unless the measurement contains an evident error. After this operation, you have new VE maps stored in the EFI. To decide on further procedure, you need to evaluate the differential VE maps. If the difference in VE is less than 5%, you can finish the measurement and regard the result as final. If there are more differences in VE exceeding 5%, it is necessary to repeat the measurements. The new VE maps from the first measurement will now be used as default VE maps. From experience, it is usually necessary to use two measuring steps for optimal setting of new VE maps.


3.4.3 VE ANALYSIS TEST

Fig. 18 – Icon VE Analysis test

This is an upcoming feature which will allow you to compare any two selected VE measurements. When measuring VE in two steps, it is possible to use this function, for example, to view the final difference between the original condition and the result of the second measurement.




3.5 ADVANCED MODE

Fig. 19 – Icon for modification of all available maps (Advanced mode)

Advanced Mode is a tool to modify all available maps in this mode. This includes the AFR map, VE maps, ignition advance maps and RPM limiter. The use of the Advanced Mode for the optimisation of the fuel maps is a logical continuation of the VE measurements, you have actually measured how the engine (each of its cylinder)"breathes". Advanced mode allows you to manually change VE values, but there is no reason for it if you have measured and set the new current VE maps. Having followed the proper process of fuel maps optimisation, the next step is to set the second important part of the fuel maps - the AFR map, i.e. the map of the target AFR values which is now the guiding principle for the EFI system to calculate fuel injection and therefore the actual AFR of the engine.




Fig. 20 – AN example (A) of a typical AFR map (XL 1200)

An example of a typical AFR map (XL 1200) is shown in Fig. 20. The values of 14.6 are the engine modes where the EFI system sets stoichiometric ratio of the combustion controlled by built-in lambda sensors. Lower AFR (richer mixture) is set only for extreme modes (high RPM and full throttle, MAP close to 100 kPa). In this case the main reason for using a rich mixture is better cooling of the engine in extreme modes and partly also increased power (as shown below). A relatively rich mixture is also set for closed throttle throughout the entire RPM range (MAP around 20 kPa). In this case, the reason is to suppress back-fire during deceleration. EFI maintains the mixing ratio well above the ignition limit so that the mixture burns out reliably and to prevent its accumulation in the exhaust. If it accumulated in the exhaust, there would necessarily be some random ignition of the mixture in the cylinder which would in turn ignite the unburned mixture in the exhaust with a strong acoustic manifestation. The marginal modes described in the previous paragraph are not interesting in terms of tuning (unless our goal is to annoy a neighbour or their dog by occasional back-fire to the exhaust). Our region of interest should be the area where the target AFR is set to 14.6, i.e. we should focus on controlling the mixing ratio by closed loop of lambda sensors. This is undoubtedly the best way of control, in terms of engine emissions and more or less in terms of fuel consumption. However, it is obviously not optimal with regard to the achievable torque and engine power, which is illustrated by the following characteristics.




Fig. 21 – The pattern of maximum torque of the V-Twin engine, depending on the set AFR

Description of Fig. 21: These characteristics show the maximum torque curve of the V-Twin engine (which was always found in the speed range from 2500 to 3000 min

-1) depending on the set AFR (see Demo movie

www.diag4bike.eu/help/hd). The green curve represents the measurement at 100% throttle opening. The orange curve represents the maximum torque pattern in continuous throttle opening to 60%. The black curve shows the average value. The results of the measurement show that torque characteristics can be increased merely by appropriate setting of AFR. Further development has led us to the definition of ACTIA CZ Dynamic AFR maps. These maps are preset as menu templates on displaying the AFR map. They are based on a compromise adjustment of maps. During road tests, we have defined an area that is used for steady cruising modes with minimal requirements for dynamic transitions. In these modes, it is not necessary to increase the torque characteristics and more focus is on the economy of operation, and thus optimal emission engine behaviour. These modes generally range in the area defined by the MAP up to 60 kPa. In this case therefore, it is desirable to maintain the target AFR at 14.6, i.e. to control the mixing ratio by a closed loop of lambda sensors. However, a completely different situation is in the area over 70 kPa as defined by MAP. This area represents the dynamic modes (acceleration) where it is desirable to use the maximum potential of the engine at the expense of economy of the operation. In these modes, therefore, the target values of AFR are to be set within the range from 12.5 to 13.5 (see Fig. 22).




Fig. 22 – AN example (B) of a typical AFR map (XL 1200)

As mentioned in the introduction to tuning, the goal of tuning is not only increased performance characteristics. It also includes increased driving comfort. A well-known example is the behaviour of the XL 1200, the Evolution engine with an "open intake and exhaust" during urban cruising at 50 km/h (30 MPH), usually in the 3rd gear. The engine in these modes has occasional ignition gaps, which feels very uncomfortable and can sometimes even compromise driving safety (Slow Cruising Jerking). After much analysis, we have come to a conclusion than this is caused by unstable behaviour of closed control loop of the lambda sensor. As a remedy, to significantly suppress or completely eliminate these negative manifestations of the Evolution engine, it is advisable to set the AFR within the range of 13.5-14 (in the mode mentioned) in order to turn off the closed control loop. Maps equipped with this compensation mode are preset as menu templates as well, when displaying the AFR map (see Fig. 23). In any case, there is enough space for experiments for tuning operators. It is possible to look for the optimum value of the compensation AFR. We sometimes encounter a similar challenge in the case of the Twin Cam engines.




Fig. 23 – AN example (C) of a typical AFR map (XL 1200)





3.6 ECM FLASH

Fig. 24 – The icon for quick selection from the prepared maps on PC (ECM Flash)

The ECM Flash procedure is used for rapid selection of the prepared maps on your PC and their downloading (saving) into the engine control module of EFI. This procedure is suitable for road tests (in the field) of the preset maps.


3.7 MAPS DOWNLOAD

Fig. 25 – Icon for the download server (Maps download)

This is an upcoming feature that will allow you to use the forthcoming download server of newly defined and measured maps for general use by all users of the Diag4Tune™ tuning system.





3.8 END OF THE TUNING

After the end of the tuning in which we have modified the installation of lambda sensors and programmed the EFI control module, we need to: 1. Uninstall the AFR tuning monitor, if it was used. Pay special attention to refitting the narrow-band

(narrow) lambda sensors. Always pay attention to the thread quality of the lambda probes. If the thread is damaged or deformed, it is necessary to renew it. The thread is usually M18x1.5 (metric thread).

2. Check the function of the motorcycle system using the Global Test diagnostic function and by performing a detailed check of the EFI system using the measured parameters. It is very likely that errors have been set up of the lambda sensors which had been removed. In such a case, it is a historical error that is to be deleted by the DIAG4BIKE™ diagnostics. Check the function of the lambda sensors by the diagnostics using the parameters measured.

4. CONCLUSION

The primary goal of this operation manual was to describe how to work with the Diag4Tune™ tuning tool when optimising fuel maps. We are providing our customers with a very powerful tool the features of which are missing in the original Harley-Davidson

® diagnostic device. During the development of the tool (like in the

DIAG4BIKE™ diagnostics) we paid much attention to user-friendly controls. Nevertheless, we expect a series of training sessions for users and our distributors in Europe, U.S. and obviously at the ACTIA CZ's headquarters. We also plan to extend the e-mail help system by tuning support. The operating instructions also include many descriptions that explain the arrangement of the EFI fuel maps for the Harley-Davidson

® engines. The information is primarily intended for the users of the DIAG4BIKE™

diagnostics and Diag4Tune™ tuning tools. It can also be a source of interesting information for bikers. At least, they will learn that to optimise fuel maps of their H-D

® it is not necessary to laboriously install additional

"electronic add-ons" on their bikes, and that there is a very comfortable alternative. The solution is a simple change in the program of the control module via the diagnostic connector and it is called Diag4Tune™. Also, it is only a matter of tens of seconds to return the bike to its original condition. In addition, it should also be noted what the expected benefits of tuning are - through optimising the fuel maps, as described above. From our experience we can say that, after installing open intake and exhaust systems, an increase in torque within the range of 10-20% can be achieved. However, this is not the only positive outcome. In most cases, driving comfort will improve significantly by extending the usable engine RPM for each gear, especially at low engine speeds. It is obvious that by this achievement we have not ended our work on tuning. Like in the diagnostics, we will be adding features and launching them within updates for the Diag4Tune™. Of course, the priority is to extend the coverage to models depending on the year of production. For example, in 2014 we plan to expand the Diag4Tune™ tool by adding optimisation processes for ignition advance characteristics. For most users of the DIAG4BIKE™ tool, repairs, maintenance, modifications, construction and tuning of Harley-Davidson

® motorcycles are a daily routine and, as I personally got to know some of them, also a deep

passion. And for all users of the Diag4Bike™, which includes the Diag4Tune™ tool, I wish you have a lot of creative fun with customising Harley-Davidson

® engines.

Josef Hořejší, CEO of ACTIA CZ Tábor

& ACTIA CZ Team, Czech Republic

Date post:	17-Jul-2018
Category:	Documents
Upload:	truongduong
View:	221 times
Download:	0 times

MOTOR TUNING HARLEY-DAVIDSON - ACTIA CZdiag4bike.eu/help/hd/data/tuning-en.pdf · MOTOR TUNING®...

Documents