EFI Controller Fuel Map Theory

[mania]

Would anyone here have any good links to sites

that teach or explain EFI controller fuel map theory?

I have googled but not really found anything good.

I am curious & would like to read more about the thinking behind

certain values.

In its simplest form I can understand simple enriching & leaning

throughout the map at various throttle settings & RPM

But I cannot figure why at certain single points a map might

show a negative number (leaner) then right after revert to a positive higher up in the

throttle position but at the same rpm. Is this just trimming out a dip in the powerband?

For instance in this example map at 8750 rpm & 15,20,40 throttle openings

I see a steady enriching at 60% throttle start to decrease that enriching but at 80%

a negative number then back to enrich at 100% ?

Just curious why & would like to learn more about this

[Gomyway]

Good morning @mania

with the writeup from a tuning company in Germany I sometime ago made for another forum maybe I can give you a lil bit inside but be careful since its a long text and about the above setting thats what the real tuner will call a bouncing castle...

Here's the link to the german website http://www.bdperformance.net/autotune_selfmapping.html the long text (translated by Google-Translator) and for the missing diagrams in the text please take a look at the website:

Autotune / Self mapping ...

Marketing gimmick or highlight?

For some time now holds more electronics and technology to move into the area of ​​set-up work for injection.
What with expensive professional equipment, such as MoTeC, Magneti Marelli, etc., is a data logging system, in use, is now as supposedly fully automated system for relatively little money as an additive or auxiliary device in the most common and popular peripherals such as Power Commander, Rapid Bike, Bazzaz, AFR Tuner etc. offered.
What can these systems? "Autotune and self mapping - Blessing or Curse"
We have considered these units closer and based on its own testing, sound experience and present opinions from customers based on analysis of their experiences. We are neither importer nor a pure online retailer. Of course, we like to sell products, but we want fair to point out to our customers on the pros and cons of these systems.
It is in this analysis does not even go to see who is the best system calls his own or may call, but rather the actual function in the light of the practical applications.
Disregarded remain the v.g. Systems, which are used for many years in the professional success. These systems are in price structure, due to the more extensive equipment and facilities much higher and can not be compared with the logically located relatively new on the market competitive systems.
Also not considered here are the pricing differences, combined with the available options. Here is the price range of about 298,00 EUR (Dynojet Autotune kit) goes to 1.500,00 EUR (Dimsport Rapid Bike Tuning Bike Kit).
Advance the systems are all offered by their manufacturers as "easy" use and absolutely "reliable" tool to create a custom injection-map (mapping) quickly and inexpensively, without scrutiny, can. Hence the names like "autotune" and "self-mapping" to clarify that the maps (maps) for use with systems automatically and virtually create them play and everything in normal driving, eg through the Westerwald or wherever.
Alone from these statements can be identified already some doubts, considering that an American leader for additional injection modules, which themselves developed their own test facilities, this offering and also sells and maintains specialized technical operations and now offers its own product, which is the livelihood of these firms themselves extracts and their own ideology and the associated test stand-up work so absurd.
Other arguments, as loud as: Always the perfect mapping in different circumstances, such as weather changes, different riding areas and altitudes, as well as recent changes in the periphery of the bike, let the prospective customers quickly think of the jack of all trades and they should thus believe that here you have reinvented the wheel.

What is now behind it and how consistent are those advertising claims?
The answer can be so not easy. At least, some of the testimonials that have such systems are not a good experience and ultimately approached for map creation to us.
To make this topic understandable to the lay persons to some extent subjective and objective assessment, it requires one time being easy entry into the world of technical systems. Finally, one should also understand what one has to do it. After all, it lacks the accompanying descriptions and operating systems, with the recognition that it seems that every user of the system must be well studied motor technician.

Therefore, it is not just the individual points to be clarified:
- How do the systems?
- What conditions must be met for proper operation?
- Can any deal with the systems as simple or it requires expertise?
- What are the pros and cons of each system?
- You really need any more scrutiny, but only a basic understanding of the topic to develop in order to ultimately decide for themselves, whether and to what system you choose?.

Basically you will find also our enlightening information in the category: Individual adjustment and important advice in this matter of course as valid application.

We repeat, therefore, only the main points:
An ignition and injection characteristic field is designed by the manufacturer for each model motorcycle, then the respective laws, such as Homologation adjusted, and on the ECU (Engine Control Unit) - or whatever may be the internal name (there's still this CPU, CDI, BMSK, etc.) are stored. These maps are either directly or by someone else through direct intervention and programming or changeable only by the insertion of additional add-on modules, such as Bazzaz Performance, Dynojet Power Commander, Dimsport RapidBike, influence LeoVince FAST Fuel System, etc. in their configuration.
Since the mentioned systems affect the function of the "autotune" or "self-mapping" only limited to the injection map and do not affect the ignition map, we focus on further explanation only on the effect of the injection parameters.
Once the idea could arise: A car is already equipped for a long time with this kind of systems by the factory and it works perfectly well there.
This needs to be answered, that a car ignition map works with many more parameters and a variety of other electronic features, which currently in a motorcycle are not available and even for relatively little money in the form of such an autotune / self mapping system to be upgraded as much work as well as they will.
To mention just a small recordable want, it already requires a programmable ECU a blow from MoTeC M800 with appropriate hardware and software, which is used in the range of approximately from 6,000.00 EUR as a base model and then car offers similar opportunities .
We therefore remain at the current condition of a modern motorcycle engine: Equipped with fuel injection and the corresponding sensors, such as Air pressure sensor, temperature sensor, water temperature sensor, oxygen sensor, etc. etc.
Stop Stop! Oxygen Sensor?
Oh, we already have a lambda sensor, the one or the other might be thinking. Why it does not function exactly as the car ignition map also available with oxygen sensor control?
We now only interested in the difference between the two types of probes.
The single probe / jump lambda sensor, as used in the bike works, in principle, similar to a broadband probe (power generation), but is designed so that it has very little information as to the ECU. Either the composition of the mixture is in a predetermined range by the manufacturer or not. The probe used for this purpose only as an information source. The manufacturer or the ECU programmer has specified for the control region only a few parameters:
First At what throttle position (from - to angle)
Second At what speed (from - to revolutions pm)
A few other parameters such as engine temperature, etc. We should not be here further interest.
Let us as an example of a manufacturer ECU programming with lambda probe: control range is 0 to 20% throttle opening and rpm from 1100 to 6700. - Fixed Lambda value is "1".
In plain English, this means:
If the vehicle with a throttle position (including throttle opening angle - short DK) from 0 (neutral) to 20% DK and in the speed range from 1100 to 6700 rpm is moving, then the oxygen sensor and ECU will ensure that over the measured exhaust an AFR of about . 14.7 or lambda value is observed from 1.
Beyond, i.e. outside the specified range, this scheme is (off, so to speak) is not active and can then fix anything.
So far so good, now the question arises: Can not you use this probe to map creation / tuning etc?
No, you can not, because of the range and speed of the probe is not sufficient. Other wells in this matter does not matter now, and would take too long. For the inquisitive recommended, however the study elsewhere, such as wikipedia, etc.
In summary it can be stated:
Simple probe = fixed range will support as the control ECU.
Broadband probe = can be used for map control variable for each area.
Other questions that arise at this point is equal:
What happens to the standard oxygen sensor if you do not use this for an autotune / self mapping system?
You have to turn it off and complete control, since a new or different map used in the vg control range would not be make. Reminder: The control range is fixed and as long as the standard probe is installed, the control is also made as to whether self mapping with autotune / or not is no matter here.
How to disable the function?
Depending on your vehicle, there are different ways to get the appropriate control to override. At this point would be a listing of all opportunities to extensive and we recommend if required direct contact with us.
Now we come to the function of a "autotune / self mapping" system?
The systems work accordingly with a wideband sensor and give existing and measured exhaust emissions in the form of AFR or Lambda on to each module, and then configure, according to previously determined new values ​​within a table structure, the required changes in the standard injection values.
This table structure includes respectively the throttle valve opening angle on the one hand and the engine speed on the other side in order to set in a corresponding deviation of the new values.
Normally, these values ​​should arise "under load" are measured and processed, since the exhaust gas values ​​change in the state or roll on gas removal.
In plain language this means that the standard injection values ​​by the set target values, which are of course the system must specify by programming changes, and as a "map" created or maintained in the continuous use as a working condition. Ideally then a permanent condition of the load condition. Let's leave here but also against the outside.
But where do you want to know what values ​​are now perfect for my bike?
Legitimate question, but what really is no simple answer. Anyway do not want to reach as far as the satisfaction of the interested parties of such a system, the optimum. Are considered generally published values ​​following information (shown here as a lambda values):

Common area for cars - petrol engines:
AFR (commonly used English definition) and lambda are therefore only computational variables by the ratio of a combustion mixture, here designate air / fuel mixture easier.
The wideband sensor is able to see because of its technical structure and function within milliseconds response time, in what ratio is the current mixture and pass this as a signal to a display instrument or controller for further processing. The measurement and evaluation of the values ​​are continuously and thus this type of probe to be used to control an injection limited.
Due? Why only partially?
But also later in the "exhaust gas composition and placement of a broadband probe".
Also the fact that the measurement in the exhaust so only after the actual combustion process takes place and you look this asks what it uses a controller in hindsight to know how it was before, we have also left out, as modern systems have corrective opportunities so the information already arrive at a suitable place and time.
And that's where we put on with further education!
To distinguish this system uses two types of oxygen sensors.
First, the broadband lambda probe - exact terminology we have the following description for the sake of simplicity of description just go away - which as the name suggests in a broad band or range and very fast (milliseconds) can regulate anything.
What it governs and how, more on that later.
Secondly, the single oxygen sensor (lambda probe jump). This does not govern in a wide area and not as fast, but only serves as a fixed control unit, which also - in simple terms - has only two control areas. Let's say this: "out" or "at". Just like a normal switch.
These normal switch is found on his motorcycle as a lambda sensor in the most manifold system or connection to the exhaust pipe. In this form, there are also different versions again, as for example 2 cable or 4-wire probe or with large or smaller thread. But that should not matter for the time being, because the function is the same as always.
What or how now regulate these oxygen sensors?
The broadband probe, as they are also found in the autotune / self mapping systems or a test bed specialist, adjusts a voltage (volts). This voltage is generated because of the technical construction of this probe to the residual oxygen content (air) present in the exhaust gas and reacts according to the amount / proportion of these "air" a varying high voltage is generated. This voltage moves in a predefined range, and is then dubbed called lambda value and displayed in a fixed table.
Differences arise from this even in the names AFR (Air-Fuel Ratio = air-fuel ratio) or simply "lambda". To understand both "names" can you can use the following list as a conversion table.
This results e.g. at a lambda value of 1, the value of AFR as 14.7. It means that 14.7 kg air (about 9,000 liters) to get 1 kilo of gasoline air / fuel mixture.
The value of 13.0 AFR (lambda = 0.88) would therefore be 13.0 kg air to 1 kilo of gasoline.

Range of engines:

The 2 cylinder V-engine range it looks even more dramatic because even the basic maps per cylinder due to the cylinder assembly and the associated mostly opposing inlet regions (Airboxform, velocity stacks, etc.) are so different that it is partly at Einstellversuchen with only a lambda probe to no autotune / self mapping changes or comes to worse results, since both values ​​of the cylinder (in the same period one cyl. lean the other cyl. bold) show higher than average.
Now back to the real question: What values ​​are now optimized for map creation?
Each value with which the bike runs just perfectly. This value can be different and comes either from the experience of an experienced tuner and / or test operations or that he is determined by measuring the values ​​depending on engine type. And there are different optimal values ​​in the four-cylinder is the area (small or large 600 1000 engine), just as there are differences in the number and arrangement of cylinders (3 cylinder in-line, 2-cylinder V-Series or boxer, 4 cylinder V, etc.).
Other important differences in the form of changes to the engine by engine tuning, valve timing, ignition, etc., are not even mentioned here yet immensely important.
The innocent autotune / self mapping user can determine its optimum only by trial and error, if it is capable of a change of a few percent when driving also felt.
A generally accepted rule of thumb circulates through the land, see earlier in the text, but this is also to be understood only as the default and is the optimum harmlessly wide.
This diagram shows both cylinders simultaneously measured on a Ducati 1198th
Conspicuous thereto the position of a poor Lambdasondenabgriffs, which has the consequence, the corresponding exhaust interference arises, the measured value varies widely and thus caused false readings.
This makes it difficult to vote more so because the values ​​do not remain stable and one with a
autotune system has almost no chance for this cylinder a halfway useful mapping is required to prepare.
To this end we recall the measurement system with a broadband lambda probe and its function.
Here, only the measured residual oxygen content in the exhaust gas, which is available as a lambda value and parameters.
Listening and reading now of values, such as an AFR of about 13.0 (La 0.86-0.88) is good for full power and 13.8 (La 0.94) is good for the cruiser mode and 14.2 (La 0.97) can be taken as a good fuel-saving mode, which can be just as good 'in troubled waters "mention fishing, particularly so as there's additionally the actual exhaust gas species have been mentioned, such as HC, CO and CO2.
Finally, the exhaust not only from residual oxygen and black smoke.
So, before we can answer the real question you have to answer the following questions.
What exhaust types are there and what are important for map creation and why is it still just a wideband sensor and AFR / Lambda
handled?
As major exhaust species for optimum performance graph creation apply HC, CO, CO2 and O2. They are in a proper ratio in the exhaust gas include, when an engine is to function optimally.
Therefore, the to be optimized characteristic fields, according to a basic set, which one starts needed so that the motorcycle in general, and is also not only created using a method of measurement according to AFR or lambda, but much more accurately shown for the multi-gas technique in which all types of the exhaust gas composition, optimized. This lets you adjust ignition and injection optimally. Since this measurement technique is a further complex and expensive, the experienced technician may discharges draw an approximately optimal AFR or lambda value when the individual exhaust species were previously measured, and then to get a workable for this engine AFR / lambda value as basic information source .
Since we do not want to influence the ignition but only adjust the fuel injection, exhaust various parameters can probably be ignored. As part of this analysis is the value of HC, ie residual fuel in the exhaust. The material contained in a certain ratio HC in the exhaust indicates a good or bad combustion of the air / fuel mixture. In this adjustment, the CO considered, one obtains a reference to the "calculated" values ​​as AFR or lambda.
The pure AFR / lambda expression for the optimum process has too many risks and uncertainties than one might call it a last word.
Why? The measured residual oxygen may be more or less present and distort the actual result.
How? Let's take a sip of HC (2 cl) Bacardi and pour it into a small glass of cola then we have an effective proportion of 2 oz Bacardi in the overall mix.
We pour the same amount of Bacardi in a large glass of cola, the effective amount of 2 oz Bacardi remains true, however, is equal to the total mixture thin - you can taste it at once. ;-)
Reproduced on our gas mixture, this means the HC share with the residual oxygen in a certain proportion would actually regarded as the ideal and there is an increase in the residual oxygen content, let us say, by leaking Manifold gaskets and pipe connections, timing and / or non-optimal valve overlap / scavenging losses etc . then the AFR / lambda value would indicate a supposedly lean attitude and autotune / self mapping system would perform the function of the enrichment, although this should not be the case.
Next step the consideration read as well as in our voting information elsewhere, what happens when multiple cylinders and only one oxygen sensor in a manifold pipe, collectors and / or connecting tube? (Depending on the exhaust system different positions and places for a lambda sensor are possible).
It is measured when the exhaust is the probe. Placed in a collector tube with 4 cylinders, it means that all 4 cylinders form a gas mixture.
Further implication of this:
What happens when the 4 cylinder 1 cylinder running lean and fat 1 cylinder? The two different current cylinder lift slightly on each other in the gas mixture with a slight tendency to lean value, because of the residual oxygen is also a bold running cylinder in the total mixture is not necessarily measured proportionately less and this makes it the meager average of all 4 cylinders.
Different if only 1 cylinder runs slightly lean and 3 cyl. too fat moderate. Then outweighs the massively richer content and it will settle in the lean direction, which is not for the thin cylinder anyway necessarily means an enrichment in terms of optimum.
Most dramatic consequences when only 1 cylinder running leaner than any other and the base map is seen as too fat. Then is the autotune / self mapping system decide to lose weight in correct direction and the lean cylinder is still running leaner than it previously was.
The case of a motorcycle no absolute 4 equivalent emission ratios are available, is no secret.
See also the following example diagram of a 4-cylinder Yamaha R1 2006, measured at the same time and each cylinder shown individually.

As the following examples are given diagrams of various types of motors, which as a benchmark had propagated the value of AFR from 12.8 to 13.2 - at full load and 100% throttle opening - which eg as adjusting base is specified by a "autotune" to Maperstellung Manufacturer:

Comment on this: A min. Change of only 2% in the direction of fat means a power increase of 2-3 hp.

Comment on this: A change of 5% in mean lean towards a performance increase of up to 5 HP.

Comment on this:

A change of 4% in the direction of fat, or 4% lean show no effect, which means that the lean value is considered ideal and give what more fuel than is necessary!
Conclusion: thereon can be seen that the values ​​specifications of Autotune systems are not generally be described as optimal, if can be detected in the range of 2-5% richer or leaner service changes or other changes of 8% held no power to change.
Thus, the declaration gives the answer: Each value with which the bike just runs perfectly each and every motorcycle or motor type is different.
What is now bringing a map creation and map optimization after CO/HC/CO2 technique compared to AFR and lambda sensor technology?

Here is an example of a 2-cylinder V-engine.
Green = normal AFR method using 2 oxygen sensors
Blue = corrected AFR method to optimal values ​​for this engine with 2 oxygen sensors
Red = CO/HC/CO2 method to optimal values ​​by measurement for both cylinders.
The difference between the normal AFR procedure and the best values ​​for all CO/HC/CO2 is 9 hp.
Therefore, the question can be answered by the optimum values ​​ultimately quite simple:
There are no standardized optimum values ​​for everything and everybody. Which also answers the question: Can you describe the proposals for the creation of own map "autotune" producers to be optimal? No, clear case, you can not! They can at best be regarded as basic, no more. What is to be regarded in the one or the other user to be sufficient.
Let us therefore assume that the user of an autotune / self mapping system, it does not look closely and seeks no optimum, and yet with such a system for him subjectively acceptable - though not perfect - would create mapping.
Let us further assume that there are no deviations cylinder and the exhaust system is completely sealed and can be done in these areas, no measuring errors, then more questions about the use and pitfalls within the systems.
As is already known, the systems require at least a possibility to connect to use the coming broadband lambda probe.
This question: My exhaust has been such a connection, and one can use this?
From our experience i.d.R. not because the existing standard connections guarantee an extremely high risk to produce massive false parameter.
On the one hand, these connections are sometimes not suitable, because the threads do not match types and secondly they are not always placed in the optimum exhaust flow.
Why is that?
We remember the beginning of the observation: Standard Single Oxygen Sensor - jump sensors - such as those used in all the motorcycle manufacturers, there are different versions regarding the thread size. However, the required broadband lambda probe has currently yet a common thread of M18 x 1.5. Currently there are no probes of this type with a smaller thread, from the leading manufacturers such as Bosch and NGK, available.
Continue the placement is selected, as it is quite sufficient for a simple jump probe with the limited control range. The motorcycle manufacturers do not assume that you want to use the placement of an oxygen sensor port and a map creation.
Also accessories exhausts directed the placement of the connection to the serial position. This position may - not must - have for the measurement with a broadband probe fatal.
What we show again a few examples, where the measurements were repeated several times, each throttle areas which it relates, and left out here is the tendency to be illustrated in errors:

Explanation of diagram:
Blue line: Massive incorrect measurements in the range between 6500 to 8000 rpm at a lambda probe connector Honda CBR after an autotune session.
Green Line: One of the manufactured by "autotune" characteristics as the effect of measurement error - in many areas even as "too fat" to be considered.
Red and black line: By using a different placement for the lambda probe results in a significant improvement in the measurement and the resulting voting results.

Explanation of diagram:
Red line: Massive mismeasurements Honda CBR with accessory exhaust system
Blue line: result of the session as autotune map, in many areas to be considered too fat
Green line: improved through the use of an exhaust gas oxygen sensor connector on the adapter calming valuation and map creation

Explanation of diagram:
Green line: Massive mismeasurements motorcycle Yamaha FZ1 with Serienauspuffkrümmer
Blue line: result as map with logical consistency. If the value is determined as a bouncy castle, then the autotune map be no different. The massive jumps are also seen in a Maptabelle and while driving than Bucky motorcycle logically more or less noticeable.
Red line: Here the comparison with the actual series map, measured with a special oxygen sensor exhaust adapter. As soon becomes clear that the autotune session did not work.

Explanation of diagram:
Yamaha R1 motorcycle. Each at 3 different positions for the lambda probe results performed with a autotune / self mapping system. Good to see that a minimal change of placement for the lambda probe brings rise to a different outcome.
These results are inter alia also arisen because users come from various autotune systems to us and even after a long trial period with these systems were able to achieve an acceptable result or even sometimes had a worse ride her motorcycle, as was the case in the original condition (see Example Yamaha FZ1).
For further explanation, it is worth noting that the graphs shown are all created in the period of the last few months, and that since there is the current systems.
Minimum short swings up or down within the plot line is merely represent the spikes used oxygen sensors and are designed to be normal. Depending on the degree of resolution and Auswertempfindlichkeit these irregularities have a further effect on a mapping. Massive faulty measurements and the associated incorrect Mapwerte can be seen in the accompanying Maptabelle by illogical numerical values. He-is a leap of e.g. - (Minus) 15 to + (plus) 10 500 rpm within a logical result in the table because no Serial map so totally off the mark as one can take a total of 25 points within 500 rpm seriously as a correction value.
What can be done basically a rudimentary mapping good produce?
Now that we've identified the one and / or other little problems, but this should not be an obstacle to using such a system.
In the right hands with the appropriate know-how these systems may represent an asset with respect to optimized characteristic.
However, as with all electronic systems, the error is in the detail and the sum of the error is the result. Whether this is worth it to objectively good or bad result, everyone must decide for themselves who wishes to use such a system, even if the subjective impression has an alleged improvement of driving characteristics.
Ultimately remains is to establish what options are available to minimize sources of error.
We prefer therefore to answer the question a conclusion from all the known facts: If there are differences in the cylinder area, you should find out how the different values ​​arise.
In the case of partial leaks in the exhaust system, which are still pretty easy to fix, or are the causes for the periphery of the engine, such as uneven injectors Airboxverhältnisse, etc. etc.?
With slight differences can be the target value inputs for the new injection values, considered according to the different cylinders. This however will require a lot of technical expertise and knowledge.
Likewise, it, if possible, through direct intervention in the ECU, correct or adjust the form of a well with the Zylindertrimmung optionally used to injection plug.
However, this requires a previous analysis, which is not possible without proper exhaust technology and scrutiny.
Larger differences can align with a single cylinder mapping, including but measure each cylinder individually and therefore separately for each cylinder of the autotune / self mapping is carried out.

Are there any known measurement errors arise because the position or placement of the oxygen sensor is not ideal? Then the only way is a reissuance of the measuring tap, and his hope that the new site works better.
Otherwise, you can exhaust its also with several taps lard until finally an accomplished test stand operation determines the correct position, or with the appropriate adapter technology can then create an accurate map.
Tap twice and still set to the wrong position, so it can go!
If an in autotune / self mapping method created mapping in the table then so looks like the shown below Maptabelle (this has been found on the net, and as self-created autotune map titled), it has probably been some measurement error, which was absorbed into the Map :

The changes we have different color markings in the table serve only for better orientation within the affected throttle column.
The information contained within the markings indicate jumps definitely points to measurement error.
Jumps of more than 5 to 8 meters, whether in the negative or positive are definitely not normal. If this is normal, then the series would map - which serves as the starting point yes - already are badly wrong, but what usually is not the case. Therefore best for the autotune action in the table to check that the new Mapwerte appear reasonably or logically have more like a bouncy castle.
Who the accompanying manuals and hacks the autotune / self mapping systems studied carefully will notice that there is already well on various measurement errors, which may occur even fair to note.
Unfortunately, however, usually mentioned only in passing - or in small print - that it is the supplied oxygen sensor is a consumable part and function properly, meaning life, is more limited than fully satisfactory. Therefore is not recommended for full-time use of the system urgently.
Normally, and in ideal conditions, we expect a test bed used for about 50 to 80 hours of sound and precise function of such a probe.
Some providers of autotune / self mapping systems even call only 30 to 50 hours. Incorrect use and, more specifically, the incorrect position of the probe during the lifetime auto tunings even reduced to a few minutes. Been instances are known that a probe has been abandoned after 30 minutes due to an incorrect application of the placement and the effect excessive Kondenzwasserkontakt their minds. The then broken and no longer repairable probe is not covered under warranty and therefore no reason for exchange or return the system.
Accordingly, it is also the answer to the question why is not the manufacturer of autotune and self mapping module and the simultaneous presence of test stand operations harm himself. Because it is intentional, and you only the inexperienced customers indulge his will to experiment on himself but likes it but in the end then it should end in a test rig and will vote. The cheap systems retains gadgets for experimental motorcyclists. A wholly owned optimum can not be used to achieve.
It was also previously with standardized Download Maps and it will therefore be the same with new and favorable autotune / self mapping systems, which indeed apply as innovation, are cheap but not necessarily as an improvement or alternative to professional scrutiny vote.
The manufacturer flutters in the first expressions of interest before the laity, that the implementation of each of these systems is in the position to make an individual adjustment of the injection mixture. That certain technical conditions and engine-specific basis for the effect to be achieved must be given, is mentioned only partially in the rather sparse instructions.
Both the driver and the road racers should a previous analysis of individual targets targets, taking into account each individual cylinder, made by a specialist. As described above, small changes in% have major implications for the mixture fraction, which may have long term disastrous consequences for the life of the engine (various manufacturers have fair, to this point).
I.e. after accounting for previously, each individual target values ​​detecting the ratio of the individual cylinders, these systems can be a supplement to the experimental users.
Of course, should be clear that systems for rd. 300.00 to 1000.00 € can not begin to achieve the effect, like a professional device, and thus the features alone from the aspect's price likely to be extremely limited.
Our neutrality in the market is very important to us. Through our brand independence we are able to advise you to inform honestly and objectively and individually.

[mania]

Hey Gomy Thanks!

I should have expected you would have some info

I have copied it into a word doc & will go read it now.

Thanks for posting!

Also we need to get together & do the loop soon

Will contact you