Fuel injection mapping newbie

katyshua · Nov 28, 2012

Hello guys!

Short backround:
My name is Kristian and I´m from Sweden. I´m new here and new with Husaberg. I bought a FE570 2012 about a month ago., been driving mostly Ktm before. Totaly newbie on EFI bikes..
I´m building the bike for icetrackracing, like supermoto on ice. The studded tires steals much power so it needs more than plenty.

This bike will run mostly throttle fully open in high revs.
I have added 10% fuel in the "Adjust all area" (in the UST software) so it don´t run so very lean during the "logging" test drives.

This is what I´ve done so far: ported/tuned cylinder head, the 450´s camshaft, 44mm throttle body, DNA airfilter and Akrapovic slipon. Before I start racing with it I will also do the seat and tankspoiler modification.
I´ve got the User setting tool, UST, and the unlocked map in the ecu.

Reason with this thread is to sort out different parameters of EFI mapping, tips and tricks.
I will take the bike to a dyno to get it mapped, but when I do, I wants to know more about it.
I don´t think it´s only one way to the best EFI map.

So how do a fuel curve looks like? How do you think?
Like; Lean in idle, richer in middle and leans out in high revs or what?

About "Accel. Correction" - Acceleration Enrichment Values. How does that work and affects the bike?

And the TPS (throttle position sensor), what does that mesures when set correctly?
My shows 0 degrees with throttle closed and about 82 degrees fully open, don´t remember the volts but I can check if it´s necessary. If I move the tps mechanical to get a higher value in fully open, maybe 87 degrees, then the closed value moves with it and then shows 3-4 degrees. Maybe the only way to learn the tps closed and fully open values (0 and 90 degrees??) is to connect it to a diagnostics tool?

Sorry for a very messy first post, I´m eager to get starting learning about this.
So hit it with your ideas, tips and tricks! :bounce3:

///Kristian

Torque Monster · Nov 28, 2012

Fully open should show 100%, think you adjust this parameter with the UST.

I know enough to be dangerous but I use a Vortex unit so I may not know specifics on the UST, ask pointed questions and I will try to help.

Go to the dyno FIRST, may cost money but will save a lot of frustration in the long run and the tuner should be able to help you learn your UST if they want to be helpful. Most of the software looks and runs similiar so they will have rough idea how it works. You may want to show them what you have first and then see what they can do for you. Or find a KTM street bike dealer as they tend to know more about tuning with the KTM software than the dirt guys.

katyshua · Nov 28, 2012

Thank you for showing your interest Torque Monster!
I´ve have read a lot about you and your bike on other forums, what a monsterous bike!! 8)
Just want to say that I really, really hope that you heel well and will be able to have fun on two wheels again.

I think the plan around tuning up a icetrack racer can be similar to tuning up a Pikes Peak racebike.
With that I mean, in supermoto you want the power to be mangeable, not to much power. But in icetrack and Pikes Peak you need all the power you can get.

My previous bike was a KTM 450 SMR 2005. It was tuned with 580cc big bore kitt, ported/tuned head, Hot Cams stage 1 cam (I think), Vortex ignition, full exhaust, open air filter box and rebuilt carburetor.
In the carburetor it was a "Powerjet" (and "Powerwing") installed. And of course the o-ring mod on the acc pump. Powerjet is a fuel injector installed at the air intake side and it was set to ad fuel from high middle to full throttle. (Powerwing is only a thin blade installed in the fuel/air mix side to improve the mix.)
That bike ran great on the track. It never stopped, just kept on accelerating. Perfect for icetrack, but swedish winter is sometimes -2 degrees celcius and high humidity and the next day it is -15 and dry air. This makes it hard to adjust the bike every day to run perfect. That is why I´m now in the EFI bike business.

Pointed questions is a bit hard when I´m a total newbie, but I will try.
I want instant throttle respons, I want the bike to have power in high revs to cope accelerate.

I guess I will have a "Powerjet" effect if I increase the fuel in throttle position from maybe 50% up to full throttle? With how much, 15% more fuel or more?

And the throttle respons, I guess that the EFI has a function similar to the acc. pump on the FCR´s.
Can it be the "Accel. Correction" meny in the UST software you think? And how would you think in adjusting this thing?
The manual says: "Accel. Correction" can be used to change the acceleration enrichment.
There are four setting ranges:
ACC#1 0-2000 rpm
ACC#2 2000-5000 rpm
ACC#3 5000-8000 rpm
ACC#4 8000-18000 rpm

On every range you can adjust +/- 50%.

What do you think, ACC#1 +10%, ACC#2 +20%, ACC#3 30% and ACC#4 30%?
How much does these engines rev, 9500 rpm?

The UST have a logging function. Just leave the UST adapter connected under the seat and go. Then you can analyze the recorded file in the software. My plan is to first logg a run with stock mapping (only the +10% over all areas so it won´t break) and then do a remapping with our adjustments and do a logg run. After that I can compare these two loggs and maybe learn someting out of it.

But yes, I will do the dyno run. Very soon!
I just wants to get this first. Don´t really trust the dyno guy...

BIG thank you TM!

Torque Monster · Nov 29, 2012

Rev limiter on the 570 in set at 8000 or 8500rpm - power it maxing on a dyno curve at 7500rpm and tails off from there to the limiter.

At you 10% richer mapping I would go and ride it before doing anything else using the data logging function and seing what is up. FI should make for a more responsive engine alone as it works much better than a carb IMO. Make corrections after you see the data. Most of your adjustments will be made in the fuel mapping IMO, maybe just a small amount to the accel. correction. Time for you to start learning.

System is run from 4 imputs - MAP sensor, air inlet temp sensor(white nipple in airbox), engine temp. sensor, TPS sensor atleast the USA models - don't know if the Euro models are exactly the same. I think you may have a O2 sensor but I do not know what that does to the mapping. USA models are a closed loop system on the FI, Euro with the O2 sensor may be open loop I do not know. If they are I would think the UST would set a specified A/F ratio in the system, then the mapping would correct itself trying to achieve this A/F ratio while running.

maKe · Nov 30, 2012

My 570 registered approx ~9800rpm's on dyno, ignition cut might be already before 9500rpm and fuel cut around 9800rpm. 450 map flashed in the ecu gets around 10500rpm limiter.

I can't verify and I don't fully remember the TPS value in UST software as I sold my UST tool, but I was pulling hairs out of my head when fiddling with that "problem". It's not a problem and you have it set correctly if it shows above 80degrees at WOT. I thought first it was percentage of how much the butterfly is opened but it's degrees!

The voltage is what you want to set correctly and it was approx 0.6xx v throttle closed. I set mine so that it starts reading degrees immediately when you crack the throttle just slightly open. My current ECU lets to set the voltage when closed and opened, so the sensor don't have to be moved manually.

You really should find a dyno and operator who knows what he does. playing with fuel mappings without wideband installed is not that great idea to begin with. You might be really rich somewhere in the board and then mega lean somewhere without knowing what afr's are in reality. Weld a cheap SS bung (if you have oem header) on the pipe with M18 x 1.5 threads and stuff wideband sensor on it. Anyone who measures AFR from the end of the pipe on thumpers is a joke.

Torque Monster · Nov 30, 2012

Interested to see how that 46mm TB works?

My 663cc bike doesn't seem to show any restriction with the 44.5mm I use, don't know if I could get more than 72.5hp with a bigger one?

maKe · Nov 30, 2012

I really like the design of the 46mm TB. It seems to have substantially better flow design compared to OEM, even ported one. The velocity stack adds a bit more intake lenght and takes alot space in the airbox. Airbox needs to be cutted to make it fit in.

Too bad that I can't compare it to ported oem or basically to anything as the motor gets so much work done to it. The cam from thumper racing looks quite wild too. Not much more lift on the intake but exhaust has pretty huge lift and duration added to it. :mrgreen:

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