Thank you Arthur……. With gear position input connected the PCV is capable of allowing each cylinder to be mapped individually and for each gear (for example: on a 4 cylinder bike with a six speed transmission there could be up to 24 separate fuel tables). I dragged this little snippet off of Dynojets website, I don’t know how this works but apparently it can be done? I took the plunge at the weekend and brought a PCV with O2 eliminator. Do I need a baseline map to start with? If so how do I go about getting one? There don’t appear to be any for a Racefit can on their site. Can I just use anything??????
Yes thats correct, most think of mapping as "overall" but in truth each cylinder has its own requirements, in the case of a twin given that each piston has some size and mass compared to an inline four the effects of poor fueling from one to another has a massive effect on the low to mid range feel of the motor so getting a good AFR is important to each one or one drags the other down kind of thing, the thing to note is as I say in order to map each cylinder individually the dyno operator will need access to each downpipe i.e sometimes a bung or long sniffer pipe is needed to get access to the gasses produced by the cylinder in question. In your case I mentioned it as I would be interested to know what the AFR is on the cylinder that failed, if you were to go to all the trouble of finding out then surly it would make sense to map them out while at it... of course this all depends on time and money, OR the curiosity of those driving the repair train haha... A quality dyno shop will be able to help and advise on what they feel is best, its easy for me to throw out crazy and OTT ideas on here, I am only speaking my mind.. Anyway, yes find a description of a setup on dynojets site that comes close to yours, i.e Akra full system or Akra can and go with it, the maps on DJs site do not over correct the fueling enough to cause any problems, people who share maps that are unchecked run the risk of loading a lean map onto a lean bike, this gives the possibility of over leaning the engine and causing a problem, a lean bike always feels strong and peaky so again it would be possible that the illusion of a "better" map can be given when infact the bike is running hot. If you ask me the best money spent is on that of fueling, reason why is ALL modern bikes are setup to pass emissions for manufacturing purposes, this NEVER gives whats best for rider and engine, people often say the low end this, the mid range that when riding a new bike but sometimes overlook that the bike and manufactures have to build it around those laws, not easy! Some manufactures come very close now to the perfect setup from standard, then the owner slips on an end can and bang goes all that development in a standard map. The o2 eliminator simple stops and error code being shown when you unplug the bikes narrow lambda sensor, that sensor has VERY limited ability to detect fuel and air and its job is to keep the bikes fueling in the emissions zone in whats known as the closed loop zone, i.e the area of the rev range that is tested to meet EU law, somewhere around 1500 to 3800RPM. IF you dont fit one then the PCV will be adding fuel and the ECU will be trying to remove it, a conflict of interests. The blade is still fairly simple in regards to PCV and setup, some bikes now have complex math that runs in line with RPM to give good AFR and rider feel, known now as fly by wire throttle, in their case the rider opens the gas and the ECU works out whats best, mapping such a bike has become a PITA for the dyno opp as each time the throttle is opened the results of what the ECU does can change so each run is not quite the same... oh the joy...
Thanks again Arthur, I've just given Dynojet a ring and they are going to e-mail me over a map for my set up! I figured this would be a good baseline prior to getting the bike on a dyno and taking into account your point about unchecked maps
