Daytona Twin-Tech TCFI tuning

[niget2002]

Originally Posted by GRock

Marren Fuel Injection in Oxford or Derby, CT does great things with injectors and you can have them serviced for about $25. Plenty of other companies too with RC engineering on the West Coast helping us out when we are out there. The equipment is very high tech to measure and balance but the procedure and fix is not that big a deal. Seen many engines benefit greatly from just this service alone!!

As for idle problem, open your throttle blade a bit more and REDUCE your IAC to about 25 nominal maybe less. Remever that you are gulping big air under throttle with that TB and then shutting off the gas causes the IAC to rush back so make adjustment between the butterfly and IAC to find a good median. Also add fuel at the 2.5% and 0 lines from about 500 to 2000 RPM just a little at a time and you should be OKafter you find your happy place. It is taking too much time for the IAC to get back to idle mode so use the TB to give it the air instead of the IAC steps. Forget auto IAC and barometrics unless you live in the mountains or are on steady run across the country. Remember that barometrics are read and compensated for at every start up.

From what Chris said, lowering the values in the 2D Time based IAC Start adder table will accomplish the same thing. IT will allow the computer to react quicker to the IAC motor's movement. I still have all 0's in my table, and it seems to be working fine.

[GRock]

LAF,

Do what you like but with the TW6HG and the twin 50mm TB, the BEST way to make the idle fall into line is with the procedure as suggested. PM me if you have any trouble.

All the best.

[STB]

Allan at DTT told me about a year ago that DTT shipped a lot of injectors which were banded wrongly by their supplier which meant the flow calculations were in error. He said he was going to contact all those who bought them and ship the correct injectors, upon return of the incorrect ones, free of charge. I seem to recollect that this only referred to the high flow injectors in the 6.0 range and not the smaller injectors, however my recollection of the size in error might be a bit fuzzy since it has been so long. He also said no one had complained but when he discovered the error, he wanted to fix it. I assume most bikers who used the BCG dual used stock injectors and not DTT injectors. At that time, DTT had no supply of injectors on hand in the 6.0 range because they discovered the supplier's error and DTT was looking for a different supplier or a fix with that supplier and Marelli was in some sort of transition. This might apply to someone........... .

The following is off of the DTT website, FWIW:

Injector Size Siamesed Runners Dual Independent Runners

3.91 gm/sec (stock 2006) 70 HP Not available

4.22 gm/sec (stock 2001-2005) 75 HP 135 HP

4.89 gm/sec (2006 Screamin Eagle®) 90 HP Not available

6.0 gm/sec (Twin Tec) 110 HP 195 HP



Seabrook

[GRock]

Originally Posted by STB

Allan at DTT told me about a year ago that DTT shipped a lot of injectors which were banded wrongly by their supplier which meant the flow calculations were in error. He said he was going to contact all those who bought them and ship the correct injectors, upon return of the incorrect ones, free of charge. I seem to recollect that this only referred to the high flow injectors in the 6.0 range and not the smaller injectors, however my recollection of the size in error might be a bit fuzzy since it has been so long. He also said no one had complained but when he discovered the error, he wanted to fix it. I assume most bikers who used the BCG dual used stock injectors and not DTT injectors. At that time, DTT had no supply of injectors on hand in the 6.0 range because they discovered the supplier's error and DTT was looking for a different supplier or a fix with that supplier and Marelli was in some sort of transition. This might apply to someone........... .

The following is off of the DTT website, FWIW:

Injector Size Siamesed Runners Dual Independent Runners

3.91 gm/sec (stock 2006) 70 HP Not available

4.22 gm/sec (stock 2001-2005) 75 HP 135 HP

4.89 gm/sec (2006 Screamin Eagle®) 90 HP Not available

6.0 gm/sec (Twin Tec) 110 HP 195 HP


Seabrook

That may be someones calcs in theory, but in practice they are WAY OFF!!

[LAF]

GRock I did, and it seems that it has worked. I set my Nominal IAC on my setup page to 25 (it will only go to 20) and I do not get that idle condition any longer.

Is the rear cylinder offset still a good option or not with this TB?

As always thank you, and your word it truth.

I do see why you add your Ripley's disclaimer on your tag line.

[GRock]

Originally Posted by LAF

GRock I did, and it seems that it has worked. I set my Nominal IAC on my setup page to 25 (it will only go to 20) and I do not get that idle condition any longer.

Is the rear cylinder offset still a good option or not with this TB?

As always thank you, and your word it truth.

I do see why you add your Ripley's disclaimer on your tag line.

Whoa, baby, I love when I actually guess right on these things!! Now you should be tuned in now so the best way to keep it in line is to disable closed loop operation and ride. (I know, I know...... you won't have anything to play with. But drift can also happen if the BLM is still making here and there corrections; especially at idle. That is just my latest guess, but I'm trying to get two in a row!!!!)

[Griffiss]

Originally Posted by STB

Allan at DTT told me about a year ago that DTT shipped a lot of injectors which were banded wrongly by their supplier which meant the flow calculations were in error. He said he was going to contact all those who bought them and ship the correct injectors, upon return of the incorrect ones, free of charge. I seem to recollect that this only referred to the high flow injectors in the 6.0 range and not the smaller injectors, however my recollection of the size in error might be a bit fuzzy since it has been so long. He also said no one had complained but when he discovered the error, he wanted to fix it. I assume most bikers who used the BCG dual used stock injectors and not DTT injectors. At that time, DTT had no supply of injectors on hand in the 6.0 range because they discovered the supplier's error and DTT was looking for a different supplier or a fix with that supplier and Marelli was in some sort of transition. This might apply to someone........... .

The following is off of the DTT website, FWIW:

Injector Size Siamesed Runners Dual Independent Runners

3.91 gm/sec (stock 2006) 70 HP Not available

4.22 gm/sec (stock 2001-2005) 75 HP 135 HP

4.89 gm/sec (2006 Screamin Eagle®) 90 HP Not available

6.0 gm/sec (Twin Tec) 110 HP 195 HP



Seabrook

OK anyone know the part numbers actually on the injectors from the MOCO, I am about to send mine to Marren and I want to make sure they are 4.89 before I send them, according to the Shop Manager at the dealer all the SE 95" bikes came with the 4.89 I just want to double check.

[STB]

Originally Posted by GRock

That may be someones calcs in theory, but in practice they are WAY OFF!!

That is what we found too. 110hp on a single plenum is way low, more like 150 plus HP.

Seabrook

[STB]

Tim, come on in and join in the discussions. We can use your additional expertise.

Seabrook

[twinkyRider]

Installed the dual version IID TCFI and have been tuning the base map for over 700 miles. It is starting to look good, but I'm having problems with the cold starting. When the bike is cold I have to hold the rpm up above 2000 to keep the bike from dying. If the bike is warm from a previous start I have less trouble or not at all. I have included a log of two starts. The first was with the bike cold and then I rode it for 10 miles. Stopped for two hours and repeated. I have just added +25% to tps 0, 2, and 5% between 500 and 1500. It helped a little and brought the AFR more in line, but I think that I'm fighting a different battle then what the Alpha N table can fix. I suspect that I will need to alter one of the 2d tables, (time based or engine temp) but could use a little help to narrow it down. Thanks for any/all help. Greg in seattle
Note: Rename file extension to log to view.

[sstan]

Greg,

I had a similar problem with cold starts. Try adding 10 - 15 in the 16 degree range of your ET Start Adder table. This should give the IAC a hand until you get up to temperature.

Good luck.

[twinkyRider]

Thanks, for the info. I will be adding some to this 2d table when I get home this afternoon. I have read, and re-read all the messages on this thread and now feel confident about the cold start issue. I was adding more fuel via the Alpha N table knowing and not getting any change in the cold start up, so I knew I was poking in the wrong place. When I get the ET starter table modified enough to get a stable idle at start up I will most likely have to back down some of the fuel I added with the alpha n table, but at least this is starting to confirm my thinking about the tables and their interaction. More to learn I'm sure. Thanks again, Greg in seattle

[flames95]

I had the injectors on my 2006 RK changed out for the 25* injectors, should I use, 2006 Screamin Eagle gpm 4.89, for the setting? Just setting up my IID. I just finished putting in 26G's, SE AC and a RB Racing LSR 2-1 on a 88". Hopefully everything will go smooth...


Paul

[niget2002]

Hey Paul,

I "believe" the 8* and 25* injectors have the same stock flow, but someone will come on and correct me if I'm wrong.

Welcome to the TCFI IID. The more you read, the smoother the transition.

[twinkyRider]

After seeing conflicting data on HTT about flow rates for 8 and 25 degree injectors that fit into the 06 stock manifold I pleaded with anyone, especially those spouting the different flow rates for a definitive data source for their info. I got zip. I finally called Chris at DTT and he said same flow rate for 25 degree injectors. That was good enough for me. Greg in seattle