Der "Erfinder" des TTS Mastertune, Steve Cole hat in folgendem Forum einige interessante Anmerkungen zum Thema Zündzeitpunkt-Tuning gemacht, die ich euch nicht vorenthalten will:
TTS Mastertune Information - Page 3 - Harley Davidson Forums
Irgendwann zwischendrinn (ab Nachricht 50) wurde er wohl aus diesem Forum rausgeworfen, weil er keine "Werbegebühren für das Forum" zahlen wollte. Seine Tips waren zu wirtschaftlich orientiert, da er ja auch den Mastertune vertreibt. Merkwürdiges Verhalten. Das würde in meinem Forum nicht passieren..:-)
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All knock retard whether fast or otherwise comes from the Ion sense circuit. The trick is to understand it only reports what it has already seen, so it is what has happened in the past. Most times the circuit will make an adjustment long before you can hear it ping.
Adjusting the spark from the Datamaster log works very well but it is some trial and error. I like to look for any knock and make a slight adjustment to make it disappear. Then add 2 degrees everywhere below 80 kPa. Make another data run and make the necessary adjustments. As you add and then remove from the areas that ping you will begin to shape the spark curve to what your bike wants/needs. Once you get to where it wants to ping at most settings I reduce spark by 3 degrees across the board, this is my safety margin. This will get you by without a dyno but doesn't adjust above 80kPa. Once you have the spark map close look at the values you have at 80 kPa and blend them over to the right on the Map. Then go make your WOT runs and adjust what you see based on the retard happening. This will get you 95% of the way home and the last 5% is best done on a dyno. If you do not use have a dyno then you maybe down a couple of HP. Now if you find that as the weather warms up you pickup some pinging go to the Spark Vs temperature table and remove some there from the proper cells. This will give you the best possible tune under all conditions.
It is best to not have any retard if you can because the system will tend to take more out than is necessary and hold it out for awhile before it adds it back in. An example would be the retard system shows 4 degrees of retard happening. By removing 1 degree it may be gone compltely so you net gain is 3 degrees over what the retard system did. The 3 degree gain will give a nicer running engine and better fuel economy.
Now once you've finished the spark adjustments go back and run V-tune one more time as the correct spark can cause the mixture to change a small amount in some areas. Using this method I can get to within 3 Hp of what we can get on a dyno so it all depends on what your looking for.
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To see the knock sensing you need to use datamaster and start a log file [not a vtune file]. Once you open the log file and name it then you you will see the datamaster recording control, select data type from the drop down menu and select oxygen sensor data and go make a run like you did for vtune. Then when you get back select on the datamaster file playback the file you just recorded and on the side where it shows what the trace lines double click on one of the four trace names you will get a assign graph item and from that drop down menu you can change what the traces are showing. I look at front retard-fast and rear retard-fast you will see spikes if any are present. Also if you want you can add them to the field where it gives the numeric data where it has <none> double click on those spaces and you can add the fast-retard to those rows and columns. The datamaster display is not easy to use if your ride was a long one because I do not think you can zoom in to a specific point in time and expand it.
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The conditions for removing spark all boils down to where to remove it from. With that said it would still be trial and error to find what works best. A simple program just to remove it from the main table for the front or rear cylinder would not be hard but most likely would not come close to yielding the best tune. Now what about adding spark? This is the reason we have not done one for spark. Spark will and does change with the state of the tune and that is why I told you to V-tune first then correct spark then V-tune again for the best possible outcome.
Now as for seeing spark retard all you need to do is use DataMaster and record for it. The graph in the playback makes it as simple as possible and no other programs are needed. Take the data you have recorded and then go to the graph control and "double click" on one of the items being displayed. That will open a window that will allow you to change the item being graphed to what you want. Simply put the knock retard on the graph and view it. Now when you see some retard, zoom in and you can find it perfertly. All this information is in the DataMaster "Help" file so you can review it there.
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Not all of the values that the ECM puts out are real all of the time. So you can and will see numbers that seem out of line that are out of line and by the same token you can see numbers that look good but really mean nothing. Some of these are used by the ECM and some are not at all but you need to know when is the right time to read the information to make it useful. These items were shown as we use them here at the factory but really are not something you need to use in the field.
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TTS Mastertune Information - Page 3 - Harley Davidson Forums
Irgendwann zwischendrinn (ab Nachricht 50) wurde er wohl aus diesem Forum rausgeworfen, weil er keine "Werbegebühren für das Forum" zahlen wollte. Seine Tips waren zu wirtschaftlich orientiert, da er ja auch den Mastertune vertreibt. Merkwürdiges Verhalten. Das würde in meinem Forum nicht passieren..:-)
--
All knock retard whether fast or otherwise comes from the Ion sense circuit. The trick is to understand it only reports what it has already seen, so it is what has happened in the past. Most times the circuit will make an adjustment long before you can hear it ping.
Adjusting the spark from the Datamaster log works very well but it is some trial and error. I like to look for any knock and make a slight adjustment to make it disappear. Then add 2 degrees everywhere below 80 kPa. Make another data run and make the necessary adjustments. As you add and then remove from the areas that ping you will begin to shape the spark curve to what your bike wants/needs. Once you get to where it wants to ping at most settings I reduce spark by 3 degrees across the board, this is my safety margin. This will get you by without a dyno but doesn't adjust above 80kPa. Once you have the spark map close look at the values you have at 80 kPa and blend them over to the right on the Map. Then go make your WOT runs and adjust what you see based on the retard happening. This will get you 95% of the way home and the last 5% is best done on a dyno. If you do not use have a dyno then you maybe down a couple of HP. Now if you find that as the weather warms up you pickup some pinging go to the Spark Vs temperature table and remove some there from the proper cells. This will give you the best possible tune under all conditions.
It is best to not have any retard if you can because the system will tend to take more out than is necessary and hold it out for awhile before it adds it back in. An example would be the retard system shows 4 degrees of retard happening. By removing 1 degree it may be gone compltely so you net gain is 3 degrees over what the retard system did. The 3 degree gain will give a nicer running engine and better fuel economy.
Now once you've finished the spark adjustments go back and run V-tune one more time as the correct spark can cause the mixture to change a small amount in some areas. Using this method I can get to within 3 Hp of what we can get on a dyno so it all depends on what your looking for.
--
To see the knock sensing you need to use datamaster and start a log file [not a vtune file]. Once you open the log file and name it then you you will see the datamaster recording control, select data type from the drop down menu and select oxygen sensor data and go make a run like you did for vtune. Then when you get back select on the datamaster file playback the file you just recorded and on the side where it shows what the trace lines double click on one of the four trace names you will get a assign graph item and from that drop down menu you can change what the traces are showing. I look at front retard-fast and rear retard-fast you will see spikes if any are present. Also if you want you can add them to the field where it gives the numeric data where it has <none> double click on those spaces and you can add the fast-retard to those rows and columns. The datamaster display is not easy to use if your ride was a long one because I do not think you can zoom in to a specific point in time and expand it.
--
The conditions for removing spark all boils down to where to remove it from. With that said it would still be trial and error to find what works best. A simple program just to remove it from the main table for the front or rear cylinder would not be hard but most likely would not come close to yielding the best tune. Now what about adding spark? This is the reason we have not done one for spark. Spark will and does change with the state of the tune and that is why I told you to V-tune first then correct spark then V-tune again for the best possible outcome.
Now as for seeing spark retard all you need to do is use DataMaster and record for it. The graph in the playback makes it as simple as possible and no other programs are needed. Take the data you have recorded and then go to the graph control and "double click" on one of the items being displayed. That will open a window that will allow you to change the item being graphed to what you want. Simply put the knock retard on the graph and view it. Now when you see some retard, zoom in and you can find it perfertly. All this information is in the DataMaster "Help" file so you can review it there.
--
Not all of the values that the ECM puts out are real all of the time. So you can and will see numbers that seem out of line that are out of line and by the same token you can see numbers that look good but really mean nothing. Some of these are used by the ECM and some are not at all but you need to know when is the right time to read the information to make it useful. These items were shown as we use them here at the factory but really are not something you need to use in the field.
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