ECP is now equipped...

[SUPERTUNER]

To handle dynotuning with Air/Fuel ratio complimenting our dyno tuning. I will only do gas analysis on 4 stroke engines as the oil and fuel mix on 2 strokes ruins the tip of the wand. The tips are expensive at $350.00 to replace too! The printout on the dyno graph will have a separate bottom half showing the Air/Fuel ratio. This aligns with the RPM band on the dyno shet showing torque and power and allows us to perfectly tune all engines to the highest degree possible. We just brought 4 stroke tuning to a new level!

Freddie Klies

www.easterncycleperf.com

 

[craze1cars]

Out of curiosity, do you have any method of compensating for air temperature and humidity variation? My gut tells me that tuning and testing done on a snowmobile in your workshop at 75 degrees F and 42 degree dewpoint would need some type of correction when the sled is more likely to be run at 0 degrees F and 2 degree dewpoint.

This has always been the thorn in the side of snowmobile tuners since they were invented...they can really only be tuned properly for current weather conditions or you have to revert back to jetting charts and hope they're accurate for your setup. Snowmobiles see a riding range of temps that can have a 80 degree air temp spread (I've ridden from -30F to +50F, some ride even warmer in the mountains) and dewpoints can have a spread of 40 to 50 degrees as well. Whereas motorcycles are more likely run within only a 30 degree spread (maybe 65 to 95) and maybe a 25 degree dewpoint spread...not to mention you're tuning them in season, so it would be much easier to get things perfect I would think.

I'm not trying to challenge that this is feasible....just trying to understand how this would work. I just know I would ever waste my time finding the perfect air/fuel ratio for a carb'd snowmobile in warm humid weather because it's so far different when winter comes around. But I'm sure you have far more experience than I do, and maybe the EFI systems allow something I don't know about that helps you compensate.

Thanks for your insight!

 

[SUPERTUNER]

I don't take your reply as a challenge at all. In fact, this actually came as a challege of sorts from one of my techs in the shop. He has had good results with using A/F meters for tuning. I could definately see where they are very useful for turbos and superchargers. It seems every single time we get our bikes and sleds tuned good on the dyno to a perfect "stoich" condition, we always have to enrichen for the road or track.

The smartest thing that I realize about myself is that I know that I do not know everything.

I am willing to learn all the time.

Freddie

 

[Sled Dog]

I don't take your reple as a challenge at all. In fact, this actually came as a challege of sorts from one of my techs in the shop. He has had good results with using A/F meters for tuning. I could definately see where they are very useful for turbos and superchargers. It seems every single time we get our bikes and sleds tuned good on the dyno to a perfect "stoich" condition, we always have to enrichen for the road or track.

The smartest thing that I realize about myself is that I know that I do not know everything.

I am willing to learn all the time.

Freddie

Could that be because on the dyno there is no rider no g force and more road resistance.

 

[SUPERTUNER]

I don't take your reple as a challenge at all. In fact, this actually came as a challege of sorts from one of my techs in the shop. He has had good results with using A/F meters for tuning. I could definately see where they are very useful for turbos and superchargers. It seems every single time we get our bikes and sleds tuned good on the dyno to a perfect "stoich" condition, we always have to enrichen for the road or track.

The smartest thing that I realize about myself is that I know that I do not know everything.

I am willing to learn all the time.

Freddie

Could that be because on the dyno there is no rider no g force and more road resistance.

Not on our inertia engine dyno. We sling via the PTO shaft a 1200 pound inertial value drum that comes real close to simulating the real world. For instance, I will tune a customer race bike. I will tell him what MPH he will turn in the 1/4 mile as well as be real close at the ET providing he hits all his shift points properly. I come uncanny close to the performance numbers expected.

 

[Sled Dog]

Good to know Freddie I was not aware how hi tech the dyno's are these days.

 

[SUPERTUNER]

Good to know Freddie I was not aware how hi tech the dyno's are these days.

Actually Sled dog, I designed this dyno from a Dynojet motorcycle dynamometer. I can't be very sure but it might be the only one like it in the world. When I witnessed that data that this type of dyno could retrieve, I told myself, I have to get this to work on snowmobiles. It took me about a year to perfect but it works very well now!

Freddie

 

[iasledder]

to a perfect "stoich" condition, we always have to enrichen for the road or track.

The smartest thing that I realize about myself is that I know that I do not know everything.

I am willing to learn all the time.

Freddie

Just the fact that you know "stoich" tells me you have more experience than most. Stoich is great on a dyno, but usually a poor setting for production release, due to variances in production build and field operating conditions. Keep up the good work.

 

[SUPERTUNER]

Thanks iasledder.