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About bsujanto

  • Rank
    Club Racer
  • Birthday 01/02/1971

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  • Location
    Jakarta, Indonesia
  • In My Garage:
    '04 VFR
  1. I agree with you it's pretty lean. I also wonder if it's a wild number, but considering that on 40% it gets steadily leaner from 6000 and up. So I guess this 17.3 at 8750 is not that wild, is it. From the left side of the bike, I use the more accessible O2 bung. It's the one with plate protector. I guess it's coming from Front left and rear right cylinder. Sorry I always forget cylinder numbering on VFR. Which one d' you use for your autotune?
  2. Yes, I did. I plugged the supply hose at the air box. What makes think of that?
  3. It uses different connectors. Obviously it's not plug and play.
  4. Here I have some interesting comparison between my custom map and map provided by Power Commander for US and Euro bike stock exhaust stock air filter, shown on PC III software. Bold blue line is the custom map. Top picture at each TP is comparison with US bike. Bottom with Euro bike. At 2% TP At 5% TP At 10% TP At 20% TP At 40% TP At 60% TP At 80% TP At 100% TP In many cases, the curve of the custom map looks similar to PC provided map, only that custom map is down shifted. PC provided map is more aggressive in richening the AFR. It's quite in line with the quote from my DynoJet source. The humidity here is 70-90% all day. The higher the humidity, the less oxygen available, the less gasoline needed to reach target AFR. PC provided maps are designed for less humid country and it is too rich for my use. The custom map somehow proves it right.
  5. bsujanto

    AFR Before n After PC Custom Map

    AFR Before n After PC Custom Map
  6. A picture when it's on dyno Why not get this besides AFR
  7. Yes, it is. Thanks. I worked out my custom map calculation based on the table as target AFR and the cumulative actual AFR from dyno session and street riding. Dyno session takes care of high rpm and high tp area, while street riding takes care of low n med rpm at low tp. Before being taken to calculation sheet, I put all actual AFR data at each TP steps on graphics so I could see and delete any irregular datas. This irregular datas are represented by dots or spikes that are clearly outside the main stream of data. Anyway, I got the custom map uploaded into PC III and had the AFR logged afterward on the street. I didn't get feedback for all cells though, but we can see AFR is improved towards the target at many cells. I will keep doing this everytime I ride and get more and more valid datas to adjust the custom map further. Regarding the bike itself, I feel it is significantly smoother at "parking lot" speed and the vtec transition has also improved. I haven't got a chance to measure the gas mileage, but the custom map indicates that it could be worse now.
  8. I did the test just now. It's on centre stand. I forgot what gear it's in, but it's on 5%TP, 4.7K RPM, around 80km/h indicated speed. Starting from 74 - 111 deg C, I can say that AFR is flickering around 13.6-13.8, constantly along the temp range. Above 105 deg C, I reckon that 13.5 and 13.6 showed up in a blink or two, but I think we can omit it. Though the theory that ECU dumps more fuel at high temp is not proven at this test, we should remember that it is done only at 5%TP. I think it's not conclusive enough.
  9. Thanks for the comprehensive information on how PC V works. Very well written and I should say "Wow... that's very interesting" Perhaps later I'll get a PC V in my car project. The 3 maps system of PC V is exactly what I'm doing manually in Excel to make a custom map for PC III. Sampling data is fed into first sheet. Second sheet is the design of target AFR. The third sheet is the calculation result = custom map. I think I will download PC V map set for VFR. The second map (target AFR) will obviously help me improve my Excel second map design. Anyway, perhaps you can tell me if the trim map contains adjustment for the most recent atmospheric condition that we ride in or does it contain an average adjustment of certain time length?
  10. Fix it in one gear, start the logger, play around with various TP and rpm. Stop the logger. Repeat it again for different gear. I can do that on the street. No problem. Do you have any idea between what gear positions this difference is most apparent?
  11. About the PC V w/ auto tune, I'm not sure I will go that way. At least for the time being, cause I really want to understand how things are going on manually with the Wideband 2. I'm even thinking to install this WB2 on car after this. Get some reading and get PC V or PC III installed on my car. It's technically possible. Anyway the difference between man and boy is only the price of their toy
  12. I forget to mention some more informations that I got from DynoJet. They suggest me to do the data sampling with engine temp between 78-88 deg C. I found this extremely difficult as it almost never stayed there. It can take hours of dyno time to make a complete set of AFR sampling with this rule. We need to give a considerable time for the bike to cool down in between runs. They said they get this information from specific VFR VTEC tuning information in their files. Confronted with the fact that our bike is normally doesn't run that cool, they asked if I'm sure the temp gauge is ok. They still insist that's the way it should be done. They have a theory that the ECU will dump more fuel in an effort to cool down the combustion chamber in our normal 105 deg C engine temp. And if I make my map based on this hot sample, it will get very lean in cold condition when the engine temp can't get high enough. Hell, I take the risk cause I live in tropical climate. Air supply for the PAIR valve should also be blocked. It makes sense and done easily.
  13. AFR sampling data I'm in the process of making PCIII custom map for my 2004 Europe spec bike. Anybody who wants see the AFR sampling data I get from Wideband II data logger, can download it from the link above. Any comments are welcomed. I put my bike on dyno yesterday. Especially to get the AFR data of high rpm range at 40%, 60%, 80% and 100% throttle position. I'm not really satisfied with the the 2 and 5% TP data as the rpm range doesn't reach high enough. Perhaps because I use a modified car dyno which has limited Eddy current brake minimum resistance. But I can repeat these 2 and 5% TP on the street. No problem. Some of the data also show zig-zag graphic like in between 6-9K at 60%. That's because there are 2 sets of data from 2 runs combined together. I think a different engine temperature might be the reason. Anyway DynoJet said that I can aim for 13.5 A/F up to 20% throttle and up to 5,500RPM. and 13.2 for all those throttle and RPM points above that. But before I make the map, I need to improve the 2 and 5% TP data first. Will make it this weekend.
  14. bsujanto

    New Bars

    You can start offering it here
  15. It won't harm your bike, but I feel that Cozye's map doesn't match my Europe spec VTEC. Throttle response becomes less crisp and it pops more on deceleration. VTEC transition is OK though. The PC maps available for Europe VTEC in PC website work better on my bike. Comparing the PC map for stock exhaust between US and Europe VTEC, it looks that the US map increase the fuel more than EUrope map. I think Europe VTEC comes richer from factory than US VTEC. It could explain why Cozye's map doesn't perform well on my bike. It makes it too rich. Grant, let us know how your bike respond.
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