Tuning with the Power Vision 3

hulkss

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This thread will discuss tuning the 2014 and up Super Tenere with the Dynojet Power Vision 3 and theDynojet C3 Tuning Software

The following information is provided for educational purposes only. Custom tuning may void your vehicles warranty, violate emissions laws, and cause catastrophic mechanical damage. Any tuning is done at your own risk.

I took a look at the PV3 in this thread
I ended up buying one and tuning my bike.

I developed a custom tune for both the EU and USA versions of the bike. I've run the USA tune now for 5000 miles and another forum member is using the EU tune in the UK. He helped a lot test driving and logging data. So the tunes have two positive evaluations on two bikes (well, two is better than one).

Changes to the stock tune include:
Custom Sports Mode Drive-by-Wire Throttle Tables (fun and not too aggressive, no power limitations in any gear)
Custom Touring Mode Drive-by-Wire Throttle Tables (great for off-road throttle control, no power limitations in any gear)
Modified Sports and Touring Mode Deceleration Engine Braking (smooth engine braking)
Custom Ignition Timing Map (great drivability and fuel economy, not advanced as to require better fuel than recommended by Yamaha)
Disabled Deceleration Fuel Cut (no jerky fuel on-off)
Custom Adaptive Learning Alpha N table (closed-loop economy cruising and great open-loop throttle response when you get on it)
Custom AFR Factor Alpha N Table (smooth transition from stoichiometric cruise to power enrichment)

Seems that a lot of technical detail just bores most people (and takes up my time), so, feel free to ask questions. I can go into any technical details as requested.

The tune files are attached and can be opened and used with the free C3 software linked above. You do not need to own a PV3 to use the software. The PV3 hardware is needed to flash your bike and log data as desired. The tunes are not locked and can be edited any way you like.
 

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~TABASCO~

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I think we speak the same language and would like to talk with you over the phone one day. Always looking to learn and possibly even add one of these.... LOL


Are you able to see and read the existing parameters on the ECU with the PV3?
 
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hulkss

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I think we speak the same language and would like to talk with you over the phone one day. Always looking to learn and possibly even add one of these.... LOL


Are you able to see and read the existing parameters on the ECU with the PV3?
Yes, most all the parameters can be tuned and 30 or so data channels can be logged for about two hours of riding.
 

~TABASCO~

RIDE ON ADV is what I do !
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Yes, most all the parameters can be tuned and 30 or so data channels can be logged for about two hours of riding.
Great.... I need to read up on this more.... Thanks
 

pooh and xtine

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I’ve recently been on a tour of the Alsace and Black Forest using the EU version of this custom tune and it is substantially better than the stock EU map. Throttle control is much easier, gear changing smoother and acceleration more responsive. Fuel economy has also improved by a couple of mpg. The PV3 is very straightforward to use and you can experiment with changes to your heart’s content - it only takes 5 minutes max to load a tune into the ecu via the OBD plug close to the battery.
 

hulkss

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If you give the PV3 a try, just load the tune I posted. I did a lot of experimenting. My bike is mechanically stock and the UK user is running Arrow head pipes with the stock muffler. These tunes keep the O2 sensors active at cruise conditions for great fuel economy. The transition to open-loop when you crank the throttle is seemless.

In order to truly “tune” the bike, you would need the Dynojet wide band kit for Yamaha and a day on a dynamometer to remap the volumetric efficiency tables. It seems to me that the stock VE (airflow) tables are fine as is.

Post questions or issues here. There are many ways to tune an ECU, but, only a few good ways.
 

Mike112358

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Firstly, thank you for posting your tune. I'm sure a lot of time and effort went into developing it and letting others use it is very generous of you.

Second, I'm an extreme novice when it comes to the C3 Tuning Software so please bear with me.

I downloaded the archive.zip and copied the contents over to my PV3 unit however I was not able to apply the flash as it did not appear on the PV3 list of available tunes. I assumed it was because my PV3 has a 2216003.stk NOT the 2216002.stk (US) or 2216004.stk (EU) as in the archive.zip - probably because I ride a Canadian market S10.

In an attempt to move forward, I used the compare function of the C3 Tuning Software and compared the 2216003.stk to the 2216002.stk and the summary screen of differences was blank so I figured I was ok to just clone the values over. I exported the values of your Super Tenere 2216002 USA.djt file then opened my 2216003.stk file and imported the saved values. I then saved the resulting .djt file to my PV3 and was able to flash my ECU successfully. Hopefully this is the proper-ish way of doing such things.

I took a brief ride in the pouring rain of a thunderstorm so I haven't spent a lot of time experimenting with the tune but I did find the roll-on / roll-off to be very smooth and the reduced deceleration jerkiness will reduce passenger helmet bonking when absent-mindedly releasing the throttle. I look forward to trying it further in the weeks ahead.
 

hulkss

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Yes 002 and 003 .stk are the same as far as what the Dynojet software can see. Now I know that 003 is Canada.

As a check, you should load your new 003 tune and my 002 tune and compare them. There should be no differences.

I tried the export/import as you did and then compared, several items were missed and had not been transferred.

On the Airflow Table and the AFR Factor Table, check that you have the new rpm axis values as well as the new table cell values.
If you click on an axis title, it will open and you can copy/paste the axis values.

Keep at it until a file compare shows no differences.

Edit:
I made a Canada tune. It's attached below. Not sure why some values had to be edited manually.
 

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hulkss

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Many riders report that their fuel economy really falls off above a certain speed or rpm. Yes it does.

Does this tune get you better fuel economy? Yes it does.

To see what is really happening we should look at logged data from the ECU using the Power Vision 3 (PV3).

I use Mega Log Viewer HD to visualize recorded data. You can export logged data from the PV3 as a .csv file to use in Mega Log Viewer.

I logged data before I started tuning. Below is a scatter plot of the stock bike tune log after a ride. You can see Engine Rpm on the X axis and Throttle position on the Y axis. On the left, red is when the bike is in closed loop control. Blue is open loop where the O2 sensors are ignored and the air fuel ratio is enrichened. On the right you can see the fuel injector pulse width in the colors. More pulse width means more fuel injected.

Original Tune.png

Below is the new tune. The red closed loop area has been increased to 30% throttle and to 4500 rpm. When you ride in this region you will get the best possible fuel economy with the ECU controlling the air/fuel ration to stoichiometric with the O2 sensors to exactly burn all the fuel injected without going too lean. You can see in this data that at lower throttle openings I tend to shift around 4000 rpm as the data gets sparse above 4000 rpm.

New Tune.png
 

hulkss

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There are a lot of threads about throttle response. Let's look at Sport Mode first and see why it is a bit difficult to control smoothly. Remember, the bike is drive-by-wire, the throttle is controlled by the ECU not directly by the twist grip.

Below is a look at the stock Sport Mode throttle control graph. If you hold the throttle steady at most any position, you can see how the throttle will open automatically as engine rpm rises. This does make the bike feel "sporty". There are some odd rapid changes happening around 12% Twist Grip.

Orig Sport.png

Below is my modified Sport Mode throttle graph. I made the throttle control more linear and reduced the wide span between constant rpm lines. The lower rpm lines flatten at the point where Manifold Absolute Pressure (MAP) reaches ambient. Additional throttle opening will not add any power or torque. This works similar to a vacuum controlled Constant Velocity (CV) carburetor and keeps acceleration smooth without limiting power.

New Sport.png

Can the difference be felt while riding and seen in the data logs? Below you can see Twist Grip Position Plotted against the Throttle Position Sensor (TPS). The original stock throttle control on the left, compared to the new tune on the right. The overall throttle gain is slightly reduced and the non linear region around 12% throttle that causes the bike to feel "jerky" is gone. Good fun and responsive engine feel for performance riding.

Orig vs New Sport Throttle.png
 

hulkss

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Now let's look at the Tour Mode drive-by-wire throttle.

I consider the new map presented above to be a great on road Sport-Tour throttle, so, I wanted to make Tour Mode into a great throttle for off-road use. The stock tour mode throttle is really lame.

Let's look at the stock second gear map (below). Power is limited to 60% throttle (ugh). With traction control off, dirt riders need to be able to precisely control the torque delivered to the rear wheel. If the rear wheel breaks traction (which is often done intentionally) the last thing you want is a throttle like this one. It automatically opens more when the revs increase. This makes a power slide very difficult to control. Also unwanted is a jerky throttle with high sensitivity when you are on a big motor bike bouncing around on rough terrain.

Orig Tour.png

The new throttle map (below) holds the throttle position you command regardless of engine rpm. The throttle opening is limited (flat lines) at lower revs at the point where there is no more power to be had. At 4000 rpm and above, 100% throttle is available as the engine air demand is sufficient. The throttle opening curve is non-linear to provide very smooth and precise control at lower rpm. Great for picking your way through tough sections of trail in first gear. This throttle map also works great in stop-and-go traffic, riding in the rain, or any time sport mode is too quick. Again, this map has no power or torque limiting, you just need to twist your wrist a little more at the bottom end. Some riders may choose to use this map all the time. It's like a cable throttle (not drive-by-wire) with the benefit of the non-linear gain curve.


New Tour.png
 
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hulkss

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The stock tuned engine felt to me like it was a bit erratic at lower throttle openings and sometimes lacked the crisp throttle response I wanted. I took a look at the ignition timing. Here are the spark timing maps from the USA and EU tunes.

USA Spark.pngEU Spark.png

I do not understand why Yamaha is radically jacking around the ignition timing below 17% throttle and going as high as 60 degrees advance in the USA tune??

I took the maximum values from the stock tunes and then flattened the spark timing below 17% throttle. I also looked at spark maps provided with the PV3 from Dynojet. I was careful not to increase the advance as to cause problems with spark knock. The spark map below is what I ended up with and I can say it made a very noticeable improvement in how the bike runs and responds to rider input. I have not had any issues with pinging or knock and I have partially filled the tank a few times with 87 octane when there was no premium fuel available.

New Spark.png
 

hulkss

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It's interesting to see that Yamaha tunes the bike quite differently for different parts of the world. Here are tables that show where the fuel injection is operating in closed-loop control with the O2 sensors. The red region will be near stoichiometric (14.7 AFR) using the narrow Band O2 sensors. Yamaha calls closed-loop "adaptive learning". Note that the scale on throttle position changes.

This is the USA and Canada:
USA & CAN AL.png

This is the EU:
EU AL.png

This is Other places:
Other AL.png

This is my modified tune that improves USA & CAN gas mileage by extending closed- loop to higher speeds and throttle, but, does not extend the lean area as much as the EU or Other tunes. My EU tester reports better fuel economy as well. He believes that the ignition timing made the efficiency improvement in the EU. He also reports better power with the smaller lean region in the modified EU tune (USA and EU modified tunes are the same).
Modified AL.png

It's important to match the air fuel ratio (AFR) table to the Adaptive learning table for the O2 sensors to work their best. Yamaha did a sloppy job of it.
Here's the stock AFR table for USA and CAN:
Stock AFR.png

Here's my AFR table for the modified tune:
Modified AFR.png

I'm not certain that the AFR in the red region is 14.7 as Yamaha call this an AFR factor table, not an AFR target table. I scaled the table values in this post to get 14.7 as this should be close to what the fuel injection is doing.
 

hulkss

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Many people post about not liking the Deceleration Engine Braking. It is abrupt at times and can be a bit unsettling, especially to passengers.

I like engine braking and I definitely want to have it, so, I took a look at what could be done to make it smooth and controlled when coming off and on the throttle. Firstly, there are Engine Braking tables available to modify. Here is a stock USA braking map:

Stock Braking.png

Stock engine braking is applied equally at all rpms on some of the maps. I reviewed the other tunes and I am using a braking curve from the EU tune (below).
The braking eases off at low rpm to make riding at low speed smooth and easy (higher numbers are less engine braking). Braking also eases in at high rpm.

Modified Braking.png

I also made changes to the fueling under deceleration. I disabled the deceleration fuel cut which is definitely a bit jerky in its effect on the bike. I noticed it most when re-applying the throttle. I also enriched the closed throttle fueling so engine braking would be smooth and with minimal deceleration-popping. The advanced ignition timing at low throttle in the new spark maps also helps ensure that that unburned fuel does not get into the exhaust.

Below you can see the narrow deceleration band at low throttle and above 2500 rpm where fuel is enriched (cut down into the green area). The top red area is the lean cruise AFR.
These changes complimented the other Drive-by-Wire modifications to make the bike really fun to ride.

Modified AFR.png
 

pooh and xtine

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Over the past few months I have been using the PV3 map developed by Hulkss, although I have reduced the engine braking a little more to my taste (and my passenger’s). It really is a great improvement over the stock EU tune and better than the conventional open loop fuel map dyno tune that I had on my last ST, principally because of the additional adjustments made to the accelerator pump tables, spark timing, decel cut and engine braking. The throttle maps are substantially better and Tour is a genuine alternative on the road compared with the limp nonsense of the stock map. Initially fuel consumption was a couple of mpg better than stock, but I find myself riding faster than before, so fuel consumption is now only slightly better. Lots more fun, though!
 

hulkss

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Over the past few months I have been using the PV3 map developed by Hulkss, although I have reduced the engine braking a little more to my taste (and my passenger’s). It really is a great improvement over the stock EU tune and better than the conventional open loop fuel map dyno tune that I had on my last ST, principally because of the additional adjustments made to the accelerator pump tables, spark timing, decel cut and engine braking. The throttle maps are substantially better and Tour is a genuine alternative on the road compared with the limp nonsense of the stock map. Initially fuel consumption was a couple of mpg better than stock, but I find myself riding faster than before, so fuel consumption is now only slightly better. Lots more fun, though!
Being able to adjust a tune to your liking is a great reason to go with the PV3. You can also return the bike to stock at any time.
 

siroco

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Canary Islands
Today, Iwas ready to buy the PV3, but in the last moment I could read somethimg like this:
"If you reflash the bike with the PV3 you will never can use the YAMAHA Diagnostic tool in your local YAMAHA dealer."
Is this true?
 

hulkss

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The PV3 automatically stores the stock tune and can return the bike to stock whenever you want to. I have not heard of any issues at a dealer if the stock tune is in place.
 
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