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[Live2Ride57]

I just installed the V&H Power Duals and High Output mufflers on my 2012 FLHTCUSE (stock cams and air cleaner).  Got to say I love the new sound and reduced heat.

I live in eastern IA and am unaware of any nearby Master Tune shops.  I have the "old" TTS unit and loaded the EUJ009-03 calabration (1800 CVO, air cleaner and race exhaust).  That will have to do until I can get it properly tuned.  Does anyone have a calibration for my setup that they can share with me?  Know of a good Master Tune shop in the eastern IA/NW IL area? Any help is much appreciated.  Much thanks - Brian

[glens]

Have you considered reading through the current v-tune PDF and giving it a try yourself?  I would.  You may find you don't need to get it professionally tuned, but at the least you'll be safe until you do if you decide to go that route afterward.  It'd be better to v-tune than to just ride on someone else's calibration in any event.

[Live2Ride57]

Have you considered reading through the current v-tune PDF and giving it a try yourself? 

Yep, going through the document now.  What's everyone's method for protecting their laptop from vibration?  Pictures?  Ever had any issues?

[glens]

Obviously, a solid-state hard drive would be best, but I've never had any issues with my spinning platters.  I have a piece of rounded-edged lauan I cut just larger than the laptop to ensure sufficient airflow and I place the laptop on it and it on a folded-up towel in the tourpak.  It's easier to v-tune well with a remote display placed in easy view but it's not necessary.  Just ride with deliberate throttle action avoiding sudden change as best possible.

It seems a lot of folks like to disable the accel enrichment and decel enleanment for the v-tune data runs but I like to leave them enabled.  The argument is that it enables a greater number of hits while gathering data because whenever the two functions come into play then data gathering ceases for several seconds as the temporary changes decay out again.  The argument is also often accompanied by the statement that the data doesn't get skewed with the functions disabled, but it's also been commented how accel enrichment can be greatly reduced from the base calibrations when done tuning.  I haven't done any comparisons between both ways but have a gut feeling that when accel enrichment is disabled for v-tune data gathering that a little bit of it gets "built in" as a result.  I'm not looking to start up another discussion about it, just mentioning my position.  You'll be able to pretty easily find and read the other side if any of it matters to you.

So long as you follow the text of what's in the manual you fetched from mastertune.net you'll be okay.  I believe there's a flow-chart near the end that slightly differs from the main-body text, so unless you ferret out the differences just go by the text.

[Live2Ride57]

Obviously, a solid-state hard drive would be best, but I've never had any issues with my spinning platters.  I have a piece of rounded-edged lauan I cut just larger than the laptop to ensure sufficient airflow and I place the laptop on it and it on a folded-up towel in the tourpak. 

glens, you already taught me something new - I've never heard of lauan.  Had to google it   I'l let you know how the process goes.  Thanks!  - Brian

[glens]

Yeah, it's just nominally 1/4" 3-ply plywood often used for drawer bottoms, cabinet backs, and sometimes improperly (depending on the grade) for vinyl floor covering underlayment.  A straightedge and utility knife are all that's necessary to size it.  You can probably get a 4' square sheet of it at Home Depot for just a few bucks.  It works well for the purpose I mentioned earlier because it affords some traction and it's stiff enough yet light in weight.

You'll find while gathering v-tune data that it can be difficult to catch some of the fringe areas.  Don't worry too much about filling in each and every table cell.  If you have to work so hard to hit them consider how often it might happen under "normal" circumstances.

[Live2Ride57]

It seems a lot of folks like to disable the accel enrichment and decel enleanment for the v-tune data runs but I like to leave them enabled. 
So long as you follow the text of what's in the manual you fetched from mastertune.net you'll be okay.  I believe there's a flow-chart near the end that slightly differs from the main-body text, so unless you ferret out the differences just go by the text.

I see what you mean.  The flow chart says to disable the Accel Enrichment.  The text above it makes no mention of that.  I'll go by the text and follow your suggestion to leave it enabled.  Thanks!

[Live2Ride57]

I'm getting frustrated.  I've run several long v-tune rides.  Get back home, leave the bike running, stop the recording, but can't SAVE the file.  The save selection in the drop down is grayed out and doesn't seem to work.  I try to view the histogram and it looks like I lost all my recorded data.  I must have tried it 5 or 6 times thinking I done something wrong.  I should have had the whole tune done by now, but still on square one.  Ideas on what I'm doing wrong ??

[Live2Ride57]

I'm getting frustrated.  I've run several long v-tune rides.  Get back home, leave the bike running, stop the recording, but can't SAVE the file.  The save selection in the drop down is grayed out and doesn't seem to work.  I try to view the histogram and it looks like I lost all my recorded data.  I must have tried it 5 or 6 times thinking I done something wrong.  I should have had the whole tune done by now, but still on square one.  Ideas on what I'm doing wrong ??

Ok, it seems my saves were working after all.  I was confused because when I got back into DataMaster, opened my DataMaster recording, then tried to view the DataMaster Histogram, I didn't see any data.  Still not sure why, the document leads to believe you should.  So I threw several early good runs away because I didn't think they saved. 

After messing around with this off and on all day I got 4 VTune runs done.  I tried to get in a variety of RPM and throttle openings.  Here is the VTune VE Correction from the first run.

[Live2Ride57]

Here's the VTune VE Correction from the second VTune run.

[Live2Ride57]

Here's the VTune VE Correction for the third VTune run.

[Live2Ride57]

And here's the VTune Correction for the fouth VTune run.  What do you think?  Would the caibration generated from this be better to use as my final calibration, than the canned EUJ009-03-A0 from which I started?  Do I need more VTune runs?  How do I tell if its better in comparison to the origonal calibration?  If I want to go use the resulting calibration, do I then set the Main Lambda values and the PE mode back to origonal, before loading the valibration into the ECM?  Anything else to consider?

[glens]

It's got to be better than the base calibration.

Looks like you're coming right along but not quite done yet.

[Live2Ride57]

It's got to be better than the base calibration.

Looks like you're coming right along but not quite done yet.

Yeah I'll go with the calibration resulting from my 4 VTune runs and continue with more VTune runs when I can, to improve the tune.

Another question - have you done any of the AFR and timing adjustments they talk about in the manual?  If so, how did that go and did you see a big improvement?

[glens]

I haven't had the time to mess with it this time much further than 4 or 5 good v-tune runs and some spark data logging runs.  Frankly, I so rarely operate it out of closed-loop coverage that I have purposely passed up many "time" opportunities to further refine it.

What level (.mt7/.mt8) calibration are you using?  The .mt8 will allow you to smooth out your VE tables in the areas south of ~60kPa.  I spent a few minutes doing this while making the v-tune runs.  I can't say there's a night and day difference because I didn't not do it but can definitely say that part-throttle operation is most excellent.  It stands to reason the way the system works that the fewer "hill" and "valley" deviations from the general VE contour will provide better operation.  Most situations don't use just one cell in the VE table.  That would only occur in the case that the current engine speed and manifold pressure (or throttle position if an "older" bike) are exactly in the middle of some cell.  Otherwise (and usually) the VE value being used by the ECM to calculate fuel is actually the result of proportioning 4 adjacent VE cells.  Whenever one cell is very much above or below the overall trend of those surrounding it, interpolated values which included that cell will be adversely affected.  You'll have to re-v-tune at least once each time you mess with the "EGR" tables, which is why I incorporated that work right into the v-tune process itself.