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Datatech "Blogging"

Stories and Informational posts from Projects and Jobs we have been involved in.

KTM 1290R

Flash Tuning is now AVAILABLE for the KTM 1290 Super Duke R

INDIAN CHIEF'S

Some Insight into Flash Tuning INDIAN MOTORCYCLES and why V-Twins need individual cylinder tuning.

128Ci Milwaukee Motor

Our Guide to Building an Streetable 128Ci Milwaukee Eight Street Glide Motor.

KTM 1290 SuperDuke
Flash Tuning

We are excited to announce that we are able to Flash Tune the 1290 Super Dukes!

No more add on modules like a Power Commander V where you need to buy both the fuel module and the ignition module to really get the most out of the bike. Costing over $1000 AUD in hardware before you even get into tuning it.

Instead we're able to access the ECU directly to rewrite the Fuel Tables, Ignition Advance Tables, Throttle Mapping, Rev Limiter etc.

We recently got the chance to do some development on a customers bike and the results were great.
The customer is super happy and noted that their "bike is a lot smoother at low speeds and the twitchy throttle is gone".

This is one of the Most common complaints with these bikes and is mostly due to the Lean Closed Loop Fuelling used to pass the factory Emissions Standards.

We look forward to doing more of these in the future as they are one of our favourite bikes.

The Benefits 

  • We have direct control over the ECU parameters.

  • Cheaper than buying a piggyback module.

  • Optimize Fuel Delivery with the O2 Sensors Disabled, Preventing any Closed Loop learning (where the bike tries to adjust its fuel trims to meet 14.7:1 stoichiometric ratio).

  • Optimize Electronic Throttle Control parameters and much more...

 

Modifying the ECU parameters can void manufactures warranty.

INDIAN MOTORCYCLES
2022 Chief 116Ci
-Flash Tuning-

Lately we have really been doing a deep Dive into these INDIAN Chiefs, the Engineers at Indian certainly like to do things differently to the Engineers at Harley Davidson (we are more experienced with their work).

The way they have set up the ECU Strategies for the INDIAN Chiefs took some development time to get to grips with but once you've got your head around it they do become quite satisfying to tune.

The Common problem with both Harleys and Indians is that they are V-Twin Engines with a shared Intake Manifold. The issue with this from a tuning stand point is that both cylinders do not receive the same airflow, therefore the will have different Fuel Requirements.

Hence why we tune both cylinders individually on a V-Twin Engine and this is also how we're able to get our tunes to be so smooth and crisp to quick throttle movement.

One of the other areas we are able to make great improvements with these INDIAN's is in the Torque Control Mapping. The Factory Engineers have set up Calculated Torque Mapping based on the Engine Size, Throttle Position, Volumetric Efficiency and More.. but when you change your Intake, Exhaust or Camshaft you are changing some of these data points. What this means is that without adjusting the Maximum Torque Output Tables within the ECU the bike will maintain the factory torque limits by closing the throttle blade.

In the dyno graph shown (on the right) you can see the effects adjusting these torque limits from 4500rpm to 5300rpm. making nearly 20Hp difference when compared to STOCK.

128 Cubic Inch
Milwaukee Eight Motor

Build Summary:

  • S&S 128Ci Barrells and Pistons

  • S&S 55mm Intake Manifold w/ 6.2gps Injectors

  • Stock Heads

  • Stock Throttle Body

  • TTS-150 Camshaft

  • S&S Tappet Cuffs

  • Adjustable Pushrods

  • Fullsac Performance MX Header Pipe w/ 2inch Louvered Baffles

  • Custom Dyno Tune

Glen's 2017 CVO Street Glide was recently built into a Torque Monster, with a 128Ci Big Bore Upgrade as well as a few other Supporting Modifications.

This bike cam to us with a nicely running Stage 2 engine, it had the TTS-150 Cam and the Fullsac MX Headers already fitted.

While we had this engine apart we updated the factory oil pump to the newer 8 Lobe pump with the main bearing seal as that is a known failure point on these early Milwaukee Eight Engines which can cause them to suck air and lose oil pressure on long rides.

Remove the Barrel with one 'Touch"

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