dimsport mygenius is not a genius

1995 called and I answered....

OK so I got the mygenius handheld from SLR, hooked it up to the bike, went through the setup like their instructions said to, downloaded the stock file and uploaded it to their server. Instead of being happy things were miraculously working, I got smart and hit the update button on the desktop software and it updated the firmware on the device. Then everything went wrong....

Now the device will not connect to the bike at all. When I go into "work" menu like you are supposed to, I get this error: "device status is not correct" This entire thing is distinctly from an era when a mouse was the biggest invention in personal computing. I have since updated the device four more times (the internet says to do that), said a secret prayer and also used some choice words. It still won't re-connect to bike.

Any ideas as to what I can now do? There is a reset option on the device I can try, however, I am worried it will wipe any SLR specific firmware that's on it. Back when things were working, the device automatically knew which server to connect to and upload my stock file, so clearly, there's some SLR flash on there that is now corrupted perhaps? Will resetting and going through setup again solve that or not? I messaged SLR on their whatsapp, but given its new year's eve, I don't imagine they will respond anytime soon.

Is that machine fully vaccinated? I bet it isn’t. It’s got the Omicron my friend. Get that thing to the ER before the ICU beds are gone. Don’t fret, Pfizer has a booster for houseplants now, handheld devices are not far behind.

Did you get your issue resolved ? Franklin from SLR tuning is good at getting back to customers.

Frank spent almost 4 hours on the phone after business hours troubleshooting my handheld. He's a good man. It was a combination of two issues:

1. I was originally running a T800 upmap, and before the SLR tune, restored the "stock map" via T800. That must have been some kind of bogus stock map supplied by T800, or a very early 18 stock map because it screwed up the handheld and caused the "device status not correct" error and Frank also confirmed he couldn't locate that map in his database. He said I could mail my ECU to him for a bench read and flash. But before we did that, I restored my T800 upmap on the bike, reset the tool and read again to see if he was able to find that upmap in his database instead. Now the tool read the bike OK but we had errors when we hooked up the tool to the PC to download the stock map to send to Frank. "710 no genius headers found" was the error on the unit when we tried to download the stock file from it.
2. We spent a good 2 hours troubleshooting this new issue. Tried two different PCs, bunch of windows updates and .net framework updates and so on. Then Frank forced some kind of dummy mod file onto the unit and that somehow fixed the file system on the unit. Now it started talking to the PC and we could download/upload to it.

So we reset the tool, read my T800 upmap again, Frank found it in the database, modded it and send it back and I uploaded it to bike OK. I got a pump 93 map with reduced engine braking, reduced kill times for QS, removed all TPS table restrictions in first 3 gears, kept stock rev limits for all gears, disabled servo etc. For my second map, instead of race gas, I just asked for a stock 2021 map with servo disabled - the neutered supposedly easy-to-ride map from Ducati. Meanwhile, during all this flashing the stock T800 map, flashing back the T800 upmap and eventually flashing the SLR map, my dashboard still says "evo" so I am hoping the Ducati Evo 2 upgrade I paid for earlier is still good.

I will be on track on Saturday and will report back on my impressions on the SLR tune.

Good luck bro!

I just used the genius from Brentuning and it work flawlessly.
the issue is not the device.

Glad to hear you got it resolved Frank goes above and beyond for his customers. That something other vendors don't do.

Update - got some seat time today after SLR tune. It's a home run. Fixes the quickshifter issues in early bikes and the reduced engine braking option is awesome. I hit a PB at my local track and then again the session after.

Suspension/chassis/tuning/ergo all starting to come together. I'll look through all the AIM data I gathered today and I'll post my overall setup notes in one of the other threads I created.

AiM? Solo 2 DL?

craig bush said:

AiM? Solo 2 DL?

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Yes sir, with the v4 ECU connector. I pulled gear position in each corner and also intend to analyze the lines between fast and semi-fast laps. Once you get past the convoluted interface, Race Analyze and Race Studio are really good.

TomFoolery said:

Yes sir, with the v4 ECU connector. I pulled gear position in each corner and also intend to analyze the lines between fast and semi-fast laps. Once you get past the convoluted interface, Race Analyze and Race Studio are really good.

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Nice. I’m gonna purchase the Solo 2 DL + Handy cam combo so I can get data analysis and data overlay video.

You running the cam as well?

craig bush said:

Nice. I’m gonna purchase the Solo 2 DL + Handy cam combo so I can get data analysis and data overlay video.

You running the cam as well?

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No I am not running the cam. FYI - back in November when I bought it Reactive Parts over in the UK had the best prices, and were one of the few places that had the DL in stock with the Ducati cable. You get the UK firmware and European tracks preloaded, so you have to flash a US configuration on the unit and US tracks, but that’s only a few clicks on race studio. In case you are not familiar with race studio, give me a buzz and I am happy to talk you through it. There’s a decent learning curve and seemingly infinite options/clicks.

Be interested to hear where you landed with your setup, good news you're hitting PBs!

A couple of questions please Tom,

0. what year model bike is it
1. what changes were made to the quickshifter kill times ?
2. how do the first 3 gears feel now
3. overall is there much difference noticeable between this tune the the T-800, which I guess is now completely redundant ?

Thanks

RobertH said:

A couple of questions please Tom,

0. what year model bike is it
1. what changes were made to the quickshifter kill times ?
2. how do the first 3 gears feel now
3. overall is there much difference noticeable between this tune the the T-800, which I guess is now completely redundant ?

Thanks

Click to expand...

Hey Robert,
I went from the T-800 to SLR on my V4R. In terms of throttle response and 'feel', there was not much I could feel different. Unfortunately, the T-800 tune completely ...... the EBC, so it was stuck in max braking, no matter the setting. They have released a subsequent map, which may (probably does) resolve this.
The QS felt the same with either map.
The UI on the T800 is far better, but the T800 can only be used on the bike it's registered too. Whereas the SLR can read and clear fault codes from any V4 (and possibly other models? Not checked).
On the Dyno, the SLR was about 10whp up on the T800, peak power, not sure on midrange.
This was all on my V4R, so can't comment on the first three gears.

RobertH said:

A couple of questions please Tom,

0. what year model bike is it
1. what changes were made to the quickshifter kill times ?
2. how do the first 3 gears feel now
3. overall is there much difference noticeable between this tune the the T-800, which I guess is now completely redundant ?

Thanks

Click to expand...

1. 2018 V4S. @RickD996 notes above are from a V4R, keep in mind that bike was better sorted out of the box than the non-R variants. They took Rick's setup and 'gave' most of it to the 2020+ S bikes....
2. SLR will reduce the kill times for faster QS engagement. The stock kill times were so long that when on full tap at the track, bike would literally fall on its face and unload the rear waiting for the next gear to engage, and eventually when the next gear engaged it would slam you in the face and the electronics would go nuts trying to meter the sudden intermittent loss of power. In all the years I have been racing bikes, I had never had to wrestle a bike riding bolt upright in the straights. Jesus it was bad.
3. Since my bike is a 2018, it was never neutered from factory like the newer bikes so I never had a problem with the first 3 gears. Full power all the time, though SLR tune smooths out the throttle tables for more linear engagement. Don't quote me on the numbers, but I remember Frank at SLR saying the stock 2018s would get to 50% throttle and then instantly go wide open, whereas his TPS tables are more linear and customizable so it's easier to modulate the power mid corner. (I think I asked for full open at 75% throttle, gotta check my notes with Frank).
4. I ran the T800 and while Rick is correct above in that it's a much easier UI, that's about where the upside ends for the T800. The tune itself was absolute garbage. It didn't change anything in the QS or throttle position, and engine braking was horrendous. Interesting to hear they actually screwed up engine braking, God I wish I had known that earlier. Because that was one of the big issues I was having (bike would completely lose its composure on decel and upset the chassis) and I thought it was a chassis setup issue. I spent so much money chasing valving/ride height/damping adjustment to dial it out to no avail when a simple tune could have solved it.

I will collect all my notes and post shortly, including the order in which I *should* have spent my ~$10k setup cost. A reputable tune that gives you flexibility to personalize what you want out of the bike (SLR, bren? NOT T800...) is # 1 bang for the buck. Followed by triple clamps... more to come.

Tom, about #3... the reason they do that is because of throttle body flow characteristics.

I'm not saying the Ducati OEM configuration is right or better, it's just that these kinds of throttle bodies offer big changes in airflow during the initial phase of opening.

For example, at 10 degrees of throttle blade angle you might be allowing 30% of throttle body maximum flow. At 45 degrees (about half of its sweep) you might be at 80-85% of maximum flow and from 75 degrees on your basically at max flow all the way to 90 (open throttle). So that's why they do that kind of thing. Keep in mind my numbers are just an example.

Now about the engine braking, I totally relate to how strong it feels on the road both stock and with the upmap but at the track I feel like i need more engine braking (unless it's wet). This later made even more sense when i learned why race bikes use this function, as a rear brake aid to mid corner. They probably have it tuned to suit each corner separately and have switchable compensation maps for tire degradation and rain conditions. With that in mind I understand how strong engine braking might be required. Again, I'm not saying that your setup was fine but I'm relating the theory that the engine brakes are actually used as rear brakes, the actual lever is used as an aid.

Alkhater said:

Tom, about #3... the reason they do that is because of throttle body flow characteristics.

I'm not saying the Ducati OEM configuration is right or better, it's just that these kinds of throttle bodies offer big changes in airflow during the initial phase of opening.

For example, at 10 degrees of throttle blade angle you might be allowing 30% of throttle body maximum flow. At 45 degrees (about half of its sweep) you might be at 80-85% of maximum flow and from 75 degrees on your basically at max flow all the way to 90 (open throttle). So that's why they do that kind of thing. Keep in mind my numbers are just an example.

Now about the engine braking, I totally relate to how strong it feels on the road both stock and with the upmap but at the track I feel like i need more engine braking (unless it's wet). This later made even more sense when i learned why race bikes use this function, as a rear brake aid to mid corner. They probably have it tuned to suit each corner separately and have switchable compensation maps for tire degradation and rain conditions. With that in mind I understand how strong engine braking might be required. Again, I'm not saying that your setup was fine but I'm relating the theory that the engine brakes are actually used as rear brakes, the actual lever is used as an aid.

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Engine braking is 100% a preference thing. Two riders can have exactly the opposite preference for whether they like more or less of it. Absolutely.

Engine braking is also related to gearing and the track layout. Tracks with fast sweepers versus technical slow speed corners and what gearing you are running will also impact whether engine braking helps or hinders.

TomFoolery said:

Engine braking is 100% a preference thing. Two riders can have exactly the opposite preference for whether they like more or less of it. Absolutely.

Engine braking is also related to gearing and the track layout. Tracks with fast sweepers versus technical slow speed corners and what gearing you are running will also impact whether engine braking helps or hinders.

Click to expand...

Oh no doubt. One of many factors that can be tuned to suite, just like any other setup parameter.


Sent from my iPhone using Tapatalk

The problem, that may not have been described well, is that when using the original T800 tune, it disabled the EBC settings. So, no matter if you were on setting 1, 2 or 3, you got maximum EBC.
Sub optimal if you don't like max EBC.
Not an issue if you don't want to adjust it.