V4 fuelling options

andyb said:

With tge woolich software the std etv values are modified across the rev range to get a true full throttle … there was a problem with this loading, they’ve sorted it now …

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DeussenEngines said:

What do you mean true full trottle?

It is not and desirable to not fully open the throttle at lower revs as more TPS opening does not provide more airflow.

The table that Woolich called ETV Restrictions actually has no direct connection to the ETV and messing with it too much can cause diagnostics to activate limp home torque and rpm limits.

What happens when you globally change the so called ETV Restrictions table is that you kind of activate a quick action throttle.

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Alkhater said:

I understand what you mean here but why would it be undesirable for the throttle bodies to fully open? Cable operated throttles manage this perfectly.

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DeussenEngines said:

What do you mean true full trottle?

It is not and desirable to not fully open the throttle at lower revs as more TPS opening does not provide more airflow.

The table that Woolich called ETV Restrictions actually has no direct connection to the ETV and messing with it too much can cause diagnostics to activate limp home torque and rpm limits.

What happens when you globally change the so called ETV Restrictions table is that you kind of activate a quick action throttle.

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DeussenEngines said:

At lower rpm ( below 6k on the V4 engines) maximum airflow is achieve already below the fully open throttle position of 82 degrees. So essentially there is a dead band where more TPS opening does not provide more airflow. This allows for quicker and more precise airflow and resulting torque modulation as you don’t have to sweep the throttle through a dead band first where no impact on torque takes place.

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SBK-SP said:

Question, so what do the values in the ETV Restrictions table represent? I’ve been searching Woolich and google, but no info is available.

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Alkhater said:

I see... so it's restricting the throttle plate angle to maximize air flow at any given RPM.

I still don't see why a full 90 degrees open isn't achieved though.

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DeussenEngines said:

In the ECU 0 degrees is defined as the butterfly valve is mechanically locked fully closed in the throttle bore. This normally happens at a static angle of around 3 to 4 degrees. From there on the count to 82 degrees starts. So the final angle is around 85 degrees perpendicular to the bore. As you have the throttle plate shaft in the center of the bore now at this angle the plate is shadowing the shaft and the last 5 degrees to full 90 will not have an affect on airflow anymore.

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DeussenEngines said:

You cannot find this information from Woolich as they really do not know what it is for.

The table is a major input to the global engine airflow characterization structure. Messing with it will have a stronge affect on pretty much all of the rider torque requests. That is why Woolich thinks it is an ETV restriction table.
There is quite a large risk of messing with this table as there are other maps and table that need to be kept in line with with the values of this table in order to not cause undesirable drivability behavior and/or diagnostics that can cause torque limitations and ultimately limp home functionality.

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Garrisonhale670 said:

I'll be choosing between SLR and Woolwich, and I have a 22 V4 base. Additionally, I'll be installing the PipeWerx half system, which only connects to the headers already in place. It's a single exit system, and switching silencers based on track noise limitations is really extremely simple Tyler the Creator Merch. The Spark system is pretty comparable to this.

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bp_SFV4 said:

I'd be surprised if a Ducati dealer would install block off plates. The air valve which feeds the system can be disabled with some tuning products. I think SLR mentions it, I'm not sure if Woolich does. I don't know if the Akra map does.

Depending on how they do the Akra install, the EVAP can be deleted or remain. I'd ask about that and maybe insist on getting rid of it. The older kits came with the fittings to bypass it but there was a service document that said it wasn't necessary, etc.

Get the exhaust installed, have them flash it and ride it. Get some track days in and see if you even need to change anything.

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