Woolich Racing Tune and lag

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We been keeping BUSY : )

Also got a new daily driver that I am tinkering with

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Maybe next summer?
 
I am adding a 1199S to the fleet today , wondering if anyone had a good Woolich tune ?

I currently ride a. 1299S - I am picking up GF 1199S today - 2012 with only 500 original KMs


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Hi guys, I have just received my Woolich autotune kit and am getting ready to install it. I have been reading everything on the Woolich site and I have read all 21 pages of this thread and I still have questions if anyone is willing. I have some experience with the PCV autotune that I had on a CBR1000rr a few years ago and I have years of experience building and tuning performance and race car engines back when everything was done with a carb and distributor. I am going to install the hardware onto the bike tomorrow and start getting some afr readings, but I feel like the first step should be getting a good starting point for the ignition timing. As I was looking through some of the stock bin files and some in the mapshare, the first thing that jumps out at me is the over 10 degrees of timing change between the two cylinders in some of the cells. I can easily understand why the two cylinders would have different AFRs, but in my experience, the most efficient timing for a given rpm and throttle position should be a little more uniform. Obviously, messing around too much with timing would be the most surefire way to grenade the engine, but I am tempted to move the two cylinders a little closer to the same timing curve. What do y'all think?
 
Good observations I used a Bren map as my base map. I loaded the Bren with the Bren box. Then I loaded that into the woolich platform as my base map instead of the stock map. The Bren map fixed a lot of issues so my reasoning was to use it and further refine it with the auto tune which I did. I never touched the ignition maps.

I can’t remember if Bren changed the stock ignition maps anyhow, yes some of the cells look like blasting caps. Bike runs great, no evidence of detonation on the domes, plugs etc so who knows. I know I don’t. There are some smart guys here for sure but you sound well versed in the subject. Hopefully some of the tuners (the ones that know something more than What someone else told them) chime in. I’ve played with the AF and throttle mapping and figured some of that out but very fundamental. Interesting subject.
 
rileydeed said:
Hi guys, I have just received my Woolich autotune kit and am getting ready to install it. I have been reading everything on the Woolich site and I have read all 21 pages of this thread and I still have questions if anyone is willing. I have some experience with the PCV autotune that I had on a CBR1000rr a few years ago and I have years of experience building and tuning performance and race car engines back when everything was done with a carb and distributor. I am going to install the hardware onto the bike tomorrow and start getting some afr readings, but I feel like the first step should be getting a good starting point for the ignition timing. As I was looking through some of the stock bin files and some in the mapshare, the first thing that jumps out at me is the over 10 degrees of timing change between the two cylinders in some of the cells. I can easily understand why the two cylinders would have different AFRs, but in my experience, the most efficient timing for a given rpm and throttle position should be a little more uniform. Obviously, messing around too much with timing would be the most surefire way to grenade the engine, but I am tempted to move the two cylinders a little closer to the same timing curve. What do y'all think?
Click to expand...

I have tried Endodoc tune from map share and it is pretty good as he mentioned , I have also uploaded 1299 Tuneboy map I purchased and extracted with Woolich , this was also a significant positive difference , I especially like the fact you can select different trims on the fly and other features .
I don't have the autotune however if anyone wanted to give TB autotune make over I believe we could make it even better.

We would all have many options which is what Woolich mapshare is all about .


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I also have played with the ETV settings and AFR. Have not messed with the timing at all. I actually started with Mick's map as a baseline and went from there.
 
Thanks guys, I just got done installing and testing the kit on my bike (2015 1299s). I was able to read the ECU, then I did a quick test in neutral letting the bake warm up. As I suspected there is quite a difference between the AFR on the two cylinders even at idle and some slow throttle input in neutral. I ran into my first problem when I tried to write changes to the ECU. It says I need to be connected to the internet and my garage is a little too far away to get wifi. Is there any way around this. I sent off email to Wooich support, but I thought I would ask her as well while I am waiting for them to get back to me.
 
Took me almost as much time to figure out how to use my phone to get internet on my laptop as it did to install the autotune on my bike, but it worked:D.

I have played around with balancing the ignition timing between cylinders and it is too soon to really know, but I think it has potential. Just took it for a little ride and the throttle response is noticeably better. Obviously if you mess with the timing you will have to start over with the autotune to get the AFR right again. Now I need to go back to the tutorials on the Woolich site to figure out how to log data and update AFR.
 
Well, I've learned a lot in the past couple of weeks playing with different parameters. The changes I made to the timing map has made the most overall difference. I started out just matching the timing between cylinders 1 and 2. I looked at which of the two cylinders had the most timing in any one area. In almost every rpm and throttle position that was cylinder two. Then I used the smooth feature, being careful that it did not create any large jumps in timing, especially down in the lower RPM and harder throttle positions. I also spent some time making the area where the engine idles a lot more stable, so that the timing isn't jumping around so much. The original timing map has the timing jumping as much as 10 degrees in as little as 200 RPM, as well as, as much as 10 degrees difference in timing between cylinders. My theory was that all that fluctuation in timing was contributing to the roughness and jumpiness of the lower rpm throttle response. Anyway, the bike is super responsive, smoother and hasn't stalled on me once since I made these changes to the timing.

The other thing I found, partly because I am doing all this in February here in Oregon, is that I was having trouble getting consistent results logging AFR and applying corrections in autotune, until I found and balanced out the "Coolant Temperature Fuel Compensation" in "Other Maps". The stock settings in there calls for a bunch of missmatching corrections for temperature, which was causing me to go back and forth on my autotune corrections depending on whether I was logging data in the 36F mornings or in the unseasonably warm 60F afternoons. After comparing the morning and afternoon logged ARFs, and analyzing the results, I tried balancing out the map. The idea is for the map to add fuel when the coolant temps are lower, but I don't think it should be adding a different amounts of fuel to the two cylinders, especially since I got rid of the disparities in the ignition timing between the cylinders. And since my results were actually showing that it was running quite rich when cold, I just matched the corrections on the two cylinders to the cylinder with the lower value. This has helped a lot when it comes to getting consistent results and the suggested AFR changes are getting pretty minor after just a few more logging sessions.
 
rileydeed said:
Well, I've learned a lot in the past couple of weeks playing with different parameters. The changes I made to the timing map has made the most overall difference. I started out just matching the timing between cylinders 1 and 2. I looked at which of the two cylinders had the most timing in any one area. In almost every rpm and throttle position that was cylinder two. Then I used the smooth feature, being careful that it did not create any large jumps in timing, especially down in the lower RPM and harder throttle positions. I also spent some time making the area where the engine idles a lot more stable, so that the timing isn't jumping around so much. The original timing map has the timing jumping as much as 10 degrees in as little as 200 RPM, as well as, as much as 10 degrees difference in timing between cylinders. My theory was that all that fluctuation in timing was contributing to the roughness and jumpiness of the lower rpm throttle response. Anyway, the bike is super responsive, smoother and hasn't stalled on me once since I made these changes to the timing.

The other thing I found, partly because I am doing all this in February here in Oregon, is that I was having trouble getting consistent results logging AFR and applying corrections in autotune, until I found and balanced out the "Coolant Temperature Fuel Compensation" in "Other Maps". The stock settings in there calls for a bunch of missmatching corrections for temperature, which was causing me to go back and forth on my autotune corrections depending on whether I was logging data in the 36F mornings or in the unseasonably warm 60F afternoons. After comparing the morning and afternoon logged ARFs, and analyzing the results, I tried balancing out the map. The idea is for the map to add fuel when the coolant temps are lower, but I don't think it should be adding a different amounts of fuel to the two cylinders, especially since I got rid of the disparities in the ignition timing between the cylinders. And since my results were actually showing that it was running quite rich when cold, I just matched the corrections on the two cylinders to the cylinder with the lower value. This has helped a lot when it comes to getting consistent results and the suggested AFR changes are getting pretty minor after just a few more logging sessions.
Click to expand...

Very detailed process . Do you have any plans or thoughts uploading your tune in mapshare would love to see your work .


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rileydeed said:
Well, I've learned a lot in the past couple of weeks playing with different parameters. The changes I made to the timing map has made the most overall difference. I started out just matching the timing between cylinders 1 and 2. I looked at which of the two cylinders had the most timing in any one area. In almost every rpm and throttle position that was cylinder two. Then I used the smooth feature, being careful that it did not create any large jumps in timing, especially down in the lower RPM and harder throttle positions. I also spent some time making the area where the engine idles a lot more stable, so that the timing isn't jumping around so much. The original timing map has the timing jumping as much as 10 degrees in as little as 200 RPM, as well as, as much as 10 degrees difference in timing between cylinders. My theory was that all that fluctuation in timing was contributing to the roughness and jumpiness of the lower rpm throttle response. Anyway, the bike is super responsive, smoother and hasn't stalled on me once since I made these changes to the timing.

The other thing I found, partly because I am doing all this in February here in Oregon, is that I was having trouble getting consistent results logging AFR and applying corrections in autotune, until I found and balanced out the "Coolant Temperature Fuel Compensation" in "Other Maps". The stock settings in there calls for a bunch of missmatching corrections for temperature, which was causing me to go back and forth on my autotune corrections depending on whether I was logging data in the 36F mornings or in the unseasonably warm 60F afternoons. After comparing the morning and afternoon logged ARFs, and analyzing the results, I tried balancing out the map. The idea is for the map to add fuel when the coolant temps are lower, but I don't think it should be adding a different amounts of fuel to the two cylinders, especially since I got rid of the disparities in the ignition timing between the cylinders. And since my results were actually showing that it was running quite rich when cold, I just matched the corrections on the two cylinders to the cylinder with the lower value. This has helped a lot when it comes to getting consistent results and the suggested AFR changes are getting pretty minor after just a few more logging sessions.
Click to expand...

Excellent post!
 
alvarop said:
Very detailed process . Do you have any plans or thoughts uploading your tune in mapshare would love to see your work .


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Click to expand...

I was thinking I might. I am having trouble finding enough road to fill in the upper RPM and 100% throttle positions in autotune, so most of my fuel mapping is only corrected for the lower RPM stuff. I may actually end up taking it to the dyno guy and getting some more hard throttle data as well as actual HP and torque numbers. Then I will have a more complete file to share.

craig bush said:
Excellent post!
Click to expand...
Thank you. I will try to add more results as I get them.
 
rileydeed said:
I was thinking I might. I am having trouble finding enough road to fill in the upper RPM and 100% throttle positions in autotune, so most of my fuel mapping is only corrected for the lower RPM stuff.
Click to expand...

That was the same problem I was having when trying to do that on a 1199 with Tuneboy.
 

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