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Motorcycle Tuning And Mapping Specialists.
ONE DAY TURN AROUND MAPPING SERVICE
WE USE A 250 I DYNOJET® DYNO IN A CLIMATE CONTROLLED CELL FOR ALL TESTING.
What is a Dyno? What can you do with one?
Other than being able to detect BUll S**T power claims a Dynamometer is essential to realizing the full potential of today’s fuel injected and carbureted motorcycles with performance modifications. Yes it does give you real time torque, Horse power, MPH, Top speed, R.P.M and acceleretion times, it is also the only tool that can accurately calibrate fuel and ignition maps or diagnose run/driveability issues in a controlled environment correctly by taking out the human error factor. We have technicians that are trained to use the tuning link software along with our 250-I dyno to get the most out of your bike. All the technition is doing is operating the dyno and doing what the software is telling him to do The computer reads the info and burns the new map into the Power Commander.
THE FACTS: You can not tune a fuel injected Engine properly without a Dyno, Air fuel ratio monitor and some sort of load control system ........
Harley Davidson® Race Tuners have a tech go block by block and make a educated guess by what he sees on the screen. He then types in a value of what he thinks it should be. This is old technology being used on a modern bike. Yes you can tune a bike with this, to do 100 blocks "that is 1% to 100% throttle" and set the timing and fuel trim properly takes about 4 HRS min. and it still is not perfect. A Tech using a 250-I dyno with "Tuning link" and a PCIII Power Commander can do a near perfect map in about 1 1/2 to 2 hours....This means less wear and tear on your bike and it cost less about $250.00 plus you get a near perfect map....We can tune your Race Tuner but it does take time.....
A Power Commander® modifies injector pulse width, ignition timing, front/rear cylinder fuel percent offset, acceleration fuel enrichment (new features being added to USB versions on-line) as a “piggy-backed” device that plugs into the factory ECU harness. No splicing is required, it does not make permanent changes to the ECU and removal returns the bike to its previous configuration "A S/E Race tuner makes permanent changes to the ECU. You have to go to the Dealer to have it flashed back to stock and pay more $$$". The Power Commander uses a custom map that the tuning link sofware makes for it useing real time data it gets from steady state and roll on dyno runs during the session while using the Eddy Current load control system to hold the bike at a set RPM. Equipped with real time O2 and Eddy current load control system, our Dynamometer is a state of the art, computer controlled, Dynojet® 250. By simulating the best "seat-of-the-pant" road testing right in the shop inside a Forced air dyno cell, many driveability/run problems can be diagnosed in a fraction of the time and save you money by getting your bike fixed right the first time.
NEW SERVICE THAT WE OFFER: DYNO BREAK-IN -- An increasing number of owners from around the USA are shipping their Bikes to us for Hi-performance Builds and modifications. In the past, after installing a Performance package, we would ask the customer to ride the motorcycle for a 500-1500 mile break-in period, then come back and schedule a full dyno tune. This is hard to do if you live 100's of miles from our shop so this is not practical for some owners. As a result, we have developed a time proven break-in procedure that uses our load control dyno.
This process allows control of load, heat cycling, throttle input and RPM while utilizing the dyno, fans and sensors to monitor and regulate conditions during the break-in procedure. We collect real time information throughout the break in time, control temperatures and inspect for oil leaks, faults or stresses. Tuning adjustments are made during cool down periods. This is done at least 5-6 times and takes about 5-6 Hr's......
The end result is a full tune done in a controlled Dyno cell just like NASCAR and the NHDRA (as opposed to being stuck in traffic over heating your new motor), no need to reschedule for the tune (saving the customer time and the hassle), the customer does not have to deal with an out of tune/glitchy bike during the break-in period (better first impressions) and knowing the bike is 100% when received. PLUS you can run the snot out of your bike when you pick it up from us..The cost of this service is $400.00 to $500.00 depending on the make of the bike. This price includes a oil change and full map.
Theory of Dyno Operation
The following is from Dynojet's WinPEP7 software: Our Dynojet inertia dynamometer is a measuring device for recording and displaying power and torque of an engine. Its method of measurement is a direct implementation of the definitions of power and torque. Correction factors assist in the comparison of these measurements under various test conditions, making computer hardware and software necessary to obtain, interpret, and display the data.
Power
Power in mechanical terms is the ability to accomplish a specified amount of work in a given amount of time. By definition, one horsepower is equal to applying a 550 pound force through a distance of 1 foot in one second. In real terms, it would take 1 HP to raise a 550 pound weight up 1 foot in 1 second. So to measure horsepower, we need to know force (in pounds) and velocity (in feet per second).
Dynojet’s inertia dynamometer measures power according to the terms just described. It measures velocity by measuring the time it takes to rotate a heavy steel drum one turn. The dyno measures force at the surface of the drum by indirectly measuring its acceleration. Acceleration is simply the difference in velocity at the surface of the drum from one revolution to the next. The force applied to the drum is calculated from acceleration using Newton’s 2nd law, (F)orce = (M)ass x (A)cceleration.
Power is coupled to the drum by friction developed between the driving tire of the vehicle and the knurled steel surface on the drum of the dynamometer.
Torque
When an object rotates around a point, its speed of rotation depends on both an applied force and the moment arm. The moment arm is the distance from the point of rotation to where the force is being applied. Torque is the product of the force and the moment arm. For example, if a rope, wrapped around a drum of 1 foot radius, is pulled with 550 pounds of force, the resulting force is 550 foot-pounds.
The Torque on the dyno’s drum can be calculated by multiplying the force applied by the drum’s radius. However, engine torque is not equal to drum torque because the gearing through the drive train changes the moment arm. The change in the moment arm is proportional to the ratio of engine speed to drum speed. Therefore, tachometer readings are necessary to calculate and display engine torque.
Correction Factor
The calculation of horsepower or the accuracy of our dynamometer is not dependent on the location or conditions during the measurement. The performance of the internal combustion engine is, however, sensitive to atmospheric conditions, especially air density and air temperature. To compare power measurements taken at different times or places, it is necessary to compensate for differing atmospheric conditions.
Correction Factors are used to compensate engine horsepower measurements for differences in operating conditions during engine testing. The typical correction factor (CF) is calculated based on the absolute barometric pressure, air temperature and water content of the air used for combustion by the engine under test. It attempts to predict the horsepower that would be developed if the engine were tested at sea level under standard pressure and temperature conditions.
Absolute barometric pressure is a measure of how hard the air molecules are being pushed closer to one another. The unit of measurement is typically inches of mercury (inches Hg). The more pressure, the more molecules there are in a liter of air and the more air the engine gobbles up during the intake stroke. Absolute barometric pressure is equal to Relative barometric pressure only at sea level. Relative barometric pressure is reported at airports and by weather barometers. A good approximation for converting relative barometric pressure to absolute barometric pressure is: AbsHg = RelHg - (Elev/1000)
Where: AbsHg = Absolute barometric pressure RelHg = Relative barometric pressure Elev = test location elevation in feet above sea level
Water content is calculated from the ambient wet and dry bulb temperatures. Dry bulb temperature is normal room temperature. Wet bulb temperature is always less than or equal to dry bulb temperature. As air is blown over the wet bulb thermometer the water evaporates and cools the thermometer. The dryer the air, the cooler the wet thermometer indicates. If the ambient air is saturated (humidity = 100%), very little water evaporates and the wet bulb temperature is equal to the dry bulb temperature. These measurements are then converted to partial pressure in inches of mercury and used in the correction formula. Water vapor displaces oxygen and reduces the amount of combustion air ingested during the intake stroke.
Air temperature is the temperature of the air entering the intake system of the engine under test. In some cases this is ambient air temperature, but in other cases the intake air is significantly heated by the engine and is different than ambient air. Heat tends to spread air molecules apart. So as temperature increases, there are less molecules in a liter of air and less air is swallowed during the intake stroke.
Dynojet’s WinPEP (Performance Evaluation Program for Windows 95) software uses the SAE’s latest correction formula (June 1990). This formula assumes a mechanical efficiency of 85% and is much more accurate than earlier formulas at extreme conditions.
The formula used is: CF= 1.18 x (29.22/Bdo) x To+460 / 537) - 0.18
Where: Bdo = Dry ambient absolute barometric pressure To = Intake air temperature in degrees F
Understanding your motor .
The simplest way to look at the internal combustion engine and understand what is done to increase performance is to see it as an air pump. "The more air it is capable of pumping at any given time, the more power it will make" { To make it plan and simple} (expressed as Volumetric Efficiency or VE). To get the most energy out of that air relies on accurate metering of fuel to that air (expressed as stichomythic, an AFR of 14.7:1 is the theoretical ratio that results in the greatest release of available energy in gasoline). Real world inefficiencies result in an air/fuel ratio (AFR) of 12.8:1 to 13.3:1, for best power and 14.5:1, for best mileage.
The VE, AFR and tuning requirements constantly vary as determined by the mechanical and dynamic properties of the motor. The main mechanical parts are typically engine size (volume), compression ratio/cylinder pressure (static, corrected and dynamic), cam timing/lift, port/valve flow capacity (cfm, including the induction system), exhaust and NOS/super/turbo charging.
The exhaust system is the largest, single, variable influence on how the motor processes air, the shape of the VE graph and tuning requirements. The dynamic parts are typically RPM, throttle position and load (including wind, tire pressure, terrain, gearing and luggage).
Ignition requirements are dictated by engine design properties such as exhaust (how much heat is retained), cam profiles, piston/combustion chamber shape, piston/head clearance (quench/squish), cylinder pressures, rpm limits, fuel quality and intended use.
On carbureted motorcycles to adjust air/fuel ratios we use Dynojet recalibration kits. To install we remove the carburetors to gain access to and replace pilot jets, main jets, emulsion tubes, needles and make float height adjustments.
This procedure can require removing and replacing the carburetors many times until the correct ratios are accomplished. A dyno tune is the most efficient and accurate method.
Fuel Injected motorcycles have throttle bodies and fuel injectors driven by the ECU (engine control unit) and its programming or calibration. Input from a variety on sensors allows more accurate control as engine demands change and offsets to account for environment changes.
Dyno Tuning By the Hour
We offer Dyno tuning by the hour to diagnose and correct fuel/ignition problems, optimize your motorcycles tune and measure the affects of changes or modifications. Dyno tuning can be considered one of the best investments you can make because if allows the realization of the full potential of the performance investment already made. $120.00 per hour for dyno and tech time
The cost to gain power by taking what you all ready have and tuning it properly routinely is cheaper than any other modification. Most gains by correct tuning can be as high as 15%.
Most tuning can be done in two hours or less but varies based on the number of tuning variables and how the bike responds to tuning changes. Big or exotic motors will require more time. It does not matter how bad the map is that you have loaded in your PC, we will -0- your PC and start with our base line map.
Power Commander custom maps are done by using dynojets tuning link software. THIS IS THE WAY TO TUNE A POWER COMMANDER. The CD that comes with the unit just gets you in the ball park. We see Typically a 6-13 HP gain and 6-8 in torque along comes a great power curve. Every bike is differant you can't take your buddys map out of his bike and use it in yours . "We wished it was that simple". Along with the custom map we can increase the Rev limiter, and add a cold start program if needed-- for Harleys only-- . Before/after tune graph is provided. We keep all runs on file for future reference. For Racers, if asked, we will insure confidentiality.The cost of this service is $200.00 for harleys $250.00 for sportbikes
A Performance analysis Dyno run will provide us Torque, Horsepower, RPM and AFR measurements from idel to wide open throttle from a low RPM that allows clean acceleration to either redline or just after the horsepower curve arcs over. This can be valuable information to asses the health of your motorcycle or the affects of changes or modifications. Several runs are made to insure heat soak and stability. The graphs can be printed in many forms for comparison to others. The cost of this service is $75.00
A basic dyno run We will give you the Torque and Horsepower readings on a full print out. The cost of this service is $35.00
Screen Shot of Dynojet tuning software we use
Power Commanders®
Iron Thunder Performance Cycles is a Power Commander Certified Tuning Center. This means we have gone to the Dynojet Factory school for a week and have been trained to there standards and have a 250-I Dyno with tuning link software.
WHAT DOES A P/C DO?
The Power Commander® modifies injector pulse width, ignition timing, front/rear cylinder fuel percent offset, acceleration fuel enrichment (new features being added to USB versions on-line) as a “piggy-backed” device that plugs into the factory ECU harness. No splicing is required, it does not make permanent changes to the ECU and removal returns the bike to its previous configuration.
DynoJet® Kits
Dynojet re calibration kits come with everything we need to increase performance and throttle response for your motorcycle.
Have us install your Dynojet kit using our Dyno facility and your motorcycle will have the best performance possible.
Stage 1 Kits
Intended for motorcycles with a stock engine using the stock air box, air filter and stock pipe. Stage 1 kits are fully adjustable to allow the use of a well designed aftermarket pipes and stock replacement air filters like K&N. Stage 1 kits are designed to improve throttle response and driveability and in most cases power increases of approximately 5% throughout the entire power range can be achieved.
Stage 2 Kits
Intended for motorcycles with a stock or mildly tuned engine using a well designed aftermarket pipe with a modified air box and a stock replacement air filter. Stage 2 kits are designed for applications where individual filters cannot be installed and for applications where air box modification improves the engine's performance. In most cases power increases of approximately 8% can be achieved.
The cost of this service is $100.00 plus parts
Fuel Mileage
As shown in our introduction fuel and ignition, we make horsepower by processing more air and adding the required fuel to maintain the correct AFR. One obvious result is that fuel mileage may suffer. Stock bikes getting 50 mpg are not unusual. To meat emissions standards, stock bikes are setup very lean with tuning and heat management programs to keep them from melting down or detonating to death. One reason air cleaner and exhaust changes make such a difference is that tuning changes are also made either with jetting and ignition or EFI calibrations. These changes also reduce fuel mileage.
Fuel mileage is really a measure of efficiency and is expressed scientifically as Brake Specific Fuel Consumption (BSFC). This is the amount of fuel used (lbs), per horsepower, per hour. Stock bikes typically use .60-.75 pounds of fuel to make one horsepower continuously for one hour (source; “The Big Twin High-Performance Guide”). As motors get bigger they also get less efficient and you can use BSFC see how getting bigger and making more power affects efficiency.
The beauty of EFI bikes is that we can be very precise in the fuel and ignition mapping to optimize mileage when cruising, yet still have correct mapping for power when transitioning out of cruise. This is nearly impossible on carbureted bikes because its fuel delivery is signal based as a function of how the air is moving through the intake track. That air flow is dictated by the motor combination. They will get lower mileage than an EFI bike.
Having said all that, an interesting phenomenon happens as you increase horsepower. With more power, it takes less throttle input to do the same work while cruising, so we get some compensation for losses with increased power. Because of the greater heat generated by big cubes or horsepower, it is not safe to lean these bikes down to a point that will match a stock bikes mpg. In reality, we would not want to detune a bike on which we spent $2,500.00 to get 100hp down to 80hp, which would be one effect of a lean tune. One caveat is, when a high horsepower or big cubic inch bike is ridden aggressively, you will see mpg’s as low as 20 (our 80ci/152hp AMA racer gets 17mpg, when racing). The effect of all this is that nearly all well tuned bikes (H-D big twins), regardless of size or horsepower typically get 40-44 average mpg!
IRON THUNDER WORKS ON ALL BIKES !!!
Harley Davidsons®,Metric Cruisers and Sport bikes.
"It's not what you ride it's that you ride that's important to us"
As a Power Commander Tuning Center, we provide mapping, service and performance work for all bikes as well as H-D. Also, many owners use dyno base runs to confirm or evaluate motor and exhaust changes made by them or other shop so It is a good idea before you purchase a used bike to have a Dyno evaluation done.
DEALER FOR T MAN PERFORMANCE, S&S, ANDREWS, COMETIC ,FUELING, WOODS CAMS, MAGNACHARGER, RINEHART, WICKED IMAGE ,N.O.S,BIKERBRACKETS, TRICKY AIR, HAWG HAWLTERS,WICKED IMAGE,DYNOJET,POWER COMMANDER,PRO-CHARGER, DYNOJET, DIAMOND HEADS,WIESCO,CP PISTONS,RINEHART RACING,ZIPPERS PERFORMANCE, AND MANY OTHERS.
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