raz

Thanks, so we can safely assume that the 525 is to be interpreted in this way. Edit: this is wrong, see below. Hopefully Cliff will confirm that too, I sent him an email. So using 525, we are injecting at 165° in Motoguzznix' graph. I had no idea there were advantages of injecting before intake valve opens. At higher throttle it's needed of course, to have enough time to complete the injection pulse. But at cruising I wouldn't have guessed it. Agreed, thanks Ivan. Nice new thing to experiment with. My vague idea of dynoing (if I ever get around to it) is more and more leaning to this approach: Make a WOT sweep for reference, and because everyone else does Choose a midrange cell (like half throttle at 4000 rpm) and have the dyno operator lock in at that speed. Vary the pulsewidth until best power. Note the O2. Set the O2 target to this value and go closed loop for steps 5 & 6: Tune injection advance for best power Tune ignition advance for best power Recheck if our O2 target is still the best Out of money, session ending with just one cell tuned Hopefully something will be learned. If there are significant gains, I'll save up for another run and try tuning much larger portions of the map, concentrating on what seems most bang for the bucks.

I found an article at http://www.springerlink.com/content/6b8yk17e2xdjhu7p/ with the following in the abstract (testing at stoich in a four valve engine): This might confirm 525° is a sane figure, and 300° is not too bad either (but I still think valve overlap may promote using a higher number). But 45° should be too low. The article mentions "initiation of injection ... crank angle after top-dead-centre of intake" though. If I read that right it is still not what I thought, and I'm a little confused. Or is that the same as TDC of combustion stroke? Some other article I found are playing with "phasing of the end of injection" but otherwise like the valve graph I posted above. We need Cliff to know what we are talking about here!

Your spark advance table has "InjAdv" in it's headings instead of "SpkAdv", that's just a typo of course. I'm not too sure of your injection advance table. Earlier I said I assume that InjAdv is 'injection advance in degrees before TDC of combustion stroke' just like ignition advance (IgnAdv). Now thinking about it a bit more, that cannot be quite correct as the normal figure is 525 all over the map. Maybe it's a figure correlating to the enclosed graph, with higher value meaning later injection. In that case, 525 seems a bit late and maybe it could be lowered towards 360 but not much more. The advantage of having it a bit high (above some 400) might be to effectively avoid losing fuel in the valve overlap. All this are just layman guesses, I admit having little real knowledge or experience. If my assumptions are correct I think your InjAdv numbers ought to be bad. At 300 (and especially as low as 45), you are injecting fuel while intake valves are closed! Then again, if you can say it did good after some trial and error, it is very interesting. V11 cam graph, thanks to motoguzznix

Good advice already given: check calipers etc. For what it's worth I locked my front good in maybe 40-50 km/h once and it was still stable enough that I never went down. I was very unexperienced at the time after 14 years without a bike (which is why it happened in the first place). So I'm thinking if it was just a bad tyre, you should not get a tank slap and go down.

Thanks. From googling a little, it also seems people are running both FBF and MR pistons in Sportis.

That is very interesting! I now also discovered you already told this some 16 posts ago, sorry. Anyway this confirms my idea was sane I think this should also end up cheaper than the Prius type hybrid. I must google this little wonder.

I always wondered why a hybrid car like Toyota Prius is not made like diesel-electric trains. That is, electric motors are always used for the motion, and combustion - if needed - is for generating electric power only. Wouldn't that allow for much higher optimization of the combustion engine for a specific rpm? No compromises on intake or exhaust harmonics etc etc. No idle, no wasted power, all of it is fed to the batteries. Sorry, I can't discuss politics, I'm a tech geek

I've heard varying opinions on whether or not the Sporti and V11 heads and pistons are identical. They do have the same valve sizes and CR. Does anyone know for sure if 11:1 FBF pistons for "V11 Sport/ Le Mans" would fit an 1100 Sport ie?

OK, then I too start to suspect the TPS. I'm not sure I can set mine that much off, even on purpose. According to http://www.guzzitech.com/HD-TPS-Jeff_B.html the PF4C TPS can be found on 1995-2000 Electra Glide Models.

2or4strokes, was it ever 39 degrees or did you mean 3.9 degrees and accidently left out a dot in post #8? I get the feeling there was a tiny loss in communications that is now escalating Also, when you had the diag tool connected, did you see both temperature readings was OK? And maybe even the pressure sensor? If so please tell us, so we can avoid unneccessary guessing.

That is incorrect, the Sport 1100i TPS is identical to the V11 one (as are all other parts of the TB assembly as far as I know). It is called PF3C and some have substituted it with a Harley PF4C. The Daytona/Centauro have a different type (PF09), maybe that is the same as a Cali. Someone said the Harley P/N is 27271-95 I too would check both temperature sensors before doing anything else whatsoever.

There is a rough relation between CO and Lambda. I've seen various tables like this one but it's probably not that exact a science. Anyway, we can use it for things like "set the idle to 3-3.5% CO". According to the mentioned table, this would translate to Lambda 0.90-0.91 or AFR 13.2-13.3, or an LC-1 (default) voltage of 1.96-2.00 volts (which happen to be the first-try voltage in post #2, go figure). So, given we don't have any measuring problems, we could tune our idle cell for that sensor reading. The problem is we do have some problems measuring at that high throttling of the intake. The back pressure in the exhaust will make the slightest little leak scew your reading, showing too lean. So I haven't succeeded in this method yet. Now, my problems may be bigger than average considering I have a good crack in my Mistral crossover. Included in my plans for the winter is welding that and, while at it, assemble the exhaust system with some kind of exhaust gasket goo. Then I'll try again.

Confirmed. The stock fuel pump spec: "Flow rate 100 litres per hour at 3 bar; electrical voltage 12 volts; load current 4÷5Amps" and it has an internal limiter of 5 bar. This is only for protecting the pump and not to confuse with the normal pressure regulator which, like Ernst says, is 3 bar.

I just had a word with Nigel, he now has a Breva 1100 with O2 sensor and a homebrewn processor to feedback to ECU He kindly let me post his map here in case anyone is interested. This is for a 1100 Sport (std airbox with K&N, std crossover, AMR carbon exhaust cans) and he spent a lot of time tweaking for milage. As mentioned in the previously posted thread he also did some tuning on an intertia dyno. This map works very good, out of the box, in my bike. Static Config TDC=0x1600, CylOffs=270, PulsesPer=48, MissingPulses=3,CoilCharge0=5000,CoilCharge1=2700 Pressure=249mV,121mB,4751mV,1060mB My16M Config RPM=8143, O2=0.00V,3.01V,3.01V,3.00V,3.10V,3.25V,3.30V,3.46V, TPS=55 TDCWhileCranking=0 AnalogTracking=1 THR 960 896 832 704 640 576 512 448 384 320 256 192 128 64 0 RPM 500 1100 1500 1801 2000 2302 2601 2900 3360 3654 4045 4655 5353 6157 7082 8143 SpkAdv 14 8.67 5.16 10.08 15.70 18.28 21.80 22.03 26.25 27.66 27.66 28.13 33.05 35.16 35.16 35.16 35.16 SpkAdv 13 8.67 5.16 10.08 15.70 18.28 21.80 22.50 26.25 27.89 27.89 28.59 33.05 35.16 35.16 35.16 35.16 SpkAdv 12 8.67 5.16 10.31 15.94 18.28 21.80 22.50 26.48 29.06 29.06 29.77 32.81 34.92 35.16 35.16 35.16 SpkAdv 11 8.67 5.16 10.31 15.94 18.28 21.33 22.73 26.48 30.23 30.47 30.70 32.81 34.92 35.16 35.16 35.16 SpkAdv 10 8.67 5.16 10.55 16.17 18.28 21.33 22.73 26.72 30.47 30.94 30.70 33.05 34.92 35.16 35.16 35.16 SpkAdv 09 8.67 5.16 10.55 16.17 18.52 21.56 22.73 26.72 31.88 33.05 33.28 35.39 37.27 37.50 37.50 37.50 SpkAdv 08 8.67 5.16 10.78 16.41 18.52 21.56 22.97 26.72 33.05 33.75 35.86 37.73 39.61 39.84 39.84 39.84 SpkAdv 07 8.67 5.16 10.78 16.41 18.52 21.80 24.14 26.95 32.58 34.69 36.33 39.14 40.31 41.02 41.02 41.02 SpkAdv 06 8.67 5.16 10.78 16.64 18.75 21.80 24.14 27.19 33.28 35.39 38.91 40.78 41.72 42.66 42.66 42.66 SpkAdv 05 8.67 5.16 11.02 16.64 19.69 23.27 27.55 29.66 35.45 39.27 42.31 44.19 45.59 45.06 45.06 45.06 SpkAdv 04 8.67 5.16 11.25 18.75 22.27 25.91 28.95 31.06 36.45 39.50 42.31 44.19 45.59 45.06 45.06 45.06 SpkAdv 03 8.67 5.16 13.13 19.22 24.61 27.31 30.83 32.23 36.45 39.50 42.55 44.42 45.59 45.06 45.06 45.06 SpkAdv 02 8.67 5.63 13.13 20.39 24.14 28.95 31.30 32.47 36.45 39.73 42.55 44.42 45.59 45.06 45.06 45.06 SpkAdv 01 8.67 6.09 13.13 20.86 25.08 29.30 31.77 33.17 36.45 39.73 42.78 44.66 45.59 45.06 45.06 45.06 SpkAdv 00 8.67 8.67 13.59 14.30 25.31 29.30 31.77 33.17 36.45 39.97 42.78 44.66 45.59 45.06 45.06 45.06 RPM 500 1100 1500 1801 2000 2302 2601 2900 3360 3654 4045 4655 5353 6157 7082 8143 InjAdv 14 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 13 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 12 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 11 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 10 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 09 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 08 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 07 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 06 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 05 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 04 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 03 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 02 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 01 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 InjAdv 00 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 RPM 500 1100 1500 1801 2000 2302 2601 2900 3360 3654 4045 4655 5353 6157 7082 8143 InjDur 14 5232 12992 12912 12608 12448 12256 12416 13600 13696 13404 13108 12288 12740 13964 13964 12992 InjDur 13 5232 12944 12864 12560 12384 12224 12080 12432 12400 12528 11984 11712 12144 13736 13152 12736 InjDur 12 5232 12848 12736 12448 12272 12128 11440 12400 10928 11952 11472 11200 11552 13556 11936 12192 InjDur 11 5232 12512 12400 12208 10880 10768 11008 11360 11168 11040 10336 10368 10640 11568 8896 9952 InjDur 10 5232 12272 12176 12096 11616 10176 10896 10672 10288 9936 9584 8272 9136 9472 7952 8256 InjDur 09 5232 10848 10768 10064 10768 10304 9488 9712 9632 9216 8832 6896 8048 7344 6880 6848 InjDur 08 5232 9376 9312 9152 9088 8576 8016 8416 8224 7840 7040 6720 6240 6196 6008 5424 InjDur 07 5232 9248 9040 7408 8320 8048 7888 8144 7840 7088 6656 6112 5936 6000 5372 5264 InjDur 06 5232 9072 8608 7280 7328 6816 6800 6896 6608 6880 6080 5440 5456 5472 5020 5120 InjDur 05 5232 8320 6868 6464 6448 6016 6224 6432 6400 6176 5888 4896 4848 5136 4556 4048 InjDur 04 5232 6736 5972 5984 5728 5472 5472 5552 5440 5504 5200 4368 4144 4560 4092 3808 InjDur 03 5232 5500 5148 5280 5144 5008 4656 4960 4864 4768 4624 3984 3776 3840 3520 3488 InjDur 02 5280 5160 4552 4320 4240 4288 4240 4128 4192 4112 3888 3168 3072 3232 3088 3472 InjDur 01 5376 4536 4264 4032 3920 3648 3360 3248 2880 2928 2832 2288 2080 2112 2128 2064 InjDur 00 4352 3632 2768 2572 2548 2540 2592 2496 2424 2572 2944 2960 2736 2896 2240 1888 RPM 500 1100 1500 1801 2000 2302 2601 2900 3360 3654 4045 4655 5353 6157 7082 8143 CylOfs 14 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 13 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 12 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 11 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 10 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 09 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 08 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 07 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 06 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 05 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 04 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 03 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 02 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 01 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 CylOfs 00 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 +0 RPM 500 1100 1500 1801 2000 2302 2601 2900 3360 3654 4045 4655 5353 6157 7082 8143 Flags 14 (O0) (O7) (O7) (O7) (O7) (O7) (O7) (O7) (O7) (O7) (O7) (O7) (O7) (O7) (O7) (O7) Flags 13 (O0) (O7) (O7) (O6) (O7) (O7) (O7) (O6) (O6) (O6) (O6) (O6) (O6) (O6) (O6) (O6) Flags 12 (O0) (O7) (O7) (O7) (O7) (O7) (O7) (O6) (O6) (O6) (O6) (O6) (O6) (O6) (O6) (O6) Flags 11 (O0) (O7) (O7) (O7) (O7) (O7) (O7) (O6) (O6) (O6) (O6) (O6) (O6) (O6) (O6) (O6) Flags 10 (O0) (O7) (O7) (O7) (O7) (O7) (O6) (O5) (O5) (O5) (O5) (O5) (O5) (O5) (O5) (O5) Flags 09 (O0) (O7) (O7) (O7) (O7) (O6) (O6) (O5) (O5) (O5) (O5) (O5) (O5) (O5) (O5) (O5) Flags 08 (O0) (O7) (O7) (O7) (O6) (O5) (O5) (O5) (O5) (O5) (O5) (O5) (O5) (O5) (O5) (O5) Flags 07 (O0) (O7) (O7) (O6) (O6) (O5) (O4) (O4) (O4) (O4) (O4) (O4) (O4) (O4) (O4) (O4) Flags 06 (O0) (O7) (O6) (O6) (O6) (O4) (O4) (O4) (O4) (O4) (O4) (O4) (O4) (O4) (O4) (O4) Flags 05 (O0) (O7) (O6) (O6) (O5) (O4) (O4) (O4) (O4) (O4) (O4) (O4) (O4) (O4) (O4) (O4) Flags 04 (O0) (O5) (O5) (O5) (O5) (O4) (O4) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) Flags 03 (O0) (O5) (O4) (O4) (O4) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) Flags 02 (O0) (O4) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) Flags 01 (O0) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) (O3) Flags 00 (O0) (O0) (O0) (O0) (O0) (O0) (O0) (O0) (O0) (O0) (O0) (O0) (O0) (O0) (O0) (O0) #Temp C -30 -20 -10 0 10 20 25 30 40 50 60 70 80 90 100 110 125 TempR 51466 28618 16571 9712 5956 3742 2991 2408 1597 1077 746 524 375 274 203 152 102 Prime 30 30 25 22 17 11 9 8 7 6 5 4 Crank 80 70 60 60 60 50 45 35 25 15 10 10 10 10 10 0 His LC-1 was set up for 2 volts at Lambda 1.0 and 4 volts at Lambda 0.8 - here is the O2 target map expressed in Lambda: $ ./ShowO2map.pl Pristine/AL_20070404b.ecu # idle TPS is 55 (268 mV) and we're assuming a base of 30 (150 mV) and WOT @ 993 (4848 mV) # Original is using 2 volts at Lambda 1.0 and 4 volts at Lambda 0.8 # note: throttle breakpoint 0 is too high (max. usable is 938 with this idle TPS) THR 960 896 832 704 640 576 512 448 384 320 256 192 128 64 0 #degrees 84.0 76.7 65.6 43.3 30.7 27.7 24.8 21.8 18.9 15.9 12.9 10.0 7.0 4.1 1.1 # A/F ratio 13.18 13.18 13.18 13.03 12.88 12.74 12.44 # Lambda 0.90 0.90 0.90 0.89 0.88 0.87 0.85 # LC-1 default -1.96 -1.96 -1.96 -1.91 -1.86 -1.81 -1.71 (volts) # This map 3.01 3.01 3.00 3.10 3.25 3.30 3.46 (volts) #Target map shown as Lambda: RPM 500 1100 1500 1801 2000 2302 2601 2900 3360 3654 4045 4655 5353 6157 7082 8143 Flags 14 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Flags 13 0.85 0.85 0.87 0.85 0.85 0.85 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Flags 12 0.85 0.85 0.85 0.85 0.85 0.85 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Flags 11 0.85 0.85 0.85 0.85 0.85 0.85 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Flags 10 0.85 0.85 0.85 0.85 0.85 0.87 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Flags 09 0.85 0.85 0.85 0.85 0.87 0.87 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Flags 08 0.85 0.85 0.85 0.87 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Flags 07 0.85 0.85 0.87 0.87 0.88 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Flags 06 0.85 0.87 0.87 0.87 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Flags 05 0.85 0.87 0.87 0.88 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Flags 04 0.88 0.88 0.88 0.88 0.89 0.89 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Flags 03 0.88 0.89 0.89 0.89 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Flags 02 0.89 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Flags 01 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Flags 00 http://www.v11lemans.com/forums/index.php?showtopic=9311 http://www.v11lemans.com/forums/index.php?showtopic=10687 He also added this:

Yes, it does. At least in my version. Undocumented of course Thing is, it's really good when you want to hit a specific cell. But most often I just ride in Autotune, taking no care in breakpoints. That works very well too but then I hate not having a proper tacho. So I'd rather have a separate soft setting in the Optimizer.

A brake dyno, with an operator that take interest in this ECU, would be really fun. And interesting. Nigel Stephens reported some difficulties dynoing his Sporti (was it two years ago?) somewhere in a thread here. IIRC he had problems getting any useful info from the dyno below like 4000 rpm. I'll try and find that thread. Edit: http://www.v11lemans.com/forums/index.php?...st&p=117664 Seems that was an intertia dyno. I'd avoid that.

But that mechanism is already in place, namely the Autotune. As I said the map probably won't be 100% perfect after the first iteration, but I imagine it will be pretty good. I even imagine you only need to run in this mode until most of the map has settled once, and then re-set targets and run normal Autotune. The continuos correction is almost always affected by several cells, yes, but the Autotune software only changes your map when you are almost spot-on one cell and it has a steady correction that results in the target Lambda. Speaking of Autotune, after driving 11,000 kms in this mode, I would REALLY appreciate being able to have a normal tacho while in Autotune. Sure, the analog TPS gauge is a good tool when you want it but often I want a normal tacho without losing Autotune.

My idea was that the former would automate the latter. No?

By transit cells you mean the already corrected ones? This is a very good idea, I never tried that. Actually this brings up an idea for a new function in the Optimizer. What if we had an "Auto-tune once per cell" mode, that run closed loop but as soon as one cell is corrected, its corresponding Lambda target cell is automatically switched to open loop. That shouldn't be too much of a nightmare to implement. It would not produce a 100% perfect map the first try, but it would probably correct a much larger portion of the map for each run. Then verify and re-set all or some cells to closed loop and repeat. What do you think? The only caveat are cells that happen to already be very good to begin with will still be placed in closed loop, unless a little more code is added handling that too.

That is what I meant but it is just a guess based on the fact that the 12 ms come from a temperature indexed table already (I'm guessing oil temp), and 12 ms is so rich anyway so five percent more or less probably wont matter. Anyway your quote from the manual is something I have overlooked, I have ignored the 500 rpm row completely, thinking it's "cranking until it's idling" while in fact the 500 rpm cell will be used more or less in between. My map has 5 degrees advance at 500 rpm, maybe I should lower it even more to get rid of those back kicks. You are right we should try to establish what all parameters do. Now that Cliff has found us I hope he'll chime in!

Sure, there is nothing wrong with it as long as you know the limits. The 3D graph is the only way I know to actually see the whole map at once and understand it. And if you're lucky this map will turn out pretty good and later closed loop can easily fix the little details. I use OpenOffice and I haven't yet found the perfect 3D graph for displaying maps. They usually end up with some axis in a bad scale and I can't find how to set it manually. I think MS Excel is better in that aspect, or maybe it's just me being impatient.

It is not very meaningful to us unless you tell exactly what it is. Is it the result of looking at your map in 3D graphs and fixing spikes and holes? That's fine but remember that some minor spikes and holes are natural, caused by harmonics in intake and exhaust. So even if this turns out a proper step in your journey, the final map is never made in a spreadsheet. Try it and tell us the result!

That is a really cool picture! The middle one looks like someone broke its neck though. Sport fairing on Lemans brackets or what?

Ah, you are right. Almost. First load map (from file or ECU) like you were to edit it, then click ECU Diagnostics to load a dump file, which will pop up the "open file" that really means "save parsed file". In this case a log file will say more than a thousand words - because there are 2500 kms or so between me and Ivan

Ivan, what air pressure does the Optimizer report in its Barometric menu? You have wierd values in your VDSTS logs. 1482 mmHg is 1976 mBar and that is unnatural. It should be about 1050 and below, typically about 1000. And lower at higher altitude. I'm not sure but this could make the MyECU compensate (enrichen) wildly, for what is probably a bad sensor. The commercial ECU's often stop correcting outside a narrow span. This makes them perform bad on high altitudes but is safer if the sensor goes bad. Like in this case, maybe.