2004 Z1000 PCIII Map

[oldman]

Anybody have a PCIII map for a 2004 Z1000 with the secondary throttle bodies removed? Thanks, cheers!

[oldman]

Well I removed the secondary throttle butterflys, (actually just disabled them in the open position) and have added tons of fuel to the first 4500 RPM and it's scarey. It will not take a sudden full throttle from idle without a hesitation but if it's treated like carbs it's fine. Actually it's not fine it has too much of a hit and is a bit abrupt coming from off to on throttle. Kind of scarey out of corners. I'm going to mess with the fuel settings a bit more but at this point it's not working to smoothly. A fellow in the U.S. Z1000 riders forum said he got 10 extra ponies down low, (nothing on top obviously) but said the same thing, that it was very abrupt. Cheers!!

[Mattjin]

I disabled mine a couple of weeks ago and the difference is huge. I am going to the dyno in the morning to retune to suit. Even if it doesnt make extra power, the response is well worth it. Actually feels like a 1000 now!

The mapping I had done before had almost 20% of the fuel pulled out in the lower rpm areas, but since the STD (sounds good... Sub Throttle Disable) I am into the positives for fuel trim and I enabled the accel enrichment as well. It feels great so far, but tomorrow morning it will feel better. So long as you have half a brain cell when using the throttle, it is not too snatchy and still easy to control.

[oldman]

We all know I have half a brain cell or less. Please let us know how your dyno run goes. If it provides you with good low end power I would happily pay you for a copy of the PCIII map. Cheers!

[pittster]

I disabled mine a couple of weeks ago and the difference is huge. I am going to the dyno in the morning to retune to suit. Even if it doesnt make extra power, the response is well worth it. Actually feels like a 1000 now!

The mapping I had done before had almost 20% of the fuel pulled out in the lower rpm areas, but since the STD (sounds good... Sub Throttle Disable) I am into the positives for fuel trim and I enabled the accel enrichment as well. It feels great so far, but tomorrow morning it will feel better. So long as you have half a brain cell when using the throttle, it is not too snatchy and still easy to control.

Dyno tuning especially with the Tuning center link (authorized powercammander tuners have this software) where the dyno holds engine at set RPM, dyno operator holds throttle at set %, AFR is sampled, fuel mix adjusted, rpm increased 250rpm, do this for 0,5,10,20,40,60,80,100% throttle positions & you end up with 64,000 points of fuel adjusted i think. You just can't get that kind of tune from jamming numbers in. Throttle Response is the biggest noticeable difference, also some bikes I dyno tuned (HD ) pick up something like 20-30hp in the low throttle roll on's from stock (5-10%)

We all know I have half a brain cell or less. Please let us know how your dyno run goes. If it provides you with good low end power I would happily pay you for a copy of the PCIII map. Cheers!

It might cost a bit but save up for a custom map from a authorized powercammander tuner with tuning center the difference is light and day. Also normally (not always the case) the secondary throttles help with low down torque. But its hard to get factual data on this stuff and seat of pants dyno's are useless.

[oldman]

{/quote]It might cost a bit but save up for a custom map from a authorized powercammander tuner with tuning center the difference is light and day. Also normally (not always the case) the secondary throttles help with low down torque. But its hard to get factual data on this stuff and seat of pants dyno's are useless.[/quote]
I agree that a custom map is the ideal plan. But a dyno tune is also not the cats meow for all situations. If your racing the fuel mixture will be quite different than if you are just cruising or doing the occasional canyon run. Drag racers run a much higher percentage of fuel to air for their max acceleration runs, ho hum. Anyway we do not have a competent dynojet tuner in the Salt lake area and the travel distances necessary to find one plus the altitude difference, (I'm at about 4600 feet altitude and ride sometimes at over 10,000 feet), so a tune in California would not be relevant to my altitude. (the altitude sensor will not totaly compensate for altitude changes with a PCIII)
I have a road up Parleys Canyon called highway 62 which has about a half mile up hill run. I put my bike in 4th and pass a fixed starting point at a certain RPM to a fixed stopping point at full throttle, make adjustments and do it again. I ended up with 131 HP at the rear at about 10,400 RPM. This is with some minor head work, a Muzzy exhaust and of course a PCIII. the interum throttle and RPM settings are easy to tweak. I would just like a starting point.

motorcycleride1 004.jpg

[Mattjin]

The tuning centre thing you are talking about doesnt do anything that a good tuner cant do anyway. I have been a tuner for 20 years and dont have any problems tuning all of the load points. It is easy to lock the road speed and then go through the throttle ranges. After that is done the next way is to do loaded runs at all throttle adjustment ranges to check for dynamic changes. I am willing to give out the map that I have done to anyone that wants it as I dont make any money on tuning bikes (no-one wants to spend what is needed to do it right). Whether it is suitable or not will be up to you, but it might give you a guide as to the direction you need to head. It took around 1.5 hours to get everything spot-on and cost me $100 in dyno time to hire the dyno (I do the tuning), so anyone claiming to get $50 tunes is fooling themself. Pittster is correct in that having a custom tune does is the way to go. On my PC3 the map is 9 throttle x 43 rpm, so there are 387 adjustment points.

Anyway my bike is done. It picks up around 5 to 10hp from around 2750rpm to about 4250rpm, so any reports you have read elsewhere are true. It does require a large amount of changes to the tune with a dramatic shift around 2500rpm. I should have the graph scanned later tonight so I can show the true gains. I do have a different exhaust system to the before graph I used, but it ran an identical curve down low between both exhausts. So when you see the before and after STD it is very obvious what the gains are. Not to mention the part throttle response difference is huge!

A little hint for those trying to tune themselves with a wideband. From around 98C engine temp the OEM ECU starts adding fuel above 50% throttle to protect the motor. The hotter it gets the more fuel gets added. So bare this in mind if you are out riding and the temps get up. For the inexperienced it is easy not to notice this and start leaning back the motoro to get the AFRs right, but when it cools down you will run lean.

Oldman: You would be best to just buy a cheap wide band setup and check the AFRs in your environment. Then check again at sea level to document the changes.

[pittster]

Well even more expensive than a tune is another route is Get a PCV and custom wire it into your injectors then get the Auto-Tune Module and just set what AFR's you want and this will compensate for elevation changes but this route would cost a fair bit.

Or get a Wide band and watch it while you ride and see if it starts leaning out and touch it up as you go.

Also most custom maps have a light, normal, Max load AFR's area's so mine has 13.8 for Light 13.5 normal & 13.2 Max No change no monitoring so i always use same fuel as its tuned not as nice as auto tune but still safe at 13.2 100% throttle. Even if i go up in elevation or get crap fuel

These 2 in your area are the only tuning link certified guys around.

801-478-4000
http://www.saltlakemotorsports.com
View Map
See Shop's Details
Tuninglink Software: Yes

8 Harley-Davidson of Salt Lake City
Dyno Model: N/A
PC Tuning Center, PC Dealer, Motorcycle Dyno Center
2928 South Slate Street
Salt Lake City, UT 84115
801-487-4647
http://www.harley-davidsonslc.com
View Map
See Shop's Details
Tuning Link: Yes

http://www.powercommander.com/powercomm ... cator.aspx

Anyway hope this helps remember the bikes run rich standard but sometimes any changes from a base map can be worse.

[Mattjin]

PC3 USB Map for 2004 model Aussie Z1000 with Sub Throttles Disabled. *** USE AT YOUR OWN PERIL!!! *** Tuned on BP Ultimate 98RON.

[oldman]

Thanks to both of you. Unfortunately the SLC tuners will not touch my bike. One is a Harley dealer and will not work on anything else and the other is a Ducati dealer which will work only on Ducati's. The Harley dealer is the one that let me make my dyno run to get my readings, (for a fee), but I think they were a bit generous, so I used them for comparison only, (before and after).
Mattjin, your settings at low RPM at full throttle are far different than I thought, as I thought they would be adding fuel rather than taking it away. The Australian ECU is different than the U.S. one as well. I'm going to plug in those values and see what happens but an exhaust analyzer may be the answer. Or maybe Jim beam is the answer. Cheers.

[pittster]

No problem like Mattjin said use at your own peril, i use to work at a dyno shop and have the tuning center certification and even though we would have bike come in with the same setups (same motor pipes mods etc.) it was always surprising to see how different the tunes were, always remember the atmospheric conditions affect the tunes alot.

Unfortunate for you about the 2 tuners the sad truth is Harley's and Ducati's are financially a better prospect than Japanese brands (2 less cylinders, quicker to tune, bigger gains, Hd & Duc people tend to have more money (not always true))

Good Luck with it once your happy with your settings see if you can buy an hour of dyno time with the AFR prob and just ride the bike while monitoring the AFR's. Again Dyno shop may not let you do that but any with a AFR prob should let you for there hourly rate of dyno use was $120 here in Aus for 3 runs with AFR graph.

Also remember 100% throttle AFR's are really good from the manufacturer but the low rpm/throttle stuff is normally rich this is where you feel it the most.

[Mattjin]

Generally the standard tune was pretty good at high RPM, but at low RPM it was very rich. The degree to that extent you can see in the ~2000rpm areas where there is alot of fuel pulled out. The fact that there is positive fuel trims at low rpm shows how much power it gains doing this mod. And it is not a linear effect, different throttle amount the trim was considerably different. This is being general, but target AFR was around 14.3:1 up until 10% tps, then taper down to 13.0 by 60% tps at lower rpm full load. Then as rpm rises the target is closer to ~12.7:1. Above around 4500rpm the light throttle AFR is slightly richer at around 13.6:1 and tapers down to 13:1 at very high rpm. By this high rpm amount you need around 20% throttle anyway to hold a steady speed. So the tune is quite safe and compared to a stock tune should use a bit less fuel. Doing the typical Putty Rd runs I normally see around 250-280km to the tank, and I am a heavy bugger. The AFR's were tested and re-tested before I pulled the bike off the dyno. Somewhere around 120 dyno pulls!!! So yeah it was tested thoroughly.... and I now need a new rear tyre.

FYI, I bring my own AFR equipment to the dyno. It is a Dyno Dynamics and I run the same brand at my shop, and have developed a plug in 5-wire true wideband, unlike the Autronic pseudo wide band that comes with the dyno. Calibrated daily and randomly tested againt my NTK UEGO lab quality gear.

As Pittster correctly mentioned, each bike will be very slightly different. But it should be a good starting point from which to build your own map. My bike is a 2004 model as well, so the ECUs should be similar.

[Mattjin]

The dyno sheets. As previously mentioned, the BlUE run is from a previous exhaust setup. However I do have dyno runs with just the exhaust changes and the lower rpm areas are identical. The RED run is the Sub Throttle Disable setup. All gains you see in the low rpm areas are purely from the STD, midrange gains and slight top-end loss were from the ZX9 4-1 setup. It still topped out at 135hp, so no complaints. Sorry about the poor printer quality, it was the workshops new printer and not working so well.

[Mattjin]

So there it is. The no-bullshit, nothing-hidden, straight-facts that disabling the sud throttles give you gains in low end power with no real negatives.

[oldman]

Thanks again for the information. My PCIII map is a lot different than yours from 4500 on up. I'm adding up to 23% fuel in the 7,000 to 8900 Rpm range which leads me to believe that the Australian ECU is a lot different from the U.S. model. The part numbers are different in the service manual. I am only going to plug in the low RPM stuff from your map Mattjin, as my high RPM performance is more than satifactory. It will hopefully give me a starting point.