![]() I also don't need to touch CWSAWE, this is great for me as I'll only get the effects of no fuel cut when I want it, after clutching to gear up. Makes sense now, I assume it uses this map on overrun. *Edit* I think I've had my eureka moment, I opened up KFZWMN and there are a lot of negative numbers in these load points already. Select Manufacturer: BMW Ducati Honda Kawasaki Suzuki Yamaha. Or am I miles off here? Sorry I'm trying to understand the concept. Share, browse, subscribe and download tuned maps for flashing the ECU in your bike. ![]() and I'm not sure if I need fuel cut if I just want it when shifting at high rpm.įrom what I'm reading, I can use KFNWEGM between say 4000-6000 rpm to get the fuel I need, but I'm looking for clarification on KFZWMN, I understand that a negative value in the low load points above a set rpm will delay ignition timing to get some unburned fuel into the exhaust, but wont I be running negative timing in these load points when cruising? surely you can be in the 0-30% load points above 1480 rpm very often? Am I safer only adjusting these load points above 3k where I'd likely never be at 0-30% load. Some people say use KFZWMN, some say just use KFZW. ![]() If you want bangs between shifts, lower KFZWMN in the lower load parts. At least thats how ive seen it work on Volvos. But its active only when clutch is depressed. KFTVSA is the time in seconds i think before fuelcut is activated. So if you want gargles and pops for the entire rpm range and all gears, set it higher than your rpm limit for example. ![]() When rpms drop, fuelcut is disabled from this value downwards. "Quote" KFNWEGM is like a threshold for fuelcut. You mean this one? that has about 10 people doing 10 different methods, getting 10 different results? And goes off topic every other post? ![]()
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