Data Logging for tuning your KZ

I'm dealing with mechanical slides, and if I make the mistake of cranking the throttle open too fast, I can easily go down into 10:1. But I can feel the mistake because the throttle pull gets way too light which tells me I've opened too fast and the vacuum has dropped too much. I think that's the exact problem the CV's are trying to eliminate, so I'm not sure what will happen on your carbs.

Since the mixture always gets richer when you open the throttle, it's a matter of throttle control on mechanical slides. I can also open it slow enough that the mixture stays at close to 13. So for me, I have to try to keep throttle control consistent while watching the AFR gauge.

Keep in mind, as the engine speed catches up to the throttle positiion it leans out rapidly from where it was buried.

I seem to get best power if, in a hard launch, I get the AFR to swing from about 11.5 to 13 just before I shift. This means the AFR sweeps through the sweet spot somewhere in the middle of the power band, hopefully.

But if I tune for best power, at a particular temperature, it will be too lean on cooler days, and will be way too lean for a much longer peiod after initial start until the engine comes up to temp. I think for best overall power and drivability, you should end up slightly rich on hot days, and a little lean on cold days. This will still be perfectly drivable on all days, but after some time, you'll get to notice there is a tick less power on super hot or super cold days. At least that's been my experience (even before I had the o2 sensor). The problem is, the AFR gauge now shows you how much you can correct it etc. so you actually spend more time tuning, rather than less, because you know you can get it just right, rather than settle for good enough. :laugh:

This picture shows the TPS position at full throttle. Now the the throw of the linkage only uses about half the throw of the sensor. This is not an issue with the Innovate software. It allows you to set the voltage at idle and then at full throttle, and it will just use the range of output that you have available to calculate your throttle percentage.

I'm surprised to get so much positive input.

:laugh: :laugh: :laugh:

I love what your doing... but... keep in mind for later...

The pilot mixtures and jetting (when viewed individually via 4 O2 sensors, or colortune plug, or...) are all different. Always. Never had a bike EVER where they fell at the exact same spot at any given time.

With these bikes, you are tuning 4 small engines to work together, because of the 4 individual carbs. you can probly get things real close...

Almost all racers end up using different jets and air jet combinations across all four carbs in the end to produce REAL maximum power. Even seen guys half-drill a jet between sizes.

Nice setup, but it needs to be on a dyno. All your data will change, once there is a significant load against the engine. AFR is fine and dandy to measure, but power is what comes out and pushes you forward. MAX power happens when AFR is actually all over the place throught the throttle/rpm range. You'll see...

Best of luck, and have fun.



Oh yeah, and someone said this before, but there is WAY more than just 3 simple circuits to tune WWWAAAAYYYY more. Read this: VM Round Slide Tuning Manual

:silly: Here we go... :silly:

Testarossa, this is really cool...something I've wanted to try for a long time from back when I was still messin' with cars. I think guys like us, who don't have years of experience with carb tuning, can really learn a lot quickly. Guys like Tek9 and Larry C probably already have such a strong real world, intuitive grasp of this stuff that, for them, it may just confirm what they already know. Call me..."glued to the screen"!