Results from Individual Cylinder Tuning - Page 3 - Kawasaki ZX-10R.net
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post #21 of 31 Old 11-25-2017, 11:32 AM
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I'd be interested to know what the air fuel is for each cylinder on a stock or near stock setup between a few bikes to get an idea if they are end up being similar from the factory. Like if cylinder number 2 is lean and cylinder 4 is rich compared to the others etc
I reckon it's going to vary wildly bike to bike. You may see some tendencies, but nothing where you can say something with a certain amount of confidence like "oh on this motor for this bike cylinders A and X on this bike run this much rich and B and Y run this much lean." You'll likely be able to see that a particular cylinder has a tendency to run rich/lean in comparison to another, but there are too many variables at play where you'll be able to say that it runs within a certain percentage window.

For those that are interested in doing this but don't want to weld four different wideband bungs on their header pipes, we use a kit similar to this:


Works by putting in a rivnut in each header pipe that you move the sample block to when gathering data. You then just move the sample block pipe to pipe to pipe to pipe and correct as you go. Then when done sampling a cylinder, just put in the screw and copper washer. Would work great with the new WRT Auto Tune Live feature ;)
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post #22 of 31 Old 11-25-2017, 11:55 AM
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Originally Posted by ZX10RArcher View Post
Nice work.

We picked up huge gains on a 2012 recently done before the race season. Testing/tuning methodology was the same as yours - nothing crazy used, simply the WRT software tuning per cylinder, dyno and lots of time to create individual maps for each cylinder.

From his last tune (combined AFR across all four) it put down a typical and respectable 184-185 to the wheel. After observing, tinkering and finally getting down to business tuning per cylinder, he picked up 10 extra horses putting him in the mid 190s. All on pump gas mind you. We then did another tune for him, this time on race gas and yeah, bike is a monster. We had great results doing this on a ZX-6R as well.

Tuning per cylinder is something that is often overlooked because of the cost since we have to make pretty much four complete maps for each individual cylinder. But for race purposes where the difference between standing on the podium and off of it are a fraction of a second and any advantage you can get makes it worth the extra cost. Good job.

-A
What's the ballpark cost on such a tune and the lead time necessary?
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post #23 of 31 Old 11-25-2017, 12:45 PM
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Anthony is there a pic...

Im not familiar with the process.

thanks
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post #24 of 31 Old 11-28-2017, 02:16 AM
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What were the final numbers compared to when it came in for HP/Tq?
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post #25 of 31 Old 11-29-2017, 09:37 AM
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Great Information! Thanks for Sharing!

-Randy
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post #26 of 31 Old 12-18-2017, 03:50 PM
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Yassou, Vre! Definitely cool stuff...thanks for sharing!
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post #27 of 31 Old 02-22-2018, 10:25 AM Thread Starter
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What were the final numbers compared to when it came in for HP/Tq?

This is a comparison between the before and after ICT. After 10.000 rpms there is a solid 3-4 hp gain until the revlimiter.
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post #28 of 31 Old 02-22-2018, 12:24 PM
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I wonder if I can do cylinder 1-2 and 3-4... in the collectors since my system pairs them like that.
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post #29 of 31 Old 02-22-2018, 12:29 PM Thread Starter
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Originally Posted by mpp12 View Post
I wonder if I can do cylinder 1-2 and 3-4... in the collectors since my system pairs them like that.

I wouldn't,if you see the first posts I've posted the differences between the cylinders. It's actually Cyl1-4 that somewhat match,1-2 are totally different.
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post #30 of 31 Old 02-22-2018, 02:23 PM
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Quote:
Originally Posted by ZX10RArcher View Post
Nice work.

We picked up huge gains on a 2012 recently done before the race season. Testing/tuning methodology was the same as yours - nothing crazy used, simply the WRT software tuning per cylinder, dyno and lots of time to create individual maps for each cylinder.

From his last tune (combined AFR across all four) it put down a typical and respectable 184-185 to the wheel. After observing, tinkering and finally getting down to business tuning per cylinder, he picked up 10 extra horses putting him in the mid 190s. All on pump gas mind you. We then did another tune for him, this time on race gas and yeah, bike is a monster. We had great results doing this on a ZX-6R as well.

Tuning per cylinder is something that is often overlooked because of the cost since we have to make pretty much four complete maps for each individual cylinder. But for race purposes where the difference between standing on the podium and off of it are a fraction of a second and any advantage you can get makes it worth the extra cost. Good job.

-A
Dumb question but I was looking at the woolich site and seems like the log box pro isn't available anymore for the zx10s. Do you just get the tune good with wide band sniffing all 4 cylinders then move the wideband to each cylinder and tune that way until you have tuned all 4 cylinders? Or would there be a better way to tune it on the street? Guess could hit up maybe St. Boni and see if they'd be willing to tune per cylinder and then could keep a sniffer coming out the exhaust to make sure overall it is still safe but paying St. Boni to do that sounds stupid expensive and I'm a poor guy who's married with a kiddo now
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