Results from Individual Cylinder Tuning - Kawasaki ZX-10R.net
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post #1 of 25 Old 11-22-2017, 02:53 PM Thread Starter
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Results from Individual Cylinder Tuning

It's been a long time since my last post in here but things changed again for me and I can an be active member again.

This time I went to the dyno with a ZX10R 08 with pistons-ported head-cams-full exhaust etc. Very strong bike. The owner said he wanted the most out of his bike for street racing but also somewhat safe ( don't melt it on the dyno safe )

With that said I recommened that the bike should be tuned "each cylinder individually" and not by the average,he agreed so here it is. I did several pulls without touching anything on the bike,just recorded the AFR first "normally" with the O2 sensor in the midpipe then each cylinder separately.

I'm going to post the AFRatios only as the onwer didn't want me to post any numbers anywhere.

Here are all the cylinders together,as you can see there is large variation that in somepoints goes up to 1.3-1.4 AFR. You will also notice that cylinders 1-4 and 2-3 are somewhat similar but not close,so tuning them in pairs (like with a KIT ECU) is somewhat better but still not perfect.

I've also posted the average AFR for refference,the bike was not completely off because it was tuned on the street,the dip at the last rpms before the limiter is because ram air is working in real conditions providing more air but not on the dyno.
This is also some sort of proof the Kawasaki has the best ram air in the market,never seen anything like this on other bikes.
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Last edited by Balogiannis; 11-22-2017 at 03:15 PM.
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post #2 of 25 Old 11-22-2017, 02:54 PM Thread Starter
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So here is the biggest issue and a possible engine failure. Cylinder #2 is 0.6 above the average AFR and 1.4 above Cyl #4 which is why the average is appearing rich at 13000 rpms.

Now,if I was tuning by the average and I wanted an AFR of 13.2-13.4 this means I would raise the AFR at #2 cylinder near 14/1 which is the hot zone,risking a potential damage.

This also is a mythbuster to those claiming that the inner cylinder are richer than the outer ones from the bactory. Bollocks
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post #3 of 25 Old 11-22-2017, 02:54 PM Thread Starter
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Here are the cylinders in pairs. This bike is using 4 short stacks and the valves we all measured 1 day before the dyno,all within 0.01 of each other.

The only thing that wasn't done was flow matching the injectors,I considered it to be an unnecessary cost at this point
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post #4 of 25 Old 11-22-2017, 02:54 PM Thread Starter
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An here is the average AFR after the 1st correction I made to all cylinders,I'm posting the torque figure just to show that there is indeed gains to be had when doing this,apart from engine reliability which is also very important.

A little more was gained after further tuning the fueling maps, the total difference was +4hp for this bike.It may not sound much but it is a measureble gain. Win win for everyone.

Engine is more powerfull and reliable
Owner is more happy with the bike
Tuner is somewhat richer because this obviously costs way more than a "simple" tuning ( + the titanium bungs that had to be welded which was 40 each)

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post #5 of 25 Old 11-22-2017, 03:17 PM
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Interesting. I always wondered how you can tune each individual cylinder. Sounds like you have 5 different o2 bungs in your header?
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Last edited by tdh; 11-22-2017 at 03:20 PM.
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post #6 of 25 Old 11-22-2017, 03:33 PM Thread Starter
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Quote:
Originally Posted by tdh View Post
Interesting. I always wondered how you can tune each individual cylinder. Sounds like you have 5 different o2 bungs in your header?

It's not my bike,but yes. 4 bungs on each header and one on the midpipe
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post #7 of 25 Old 11-22-2017, 03:43 PM
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Interesting that they are so close to the exhaust port. I would have thought they would be farther down the pipes but maybe the closer the better?

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post #8 of 25 Old 11-22-2017, 03:44 PM
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post #9 of 25 Old 11-22-2017, 03:51 PM Thread Starter
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Quote:
Originally Posted by tdh View Post
Interesting that they are so close to the exhaust port. I would have thought they would be farther down the pipes but maybe the closer the better?

It doens't really matter if you measuring AFR. But if you also want to measure EGT using the same bung then the closer to port the better,so if you don't want to do 8 holes in your exhaust you can do this instead.
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post #10 of 25 Old 11-22-2017, 04:05 PM
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Thanks for sharing man... it's neat stuff!

If you're going to get that deep into individual cylinder AFR tuning, have you considered using backpressure sensors as well? Wideband lambda sensors have rising error factors based on pressure, and exhaust systems vary pretty wildly with their back-pressure based on design and RPM. It's probably not a huge deal on NA stuff, but it can be a REAL eye opener on turbo stuff when the pressure ratios start to get high. :)
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Attack life... it's going to kill you anyway.

Last edited by SpazOnaZX; 11-22-2017 at 08:26 PM.
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