Moto Tune

I changed the exhaust on my foster When is it worth doing this, what does it involve, and what are the results? I'll cover that Some of you may know them as Speedbite. My name is Kasia, welcome to the Tilco Jazzda channel. I'm inviting you. I came from Krakow to Warsaw for the tuning. It's worth noting that tuning the bike on the dyno takes a beating. Since I've already covered over 25,000 kilometers on my bike, I had its service before coming to the guys. It's time to check the valves, and after confirming the equipment is in good condition, we can proceed. Motorcycle tuning is the process of optimizing the engine, which includes EC mapping and adjusting parameters for a specific motorcycle. My primary goals are to increase the smoothness of the motorcycle and improve throttle response. The riding experience is one thing, but the graphs speak for themselves. There's room for improvement in motorcycles, especially those with new standards, and it's all due to environmental concerns and the standards that motorcycles must meet. We'll explain this in more detail shortly. The exhaust will produce results both after the exhaust change and with the stock exhaust. Basically, the DB killer and the catalytic converter restrict exhaust flow. This motorcycle performs worse than with the stock exhaust system. It's not surprising that you buy something that's theoretically sporty, but as long as it has the homologation, and it's not the first time it performs worse than with the stock exhaust system. So it was supposed to better, but it isn't. Well, it sounds better, looks better, right? But it chokes a bit on exhaust f Simply remove the catalytic converter, remove the DB killer, and then it will be as homologate as it was, and the power will increase by a few horsepower, but you'll be noticeably louder, right? So, before I continue, I want to let you know that I can work as I am now with the stock exhaust, but I'm saying the final result, you know, with a maxim Why? We could just take it out. Why? I guess, because we probably have to look at the catalytic converter too. Right? It's easily removed. Yes, and it would probably add a few more horsepower, right? I'm just saying, the noise will be louder. I'm guessing since you came with the DB killer, which can be removed, I. . . Put it back in myself, so it's. . . Probably not a coincidence. Well. . . Yes, I wouldn't want to take it out. Tell me, as for power, I understand we won't be able to do that, but as for smoothness, we'll manage it without a problem. Exactly. Why? So If you're riding solo, it's fine, 60 horsepower is enough, but if you take a passenger and load the bike up, those 10 horsepower on the highway, The bike picks up much better. Why? But okay. So, to so there won't be any major issues here, but we'll get that smoothness, as I mentioned, and the power increase simply works on highways and at speeds And if you're riding every day, you don't use more than half the throttle But I'm saying there's always a compromise between noise and engine performance. We could possibly do a test where I take out this DB killer. We'll see, we'll measure the noise in a moment. We will. We measured the exhaust vol So I knew I wanted to stick with this safer option. Tuning always starts with a dyno analysis of the motorcycle that arrived to test the current engine parameters. Then, the map is modified, improving any areas that need improvement, and then the results are checked again on the dyno. And so on, until satisfactory results are achieved. Every motorcycle is different and requires an individual approach. The FEM was supposed to be simple and straightforward, yet we managed to achieve interesting results. About 40 measurements of the motorcycle were taken that day, and let'start the analysis with maxim Two maxim 58, 2 times 58 horsepower. Maxim Almost 3, well over 3 horsepower increase. This is due to the change in ignition timing. Obviously, without the DB killer, without the catalytic converter, it would have been better. A few more horses, maybe even 5 more, could probably have been distracted. However, 61 horsepower at the rear wheel gives us 70, almost 1 horsepower at the engine, which is roughly what the manufacturer claims. So I think the final result is quite good. Well, as I mentioned earlier, we have some limitations in the exhaust system, but we managed to achieve the factory power. What I wanted to draw your attention to is the EFR, that gray line. This is the exhaust gas reading. The tuning is very loose. We're aiming for about 13 units at full throttle. So, it was quite easy to tune it to almost perfect values here. And let's look at it this way. Half throttle, and there's no ecology yet. There's nothing particularly visible here, because how can we tell if it's ecology by this green line? This is the exhaust gas reading. Here, it's running relatively smoothly at half throttle. Yup, ecology doesn't kick in yet. And now I'll open it to a quarter throttle for comparison. Okay, and here you can see that it's The pink line rises significantly above 14 units. That means it's very lean, it's uneven. You can see it's undulating, and just This phenomenon begins at 5,000 revolutions per minute. I checked that in sixth gear, 5,000 revolutions per minute is 100 revolutions per minute. So, cruising speeds Riding this motorcycle will definitely change its appearance, because you can feel it without looking at the screen. I've already got it. I can see the motorcycle simply undulating, not delivering power smoothly. What's happening here, I can just feel it, watching the motorcycle from the side, how it's working, how it's pushing against the front wheel. So, I'll leave this quarter throttle on for now. The motorcycle generates 20 horsepower at the wheel at this throttle opening. Well, 200 horsepower is easily enough to maintain 140 revolutions per minute. So that's essentially what matters most in a touring motorcycle Not maxim The cruising range. Now I'll overlay the corrected map on this one. Okay, that's it. And what catches the eye, a new fuel delivery, nice and even, without any undulations. The fuel delivery has also been increased. It's not just about leveling, but also about adding fuel. And here, the lines intersect a bit, but I think you can see how the engine's behavior has become more even. I'll turn off with one of these lines. Oh, maybe you can simply see how the jerkiness has disappeared. And I can also simply see it in the bike's behavior. It accelerates nicely, beautifully, smoothly, pushing I can see it with the naked eye, so you can definitely feel it while riding. And let'see it this way. It's the same, you can simply see that it'smoother. Yes, the green line looks That was one quarter throttle, which is our conventional cruising speeds outside the city, some highways, some expressways. Now another one eighth throttle, which is about 10 to 15%. I'describe that as city driving. The motorcycle generates 10 to 15 horsepower, so you can't really go any higher than 100 kilometer per hour at that throttle setting. This phenomenon occurs here too, also from 5000 revolutions per minute. The same story as with a wider throttle opening and this fuel injection. This is before. I'm superimposing the corrected graph on it. This is after. Okay, so again, the injection is nicely balanced. I aim to avoid the motorcycle burning too much fuel, so that it wouldn't be too rich. This isn't a sports bike, it doesn't need to be so rich. So I also think there won't be any increase in fuel cons And all the j You can see that the two lines are drawn in completely different styles, right? Yeah, that covers speeds up to about 100 kilometer per hour, as I said earlier. And the last thing is riding in traffic. Yeah, that means very small throttle opening, literally a few percent, er, before that. Two cylinders are full, how nicely they can draw the line. Yeah, the red is before, so there are simply some b From 5000 kilometers per hour on, it'still the same story, and the gray is after adding fuel. And these are speeds up to 50, 70 kilometer per hour, but also those 10 to 15 kilometers per hour when you want to ride in traffic, when you need to maneuver between cars. There's no erratic behavior from the motorcycle, no strange, unexpected stalling, nothing If a Picasso were to take a single, straight lined engine, So that's what getting rid of ecology is all about. Someone tell me ecology is a good thing and that we need to take care of it. But it simply ruins the machine, the riding pleasure, and the control over the motorcycle. Euro five doesn't surprise me. Euro four is similar, a little better, that's a consequence of Euro five. Euro five plus is even worse, there will be even more of these jerks, they will appear even earlier in the rev range, and that I don't necessarily want to emphasize that it doesn't necessarily depend on the fact that a modified exhaust system has been installed, because we've already break dozens, maybe even hundreds of Euro five motorcycles, and there were also some that were completely factory made from the factory. Nothing was changed on those motorcycles, and such phenomena occur there too. These motorcycles are simply being sold defective, that's why we have so much work to do. Practically every new motorcycle, whether Chinese, has even worse maps, European ones have even worse maps. I just don't know, it's as if there were greater demands on European manufacturers. This is our daily routine, and so what? We're improving it, well, maybe despite some environmental concerns, we're improving it, but you also have to consider what caught your eye, what I said, that this environmental concern doesn't work all the time. It's only within the range where it's measured, because when we go beyond the range where it's required for homologation, which is about 30% throttle opening, the environmental concern isn'there. And here, even the fuel injection was fine at higher throttle openings, but there are motorcycles that are very environmentally friendly, jerking up to one third throttle, and above one third throttle, they suddenly completely dissociate themselves from the environment and emit a lot of smoke, simply polluting the environment. So, overall, at low revs, they're environmentally friendly, but at higher revs, they're so unacological that it all adds up, as if the environmental impact weren'there at all. And that's how it works. I'm pleased with the results I achieved, even with a system that meets the standards. As I showed in one of my last videos, I swapped the exhaust for an aero. If you're also considering a change, visit motodocom. pl and see what you can choose for your motorcycle. The fundamental question many ask is, when is it worth tuning, given the standards your motorcycle meets? Euro 4 and up, practically everything with Euro 4 and up. Euro 4 has been around since 2016. Anything with Euro 4 and up can be improved. Even with a factory exhaust system with a catalytic converter, I recommend Euro 4 and up. Euro 5, I think, will eliminate this sooner or later on every motorcycle. I really think awareness is growing. Yeah, and I said, well, this will go viral, this kind of information will go viral, and I think Euro 5 probably won't be retained on too many motorcycles, right? And those older Euro 3s, if you To improve performance, yes, to improve performance. Or if someone really goes all out, they'll completely change the exhaust system from scratch. Well, you could, although it would take a long time to talk about it, because, because there are motorcycles, for example, even with Euro 2, But it doesn't apply to all manufacturers. There are some random cases. Euro 4, Euro 5 all manufacturers have the same problem. Could you briefly describe the procedures involved in such tuning? Typically, we first measure the exhaust to have a point of reference at various throttle openings. Then we record new software with pre-programmed ecology, because ecology works A factory engineer creates a fuel map for the motorcycle, better or worse, and then Euro 5 or Euro 4 is recorded for it. This isn'taken into account during the fuel metering phase. During the design phase, sorry, during the design phase, some other engineer develops the motorcycle. This isn't considered. It's only added later, because it depends. There are Asian markets where this isn't required and isn't available, right? So the entire production process isn'the same, and Euro 4 or Euro 5 is So the first thing we do is remove it, and only then we measure the motorcycle. For example, after removing Euro 5, it had too much fuel again because the factory engineers gave it too much fuel, right? Because it's always better for a motorcycle to have more fuel. It'safe for the engine. It runs flexibly than not enough. If it's too much, it simply uses more fuel, but the engine'safety and riding pleasure don't change, except for economy. So, it had too much fuel from the factory without Euro 5, and we even had to, actually, I had to subtract some fuel from the factory dose to keep the bike from burning too much, to keep the economy within reasonable limits, right? And so, sometimes you have to do three sessions Well, I hope I'll make a big difference here, because as I mentioned earlier, the system change itself has made my riding much better, and now, especially seeing these graphs, I know there's plenty to expect in terms of improved riding. On the track, it will be a completely different riding experience, especially at 100 km per hour and up, believe me, it's as if this bike was fighting the wind before. It behaved Well, he was struggling. You can see it in the graphs, and it behaves exactly the same way while riding, yes. But I also think I understood what you said from the very beginning, when we met, that each case can be different. Yes, exactly, each case can be different. You see, we break one last year with a full system, Where could it be logically, well, since it has a full sports exhaust system, it'll be even worse. You see, no, it doesn't really depend on that. It simply depends on how the factory messed it up. And they messed it up because the motorcycle has to be homologated. Yes, I also told you earlier, when were talking about a motorcycle, that if a manufacturer has to meet a standard like Euro five plus and reduce exhaust emissions of certain oxides, nitrogen, or carbon by 15%, the easiest way for them is to cut fuel cons It's a matter of sitting down, marking an area on a map, subtracting 15%, and we can sell it. However, this has a negative impact on the motorcycle's performance, because there are other ways to do it. Designing new catalytic converters, adding catalytic converters. That's why some modern sports bikes have such massive mufflers, right? They don't look The Hayabusa has three catalytic converters, the latest Hayabusa, three, two lambda sensors, and three catalytic converters, and it runs just fine. Well, Just to sell the product, to get it approved for sale, and then we'll fix it later, we'll fix it later, this damage to the motorcycle. Yes, sometimes you have to repair the factory. Well, that's just how it is these days. Okay, good. Thank you for visiting in. Happy testing. Thanks. The automotive industry is heading in a strange direction. Fortunately, there are ways to improve the factory. The website didn't significantly improve the smoothness of the ride. The bike stopped jerking, and it was especially noticeable when riding slowly around town. The team at Speedbike and Mototune has extensive experience and has already modified many motorcycles. Anyone interested in modifications is welcome to contact them. I'll leave my contact information in the description below the video. As you can see, each motorcycle is different and requires an individual approach. For your own comfort, and above all, to increase the lifespan of your motorcycle, it's worth considering such a modification. I believe it will open your eyes to a problem that affects a growing n Left up. Bye.