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maintain cylinder offset when unifying

 Re: maintain cylinder offset when unifying
ok, starting to understand better, the pictures are showing what happens when unified gear group 5 and 6 where as ecu editor used gear group 1 there was some discussion on why gear group 1 was kept for unification, would using gear group 1 still be the better choice?
 
 Re: maintain cylinder offset when unifying
here are some images of a stock WR bin file for a Gen1 Busa, and a pic after unifying the map with cylinder offsets. There is quite a bit of advancement in timing after keeping the cylinder offsets. Does this look correct to anybody? Havent had a chance to try it. Hopefully it will be spring soon and be flashing again.
 
 Re: maintain cylinder offset when unifying
OK ballad2 i live in GSXR1000K8 world:).And theoretical thing about unifiyng.If we can adjust fuel amount for each cylinder to prevent lean condition for external cylinders then what for we need separate IGN maps for 1-4 an 2-3 Are there any mechanicali,or other reasons to have different IGN map?Also what do You think about installing 2 HOX sensors for 1 and 3 cylinder and tune cylinders as groups 1-4 and 2-3.If for each group we will have AFR in good range then we can unify IGN for cylinders. I checked gsxr1000 K8 21H50-01. In your case IGN group1 and group3 are identical, while group 3 main difference is more advance between 6.8% TPS and 25% TPS. You should take group3 as a base, while if you wish to have smoothness at low rpm you can retain group1 rows up to 2000 rpm or up to 3200 rpm. You can surely move a single o2 sensor from cyl1 to cyl3 logging values at different times. It would be an interesting experiment. Based on it the stock rates among different cyl could be possibly better tuned.
 
 Re: maintain cylinder offset when unifying
OK ballad2 i live in GSXR1000K8 world:).And theoretical thing about unifiyng.If we can adjust fuel amount for each cylinder to prevent lean condition for external cylinders then what for we need separate IGN maps for 1-4 an 2-3 Are there any mechanicali,or other reasons to have different IGN map?Also what do You think about installing 2 HOX sensors for 1 and 3 cylinder and tune cylinders as groups 1-4 and 2-3.If for each group we will have AFR in good range then we can unify IGN for cylinders.
 
 Re: maintain cylinder offset when unifying
ttt anybody??? just trying to understand what exactly cylinder offset will do The idea behind cyl offset is that if the Suzuki engineers implemented it, there should be a good reason, so why not retaining it. I went back to the stock ignition map (unified to group 1) but did not unify cylinders, so I kept the original cyl offset. I have a sensation of less vibrations with this new setup. But what was the reason that You have unified it to group 1?. On the gen2 bin try to copy group1 and paste to group3 and you'll understand why. I think group unification is required because we cannot fuel tune any single gear and because group2 is artificially retarded. So a trade off is necessary. Group1 and group3 are identical over 2800 rpm and over 11% TPS. Out of this areas a lower advance is required for smoothness, so group1 is the obvious optimal choice.
 
 Re: maintain cylinder offset when unifying
ttt anybody??? just trying to understand what exactly cylinder offset will do The idea behind cyl offset is that if the Suzuki engineers implemented it, there should be a good reason, so why not retaining it. I went back to the stock ignition map (unified to group 1) but did not unify cylinders, so I kept the original cyl offset. I have a sensation of less vibrations with this new setup. But what was the reason that You have unified it to group 1?.
 
 Re: maintain cylinder offset when unifying
Yes its as Ballard2 suggests, another example is the fuel maps. In a 4 cylinder engine the outer 2 cylinders run cooler so the stock fuel maps are tuned to run leaner than the inner 2 cylinders. when you unify with the Maintain Cylinder Offsets option these differences are maintained when you add or subtract fuel from the maps.
 
 Re: maintain cylinder offset when unifying
ttt anybody??? just trying to understand what exactly cylinder offset will do The idea behind cyl offset is that if the Suzuki engineers implemented it, there should be a good reason, so why not retaining it. I went back to the stock ignition map (unified to group 1) but did not unify cylinders, so I kept the original cyl offset. I have a sensation of less vibrations with this new setup.
 
 Re: maintain cylinder offset when unifying
ttt anybody??? just trying to understand what exactly cylinder offset will do
 
 maintain cylinder offset when unifying
what does this actually do when tuning a bike? Can it be beneficial for a turbo application where all maps are unified?
 
 
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