EFI Basics

Electronic Fuel Injection

 EFI
Electronic Fuel Injection

A computer controlled fuel- delivery system.

Uses fuel injectors controlled by the computer …no carburetor

The computer uses sensors to gather information from the

engine, then calculates the required fuel needed.

The amount of fuel injected into the engine is determined

by how long the injector is open. ( Pulse width )
 Introduction to EFI
Harley-Davidson motorcycles first introduced EFI systems
back in the 1990’s on their touring motorcycles.

These systems were produced by Magneti-Marelli and use

the Alpha-N (throttle position based) technology for
controlling fuel and timing.
 Delphi EFI system
First introduced in the softails in 2001
Touring and V-rod motorcycles in 2002

Dyna motorcycles in 2004

Standard in all models in 2007
 Major difference
One of the major differences between fuel injection systems is
how it senses the amount of load that is placed on the engine.
The load can be determined by two methods:

1. Throttle position sensor

2. MAP sensor ( manifold absolute pressure )

EFI systems that sense engine load by the use of the throttle
(throttle position sensor) are referred to as an Alpha-N system.

EFI systems that sense engine load by the use of a MAP sensor
are referred to as a Speed-Density system … currently used
 ECM

Electronic Control Module

The computer or brains of the EFI system.

The ECM calculates the proper air/fuel ratio and spark

needed for the engine. The demands of the engine change
constantly and so the ECM must make instant changes to
the pulse width of the injector along with advancing or
retarding the ignition timing.
ECM Computer
Module

Solid State Device

ECM Data Port
 Model years

For model year 2005 bikes, the ECM hardware was updated
to a higher performance processor with more memory and
capabilities and is called the “VooDoo” ECM.

Two basic types of this ECM have been produced to date:

One works with the normal “Big Twin” models, and the other
works only with the Sportster models.

The Sportster ECM has some capability removed as a cost

reduction measure, and cannot be used in any of the
“Big Twin” bikes.
 Model years
For model year 2008, a new ECM was released on some of
the touring bikes.

This was a major evolution of the VooDoo, and was called the
“FreeBird” ECM.

The Freebird is only used on the 2008 – 2009 Touring bikes.

Over the years, various Delphi replacement ECMs have been

produced and used on Harley Davidson models.
 Fuel Delivery System

Fuel Tank Pressure

Regulator Fuel Rail

Fuel Pump

High fuel pressure and volume are required to run

an EFI system. Electric fuel pumps are capable of
producing 60-90 pounds of pressure in the fuel rail.
 Injector

AFR
The ratio of air to fuel that is injected into the engine
Example : 14 to one = 14 parts air to one part fuel
 Injector Pulse Width

Longer pulse width = More fuel Shorter pulse width = Less fuel
Richer mixture Leaner mixture
12 : 1 15 : 1
 Air/ Fuel mixtures
Too Rich

Rich mixture
More fuel less air Rich
Lean mixture
More air less fuel
Lean

Too Lean
 Air / Fuel ratio AFR
The AFR is constantly changing as the engine starts, warms
up , idles, cruises, or runs at wide-open throttle.
Even during de-acceleration the ECM is modifying fuel.

Intake Compression Power Exhaust

Air/Fuel Ratio
Landscape

RPM
 The Delphi EFI system
The Delphi system is able to use manifold pressure from the air
intake, allowing it to more accurately determine the load on the
engine based on the actual pressure in the manifold rather than
the position of the throttle.
 Service Bulletin
M-1185

Most HD 2006 models came with narrow 8 degree spray

pattern injectors ( P/N 27625-06 ) that cause poor start, idle ,
and cruise. The replacement injectors (P/N 27709-06A ) have
a 25 degree spray pattern.

Verify that the injectors have been replaced.

 Government Regulations
The government works to protect the environment and in so
doing makes motorcycle manufacturers follow a strict set of
guidelines they must follow when setting up a tune for your bike
from the factory. Most often associated with lean mixtures .
 Factory Settings

Manufacturers program the tune into the ECM at the factory and
must conform to government standards and regulations.

Government regulations for AFR settings = 14:7

* Leaner fuel mixtures will run hotter.

* Richer fuel mixtures will run cooler.

 Basic Tune
The Delphi EFI system is used on current Twin Cam engines
produced by Harley Davidson uses the Speed Density system..

A TUNE is a process of calibrating the ECM to factory specs.

and working toward improving overall performance.

[Link] output
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 Catalytic converters
A component made of specialized materials that helps reduce
exhaust emissions established by the government.

They are placed in the exhaust pipe , either in the upper or lower
header pipe. As far as the catalytic converters in the exhaust goes,
a certain amount of heat is created by the catalytic reaction.

Converts toxic pollutants in the

exhaust gas to less toxic pollutants
by a catalytic reaction .
 Effects of a lean mixture
The tune set by the manufacturer with the AFR set very lean and
the use of catalytic converters can make the exhaust run hotter.

750 degrees
 Converter Damage

Emission control regulations forced the removal

of anti-knock tetraethyll lead from gasoline
because the lead caused catalytic damage.
 AFR Fuel Mixtures
Signs an engine is running too lean

Bike hesitates when throttle is increase

Bike runs jerky or surges at steady throttle openings
Engine spits back or coughs through intake system
Spark plug color is white

Signs an engine is running too rich

Engine chokes when throttle is increased

Engine fouls spark plugs…. Dark deposits in the exhaust
Black smoke from exhaust
 Computer sensors
Electronic sensors are located around the engine that
send voltage signals back to the ECM .

The ECM uses the signal values from the sensors to

make calculations for fuel and spark.
 List of Delphi Sensors
The number of sensors used depends
on the particular bike model
MAP sensor – measures manifold pressure

TPS sensor – measures throttle position

CKP sensor – measures the crankshaft position and RPM

IAT sensor – measures intake air temperature

ECT sensor – measures engine coolant temperature

VSS sensor – measures vehicle speed

O2 sensor – measures oxygen in the exhaust

BAS – Bank Angle Sensor – detects if bike is tipped more than 45 degrees

Knock Sensor - Detects detonation in the combustion chamber

 Engine
Temperature Sensor
Many new EFI motorcycles are very hot running engines. One
of the most common complaints about the new bikes is the
heat produced by the engine and exhaust system.

During warm-up engines run in open –loop mode with

a rich AFR of 12 : 1 . After that they change over to
closed –loop mode and start running more lean. 14.7

Temperatures can range anywhere from

200 – 350 degrees.
“After a 16 min. Idle”
 Air Temperature Sensor
The temperature of the air going into the engine is important
to the ECM for making fine adjustments to the fuel mixture.

Cold air has more oxygen present , causing the ECM to richen
the fuel mixture.
 Throttle Position Sensor
The throttle position sensor provides the ECM with an indication
of how much the throttle has been opened. Higher voltage
signals sent to the ECM means more throttle.

The TPS sensor uses an electronic component that provides

a 0-5 volt signal to the ECM. Throttle Body
 Crank Sensor
Measures RPM speed and location of the crankshaft
 Map Sensor
Measures air pressure passing through the throttle body

kPa ( kilopascal ) is a unit of

measure that describes air pressure.

MAP Readings

Idle : 30 – 40 kPa
Map Sensor
Full load: 80 – 100 kPa
 Bank Angle Sensor

This sensor determines the lean angle of the motorcycle.

If the banking on the bike exceeds designated levels, the

engine will turn off. Usually, beyond 45 degrees.
Location and application depends on the model of the bike.

This sensor is a safety feature on EFI systems.

Re-setting the bike to re-start varies by models.

First try recycling the ignition switch. On/off
 Knock Sensor
Detects engine detonation . The ECM will retard the timing
& richen the fuel mixture to reduce the knock.
Note: Not all engines have knock sensors.

. Detonation - When the

combustion in the engine
explodes violently rather than
with a smooth burn.
 Ion- Sensing
Used on V-rods and
2005 later touring bikes

Ion- sensing is a method of determining engine knock

by using a special circuit designed into the coil of the ignition
circuit and utilizing the air gap between the electrodes
of the spark plug.

When knocking occurs, pressures increase

and atoms change within the combustion
chamber …..creating ions….
 Ion- Sensing

When detonation occurs, the resistance of the ions in the

cylinder containing the fuel atoms changes . This resistance
can be measured by Ion-sensing circuitry through the gap in
the spark plug. Once detonation is detected…
the ECM retards the timing and richens the fuel .

Engine knock is caused from detonation when the fuel

explodes violently rather than burning smoothly.
Creating that PING PING PING .
Ion- Sensing
Detonation
 Ion- Sensing
The coil sends a signal to the ECM based on the
amount of voltage needed to fire the plug within
the ionized gas in the combustion chamber.
COIL

ECM
Signal

When knock (ping) is detected…. The ECM retards the timing.

 Ion- Sensing

Ion- sensing systems are based on the principle that electric

current flowing in an ionized gas is proportional to the
conductivity of the flame. It is this conductivity that the
Ion-sensing circuit measures and reports back to the ECM.

In this manner, the spark plug can be seen as a sensor.

Ions are detected here

Higher pressures = more ions
 Ion- Sensing
Prevents these events from
happening
 Ion- Sensing

Engine knock is caused from detonation

( fuel exploding rather than burning)
 Ion- Sensing
Ion detection depends on the values that have been pre-
programmed into the ECM . Also, using proper octane fuel is
important. Low octane fuels knock , higher octane fuels
burn smoother.

Wrong spark plugs, wires, compression ratios, cams and AFR

have an effect on the ion –sensing system and may turn it off.

Stay with factory specs. HD suggests that Knock Control be

turned off for compression ratios above 10.5
 Ion- Sensing
Advantages

The externally mounted sensor (Pezio) devices only detect basic

noise from detonation and are not capable of making individual
changes to each cylinder. Their changes to timing and fuel effect
all cylinders at the same time. (globally)

The advantage of ion-sensing is that it can

be calibrated to modify each cylinder
individually at all engine speeds and loads. Individual
Calibration
 Idle Air Control
Idle Air Control controls and maintains a consistent engine
idle RPM under a wide variety of conditions by making
minor adjustments to the airflow into the engine.

The IAC is a stepper motor, similar to a valve that can allow

varying amounts of air into the engine to keep the idle stable.

Idle speed is also managed by a memory table in the ECM that

responds to engine temperature.

When the engine is keyed-off, the

Idle Air Control is reset to a
“parked” position
 Oxygen Sensor
Measures the amount of oxygen in the exhaust
which is a reflection of the Air/Fuel ratio. ( AFR )

Signal to ECM : 0 to 1 volt

Narrowband sensor

Measures AFR in the

range of 14.3 – 15 :2
O2 Sensor Locations
 Fuel Trim
If the o2 sensor sends a signal to the computer that the exhaust
mixture is lean, the computer adds fuel by lengthening injector
pulse . If the o2 sensors send a voltage signal to the ECM that
the engine is running rich, then the computer takes fuel away.

This is known as : Fuel Trim

Since the computer is monitoring the

AFR at the exhaust using the o2 sensors
this is known as running in Closed -loop
 Narrowband O2 Sensor

A narrowband O2 sensor only works for adjusting low load/cruise

area and does not work well in performance applications because
it can only monitor a small area within the 14.7 AFR range.

This range is considered too lean a fuel mixture for performance.

If you are wanting to monitor the AFR outside the range

of a narrowband sensor, you must install a wideband sensor.
 Narrowband vs.
Wideband O2 Sensors
Narrowband sensors are used as a stock sensor from the
manufacturer and has a small range of operation ..
14.3 – 15: 2 AFR Size: 12 mm insert

The Wideband sensor is used for performance applications

when you need to read the AFR at much richer value.
10 – 18 :1 AFR Size: 18 mm insert

Narrowband 12 mm Wideband 18 mm
 Closed vs. Open- Loop

Closed-loop:

The O2 sensors are used to monitor the AFR (feedback)

prompting the ECM to make changes in the AFR to maintain
a proper 14:7 ratio. Used most of the time while riding.

Open –loop:

The O2 sensors are not used.

The ECM uses “look up tables” and maps stored in memory
to provide the proper AFR. Ex. Starting, Full throttle
EXHAUST
EXHAUST O2 Sensor readings
 Closed – Loop Operation
Maintains
AFR 14.7

ECM

Fuel Injector
Catalytic
Converter

There are many variables affecting the tune of an engine at any given time.
The ECM compensates for air temperature, humidity and altitude.
 O2 Output Voltage
Rich side 1 volt
14.3
14.7 450 mv.

15.2
Lean side
0 volts

The ECM constantly adjusts the AFR to stay within this window

The ECM adjustments to maintain a 14.7: 1 AFR … known as FUEL TRIMS

Narrowband Oxygen Sensors send signals from 0 to 1 volt back to ECM

 Fuel Trim
For the engine to operate within the factory specs , the AFR
needs to stay close to 14.7 while in closed- loop operation.

The ECM is trying to maintain this proper air/fuel ratio by

fine-tuning the amount of fuel going into the engine.

This tuning of the fuel and making adjustments in

closed –loop on the fly is known as : Short Term Fuel Trims.

Major fuel trim adjustments stored in the ECM

memory are known as: Long Term Fuel Trims
 Fuel Trim

Fuel trim: The ability of the ECM to make AFR corrections during
engine operation. These are learned values and any major
corrections to the long term fuel trims are stored in the ECM
memory and become a part of the TUNE for the bike.

Note: Fuel trims can be erased using a tuner program.

When the battery is dis-connected , it also erases the
long-term fuel trim values stored in the ECM memory.

Short term fuel trims : On the fly …minor adjustments

Long term fuel trims: Major changes to fuel ..stored in memory.
 ECM Learning
Your bike has the ability to learn while running in closed-loop
mode. As you ride the long term fuel trims (adjustments made
to the AFR ) will be stored in the ECM memory and will be
available and ready to go on your next ride. (self-tuning)

Note: Dis-connecting the battery will erase the trim values …

they will then have to be re-learned. ( takes about 1 hour of riding time )

Closed- loop Adaptive fuel trims are used

Open –loop Adaptive fuel trims not used

 Fuel Trim
Fuel trim values were created to comply with EPA emission
standards along with catalytic converters to reduce exhaust
emissions. Catalytic converters need a stoichiometric AFR of
14.7 to operate the best at reducing toxic emissions.

Closed-loop control systems maintain that ratio, by adjusting the

injector pulse width based on information from the oxygen sensor.
Positive fuel trim means the ECM is
richening the fuel mixture to
(STFT) Short Term Fuel Trims compensate for a lean condition.
(LTFT) Long Term Fuel Trims Negative trim means the ECM is trying
to lean out the fuel mixture to
compensate for a rich condition.
 Fuel Trim
Diagnostic tool
Fuel trims when analyzed, can be a valuable diagnostic tool
providing a window into the heart of the fuel control system.
Problem: Intake manifold leak / lean condition / Creates Positive Fuel Trim
Problem: Fuel injector stuck open / rich condition / Creates Negative Fuel Trim
 Volumetric Efficiency
The amount of air that enters the engine compared to what
the the engine could theoretically could manage is the
volumetric efficiency . It is the air moving in and out of the engine.

Air management can be changed by adding different exhaust

systems, adding a performance cam, or changing the air cleaner to
provide more unrestricted air flow.

AIR
 VE Calibration
The calibration of the of the VE map programmed into the
base ECM only needs to be adjusted when the air flow
through the engine changes. Air filter, pipes, cams etc.

Reliable information for the ECM to make decisions is critical

for proper engine operation. The goal is to get the proper
air/fuel ratio and timing for the engine to run efficiently at
different operating ranges.
Start - Idle - Cruise - Power - De-accelerate.

As the engine runs at different operating conditions , It will

constantly be running in and out of open and closed loop.
 VE Table
The ECM looks at the volumetric efficiency data by reading a VE Map
that is stored in the ECM memory. Tuners can change this data , which
in effect will change the AFR.

Pressure

RPM
 VE Table
Increasing these values ..tells the ECM that more air is entering the engine,
and through its calculations for determining AFR , will richen the mixture.
Q: Why are the VEs different for the front and
rear cylinders?

A: The VEs will never be identical because of

differing intake length, exhaust pipe length,
reversion, timing, cooling and other factors.
 Engine Timing

The ignition spark plug firing must occur at the proper time for
the engine to run its best.

Spark timing can be advanced or retarded .

BTDC Before top dead center.

Timing of the spark is controlled by the ECM for start, idle, cruise
and power ranges.

Setting the correct ignition timing is crucial in the performance of an engine.

Sparks occurring too soon or too late in the engine cycle are often
responsible for excessive vibrations and even engine damage.
 Ignition Timing
The computer has a timing map (lookup table) with spark
advance values for all combinations of engine speed and load.
These tables are used by the ECM to calculate engine timing.

Spark occurs before TDC

Top Dead Center

Bottom Dead Center

Spark “Look-up “ Table
Pressure
 Understanding
“look-up” Tables
Most tuning involves making changes to tables (also called
“look-up” tables) that the ECM uses to control various
functions during engine operation over various loads & Rpm.

The ECM takes inputs measured by the bike’s sensors and looks
up the values in the tables that are needed to make AFR and
spark timing calculations.
 How the ECM works

ECM Output
Signal

Closed–loop mode Open –loop mode

The ECM receives voltage signals The ECM makes calculations
from the O2 sensors and other based on the inputs and from
sensors located on the engine to the tables programmed into its
provide the proper AFR . memory to provide an output
signal for fuel and spark timing.
 “Look-up” Tables

Input sensor data is stored as Memory in the ECM.

These tables are used in the calculations for AFR and spark
timing to be delivered to the engine. Each table can be
written into the ECM using a programming tuner and a laptop.

Harley Davidson
Screaming Eagle performance tuner
attaches to the data port
 Fuel-maps
The ECM manages the AFR to the engine. Stored in the memory is
a fuel map the ECM uses in its mathematical equation to develop
the right fuel mixture.

Tuners can make changes to the fuel maps that alters the AFR .

Fuel maps can be downloaded

from the manufacturers websites
and flashed into the ECM.
 Targeted AFR

The target AFR is found on the fuel map that is part of the
ECM equation when determining the pulse width of the injected
fuel. The target AFR is what the rider is expecting to acquire
during riding. It is programmed into the ECM computer.

The target AFR can be changed using a tuner program

connected to the ECM. AFR are changed using software.

The actual AFR is what is actually produced and can be measured

in the exhaust. It is the goal of the tuner to make sure the
targeted AFR on the map equals the measured AFR .
 Target vs. Actual AFR
Targeted AFR is also known as Commanded AFR
Actual AFR is measured
in the exhaust

Note:
Fuel maps are not used in
closed-loop …..
 Target vs. Actual AFR
The goal in tuning is to calibrate the VE tables so that they
accurately represent that the Targeted AFR = Actual AFR

If they are far apart, then the tuner needs to make adjustments
to VE table to correct the problem. The AFR at the
exhaust should match the targeted AFR on the fuel map.

The only time the VE tables would need to be re-calibrated

is if mechanical changes have been made to the engine.

* New high flow air filter

* New exhaust system
* Cam replacement
 Fuel Equation

The ECM calculates the proper AFR from a set of tables

and maps stored in memory when operating in open –loop.
These maps can be calibrated and adjusted using a
software tuning program attached to the ECM.

Fuel map + VE table + Look-up tables

=
ECM
Note: If the VE tables are not accurate , then
the targeted AFR will be off. So, it is important to AFR
calibrate the VE tables for proper tuning.
 ECM Programming
Example: If the ECM has a fuel map target value of 14.2 in a
cell but the measured exhaust value of the AFR is 13.5.
Then , the ECM VE table needs to be re-calibrated.
When tuning, the VE tables are calibrated to match the AFR.
Cell
VE Table Fuel Map
 Fuel-Map
Changing this RPM Mass Airflow Pressure Kpa
value to 13.2
will richen the
AFR

Note: If the VE tables are properly calibrated, then changes you want to make to
AFR during engine operation can be made on this Fuel Map .
AFR Ranges
 AFR Switch
Setting the fuel map cells to 14. 6 acts like a switch and tells the
ECM to run in the closed –loop mode …by-passing the fuel map.
 Lambda

AFR have an equivalent value called Lambda (λ).

Lambda is representative of the stoichiometric ratio where

a λ=1 will always be stoichiometric, regardless of the fuel in use.

Standard or lambda values may be used when tuning a bike.

Stoichiometric : Optimized AFR of 14.7

 Lambda

Lambda is scale that relates the air to fuel ratio of ANY fuel.
1.0 is stoic for every fuel. (the chemically perfect ratio of air
to fuel for a complete burn).

However, stoic is different for every fuel. Some fuels may

need 14.7 lbs of air some may need 6 lbs of air for a complete
burn. Lambda 1.0 is always the perfect ratio for the fuel in use
Lambda conversion chart
Lambda Values
Fuel Map
Fuel Map
Fuel Map
Fuel-Map
 Basic ECM
Look-up Tables

• Cranking table
• Engine crank to run
• Warm up enrichment table
• Idle air control table
• Idle RPM table Stored in the ECM
• Fuel map AFR table flash memory

• Volumetric Efficiency table

• Accelerator enrichment table
• Power enrichment table
• Deceleration en-leanment table
 Crank Table
During crank mode, timing is always fixed at 0 degrees Top Dead Center
(TDC) and the AFR is controlled by the Cranking Fuel table. Auto-choke

Deg F m Sec Fuel Pulse width vs. Engine Temperature

3 65
32 59.9
68 33.8
90 27.8
118 20
147 17.9
176 17.9
205 17.9
234 17.9
290 17.9 3 32 68 90 118 147 212 250 280 320
320 17.9 Degrees F
 Engine Crank to Run
As soon as the engine fires, it begins a transition to the “Run” mode. During
this transition, additional fuel and air is needed to prevent the engine from
stalling or hesitating. This transition is controlled by the IAC Crank to run table.

Deg F Steps
Idle air steps vs Engine Temperature
3 45
32 35
68 25
90 15
118 15
147 15
176 15
234 15
320 15 3 32 68 90 118 147 176 234 280 300 320
Degrees F
 Warm-up Table

During engine warm up, the engine will run in open loop mode and
use a 12.5:1 Rich AFR. Enrichment Table.

Deg F AFR
3 3.4 AFR vs. Engine Temperature
32 3.0
68 2.7
90 2.4
120 2.2
147 2.1
176 2.0
205 2.0
234 2.0
262 2.0
291 2.1
320 2.3 3 32 68 90 120 147 212 248 284 320
Degrees F
 Idle Rpm Table

As the engine warms up, the idle speed is controlled by the Idle RPM table.

Deg F RPM Idle RPM vs. Engine Temperature

3 1360
32 1304
68 1200
90 1104
108 1000
147 1000
176 1000
205 1000
234 1000
320 1000 3 32 68 104 140 176 212 248 284 320

Degrees F
 Idle Air Control
Warm-up Steps
Is used to maintain stable idle speed during warm-up.
If the bikes warm-up idle speed is unstable,
try adjusting this table
Deg F Steps
3 49 IAC steps vs. Engine Temperature
32 49
68 49
90 42
108 36
147 25
176 20
205 15
234 10
320 10 3 32 68 90 108 147 176 234 284 320
Degrees F
 Accelerator
Enrichment Table
Multiplier table that injects fuel on acceleration to prevent hesitation when
the throttle is opened quickly . To increase the fuel delivered, increase the
multiplier value.
Deg F Mult X Fuel multiplier vs. Engine Temperature
32 2.0
68 1.7
90 1.4
120 1.13
147 0.91
176 0.73
205 0.61
234 0.48
262 0.38
291 0.33 32 68 90 120 147 176 205 234 262 291 320
320 0.33
Degrees F
 Power Enrichment
Table
Operates when the throttle is Wide –Open …for a period of time.
The AFR gradually richens over time to prevent engine overheating.

Seconds AFR
0 13
2 13
4 12.8
6 12.8
8 12.6
10 12.6
12 12.6
14 12.5
17 12.2
21 12
27 10.5 Seconds in PE mode
30 10.2
 De-Leanment
Table
The table affects exhaust popping when the throttle is closed.
Control is by the multiplier table. Most often the popping occurs because the
mixture is too lean. Setting the multiplier value lower will richen the AFR.
Deg F Mult X
3 0.8
68 0.78
90 0.76
120 0.71
147 0.59
176 0.46
205 0.41
234 0.38
262 0.34
291 0.34 3 68 90 120 147 176 234 291 320 350
320 0.34
Degrees F
350 0.34
 ECM Maps & Tables

The ECM makes calculations from these maps

and tables to provide the proper AFR

Table # 1 Table # 2 Table # 3

Open Loop

Table # 4 Table # 5 Table # 6

Feedback
Fuel Map VE Map from 14.7
O2 Sensor Fuel Pulse
Fuel trim values Spark timing Closed -Loop
 Clear Flood Mode

A mode that overrides the Cranking Fuel table.

If the throttle is held at 70% or more open during cranking, no

fuel will be delivered to the engine to help flush out any excess
fuel that has accumulated in the cylinders.
 EITMS
The EITMS system (Engine Idle Temperature Management System) was
developed to reduce heat buildup in the engine during prolonged idling.

Mode 1 AFR fuel enrichment

Mode 2 Skip fire / rear cylinder shuts off to keep it cool

Mode 1 Activated under the following conditions

1. Engine temperature exceeds 290 F
2. RPM is under 1200

Mode 2 For Big Twins only

1. Engine temperature exceeds 300
2. Bike speed is less than 10 mph
 EITMS
Parade Mode
 EITMS
Turning on /off
The ETIMS (Engine Temperature Idle Management System) can be turned on
or off by the rider on all touring models 08 and later, the 07 models have the
ETIMS but the dealer has to hook in a external computer to turn it on/off.

The ETIMS will then turn off the rear cylinder to help slow down the over
heating process. As soon as you give the bike some throttle the rear cylinder
will turn back on and the engine will run on both cylinders.

Consult your manual for learning how your particular model works.
Convert Degrees C to F

0 32
20 68
40 104
60 140
80 176
100 212
120 248
140 284
160 320
 Why Tune ?

Tuning provides the opportunity for your bike to run its very
best under all riding conditions. Tuning calibrates the ECM and
balances out the look up tables and maps so they are accurate.

Just a small difference in AFR and spark timing can dramatically

change the reaction in the combustion chamber , effecting how
the bike performs.
 Dyno Tuning

The process of tuning a bike using a machine that allows for

the motorcycle to operate while simulating an on the road
riding experience is called dyno-tuning.

Tuning sets the bike back to factory specs. or allows the

user to adjust the ECM programming for even better
performance or horsepower by matching the tune to the bike.
 Tuning
Q: I installed a Hi-flow air cleaner. Do I need to update the tune?

A: Closed-loop bikes will compensate for minor changes if you

give the system time to learn. ( 100 miles of riding )

It can be made to run better with tuning, but it is not necessary

to re-tune or update the fuel maps when adding a high –flow
air cleaner or a new exhaust system.

If you make tuning adjustments , it will be to the VE table ,

letting the engine know it is getting more air.
 Tuning

For reasonable performance and drivability the manufactured

spec of 14.7:1 A/F is extremely lean and this is the reason for
bikes to run very hot with poor drivability.

This condition gets even worse when you change your exhaust
or air cleaner.

Optimum AFR for cruise area is 13.4 - 13.6:1

Wide open throttle : 12.8 - 13.2:1

 Reasons for Tuning

1. Provide improved torque and horsepower

2. Improve throttle response
3. Improve fuel mileage
4. Adjust for little or no decel pop
5. Provide cooler running engine at idle speeds
 Basic Tuning Variables

RPM – The engine RPM

MAP – The Manifold Absolute Pressure, in kPa

TPS – The throttle position in percent

Temperature – The engine temperature

 Tuning
When you make a change to add or subtract ignition timing, you
will normally see a corresponding change in power output.

One thing you will want to make sure you do is use a tuning
software program and TURN OFF CLOSED LOOP when you are
starting out tuning your bike.

This is because as you don’t want the ECM modifying the AFR
the same time you are trying to develop your base maps.
 Modifications
When a bike is modified with an improved airflow filter and a
performance exhaust system , the VE map should be re-calibrated
to compensate for the increased air getting into the engine.

Slip-on mufflers, conventional 2-2 and 2-1 exhaust systems all

allow more air flow through the engine .

Note: The ECM will learn and

compensate for more air flow through
the engine in closed loop mode.

It is the open loop VE map calibrations

that needs to be modified.
 Add-on Fuel Modules
Fuel modules are connected in series between the ECM and
the fuel injectors and are used to override the bike’s ECM factory
settings by providing more fuel and performance to the engine.
Aftermarket Manufacturers
Common names:
• Dynojet Power Commander
• Vance and Hines Fuelpak
* Post fuel devices • Dynatek Cobra
* Signal modifiers • Harley Davidson SE Pro Race Fueler
* Piggy backs • Kuryakyn Wild Thing
• Daytona Twin Tec Twin Tuner

Note: Some devices are generally low-cost but have certain limitations
as to the range of performance and engine modifications they can make.
 Add-on Module

ECM Add-on
module
Modified
Fuel Signal

The add-on fuel modules main purpose is to add more fuel to

the engine. Each module operates a little bit different from each
other. Some have downloaded maps that can be used , others
operate by turning or adjusting screws mounted on the module.
 Power
Commander

The Power Commander is a small, square-shaped device that

plugs inline into the engine's electronic control module.

The Power Commander comes with several factory-installed

"maps," which is a PC term for a program that tunes the engine to
run at a level that matches or exceeds the bike's fuel delivery.

In fact, all the owner has to do is remove the Power Commander

from the bike to restore the original ECM settings.
 Power Commander
Manufactured by Dynojet… utilizes wideband sensors and a special
feature called: AutoTune
 Vance & Hines
Fuel/Pak
The Vance and Hines Fuelpak system is designed specially for
monitoring and managing the AFR on EfI systems.

[Link]
 Vance & Hines
Fuelpak 3

The Fuelpak is designed to download

a program map made especially for
your bike from their website.

It does not alter the current ECM

program… it overrides the ECM with
its own programming that you can
modify using your smart phone.

The device is married to your bike

and can’t be transferred to another.
 Vance & Hines
Fuel/Pak 3 Wireless

Connecting wirelessly by Bluetooth to any iPhone or

Android Smartphone, Fuelpak uses Flash technology to
re-calibrate engine parameters and mapping for exhaust
systems and other performance upgrade.
Download a library of tunes from the internet.

Also standard for the Fuelpak FP3 is an Autotune feature,

making use of all factory sensors to add another layer of
precision tuning for specific requirements .
 Vance & Hines
Fuelpak 3
With the Fuelpak FP3 module plugged-in, Live Sensor Data can
be viewed through the smartphone to display speed, RPM,
cylinder head temperature, voltage, gear selection and other
vital information using the Bluetooth connection.

• Smartphone App User Interface ( iOS & Android )

• Re-calibrates ECM by Flash Tuning

• Capable Displaying Live Sensor Data

• Autotune for added tuning features

 Daytona Twin Tec
Twin Tuner Fuel Injection Controller add –on module
installation that has the ability to use and export data maps.

Push button switches are used to make fuel trim adjustments

in the RPM and throttle position ranges that alter the AFR
using their wideband O2 sensors.
 Module ECM
Replacement
The ThunderMax replaces the existing ECM.

It can improve overall engine performance with a smoother

& cooler running engine using a richer AFR.

ThunderMax utilizes 18mm Bosch wide-band oxygen sensors and

requires compatible oxygen sensors bungs located in your exhaust
systems’ header pipes for assembly.

ThunderMax offers hundreds of different basemaps which have

been pre-dyno tuned and can be selected & loaded using the
TMax software. Designed for “race engines “ .
 [Link]
ECM Module
Programmed maps can be
downloaded from the internet

Replaces stock ECM Connects to a

laptop computer

Wide band
Data Port
Oxygen sensors
 Tuners
A windows-based ECM re-programming tool specifically for
use with 2001 and later Delphi-equipped Harley-Davidson
motorcycles that utilize the diagnostic interface. ( Data Port )

Tuners attach to the bike through the data port interface

on the bike and allow the user to view the ECM maps and
memory tables from a laptop computer. Software changes
to the ECM are made using these tuners.

Tuners are (married to the bike ) .. Meaning that each bike

has to have its own unique tuner and can’t be shared on
another bike.
 Flashing a Tune

Flash tuning is a process of making ECM software adjustments

to your bike. The process re-programs the ECM.

Several resources on the internet provide downloadable maps

that will match you bike and provide a very close tune.

Dyno- tuning is a professional way of getting a complete tune

designed specifically for your bike using high priced equipment.

Flash tuning using existing tunes from manufacturers that match

your bikes’ setup is the easiest and most cost effective way to go.
 Harley Davidson
Screaming Eagle Race Tuner

Connects to the bike via data port

connection then to a laptop computer
 TTS MasterTune
Tuning Device
A Windows-based ECM re-programming tool specifically for use with 2001
and later Delphi-equipped Harley-Davidson motorcycles that utilize the
diagnostic interface using a 4 or 6 pin port. The tuner is (married to the bike ).

[Link]
AutoTune program : V-Tune
 Daytona Twin Scan Kit
The Scan Kit Tuner log software allows the user to display real
time engine data on an instrument panel computer screen.

The software runs in conjunction with the Twin Tuner module

and provides engine diagnostics and tuning . The tuning aid
can also be used with Screaming Eagle Pro tuner and
Dynojet’s Power Commander .
 Power Vision Tuner
The Power Vision can tune any fuel injected Harley-Davidson
motorcycle with the Delphi ECM , including all later models.

The Power Vision Product Suite includes a full color touch screen
flash device, built in Autotune feature , vehicle interface cable,
and WinPV (Windows PC based tuning software).
 Touch Screen Display

6 Pin Data Port

Married to the bike

Power Vision is the most powerful and quickest flash

tuning device for Harley-Davidson motorcycles on the market.

It is a performance tuner and data monitor that offers the latest

flash tuning technology, data logging and other tuning features.

The power vision can also be mounted to the bike for on the road
viewing of the gauges and other functions as you ride.
 Power Vision Tuner

The Power Vision incorporates a very sophisticated, yet

simple touch screen display that DOES NOT require the use of a
laptop computer to flash maps to the ECM on your bike .

Simply select the tune, follow the on-screen prompts to

download the tune, and if you’d like, edit your tune without ever
touching a computer. You can flash and make changes to your
TUNE without ever getting off your bike.
Tuning maps can be downloaded from various sources
on the internet. Ex. [Link]

[Link]
Power Vision Tuner

[Link]
 AutoTune
AutoTune is a program that allows the user to automatically
calibrate (TUNE ) the bike while riding. Narrowband and
wideband oxygen sensors can be used to monitor AFR. It’s basic
application provides for some simple tuning without using a
dynamometer. Narrowband sensors have limited ability. This
is why it would be best to use wideband sensors in tuning.

Sometimes referred to as reverse-engineering, the AutoTune

program makes changes to the VE table.

VE table is one of the main memory tables

used by the ECM in making calculations for
determining the required AFR .
 AutoTune
Is a computer program

The ECM knows what volume of air is flowing through the

engine for the stock intake and exhaust that are on the engine.
However, when these systems change , the Volumetric
Efficiency of the engine changes and you need to notify the
ECM of the changes for your bike to run efficiently.

AutoTune calibrates the VE table using the O2 sensors by

monitoring the Actual AFR with the Targeted AFR of the
engine while you ride. The program actually learns the
values needed to make corrections to the VE table.
 AutoTune
During the AutoTune process, the program will make changes to the
VE table, making any corrections to re-calibrate the map and match the
target AFR with the actual AFR… An example of Reverse-Engineering .
 AutoTune

Here is an example of the AutoTune device developed by

Dynojet that utilizes wideband oxygen sensors.

Harley –Davidson uses a program

called: Smart -Tune
 AutoTune Modules
Power Vision can automatically fix the deviation between
the target AFR and actual AFR by adjusting the VE tables.
 AutoTune
Reverse Engineering
The AutoTune program will use the data from the O2 sensors , then look
at the fuel map before correcting the corresponding VE table. The bike
needs to be running either on a dyno or on the rode to create real-time
feedback needed for the program to make corrections to the VE table.
VE table corrections Target fuel map

New
Values
=
O2 Sensor
Readings

Calibrating the VE table

 VE Table
Manual Calibration
Set the entire AFR table to a constant value ( 13.5) and adjust the VE table
so that you get a measured AFR value of 13.5 out the tailpipe. Once this
calibration is complete, the Fuel Map can be changed as desired and the
ECM will calculate the correct targeted AFR using these calculations.
Re- Set all values to 13. 5
Adjust VE Table
Fuel Map

=
 AutoTune
For best results using AutoTune, a wide variety of riding
conditions are needed to populate the cells in the VE table.
This might take several riding times of 30 min. or more for the
program to learn what values need to be corrected.
Populate : When cells in the VE table have recorded new learned values
 AutoTune

Here is a screen shot

from the Power Vision
AutoTune program.

Notice each of the cells

that have been populated

Narrowband sensors can be used to run the AutoTune program in basic mode,
however, to get the best results over a wider range of riding experiences, wideband
sensors should be use. Wideband sensors can measure in a greater range of AFR.
 Tuning Q and A

Q: When do you need to clear trim values ?

A: When a TUNE is flashed into a bike, trim tables need to

be cleared from the ECM so they do not influence the new
calibration.

The goal is to get the TUNE very close to the optimum values
(target vs. actual a/f ratio ) so very little trim is needed.

Tuning programs usually clear the trim tables every time a

calibration is flashed into the bike.
 Tuning Q and A

Q: How do I decide which downloaded TUNE is best for my bike?

Can I swap TUNES from other bikes ?

A: As a starting point, select the TUNE that best matches the

components on your bike. Many tune programs can be
downloaded from the dealer or manufacturer on the internet.

Most of the TwinCam TUNE programs can be swapped around

without too much trouble if most of the changes to the engine
have been modest.
 Tuning Q and A

Q: I flashed a new TUNE progam but still have exhaust

“popping” during de-acceleration . What can I do?

A: Exhaust popping is caused by too rich or too lean a mixture.

If the popping happens immediately after the throttle is closed,
adjust the “Decel Enleanment” table to increase or decrease
the AFR ratio. Generally the AFR ratio needs to be richer.

If the problem lasts for a longer period of time, try changing the
AFR table 4 to 10 percent richer in the region on the fuel map
where the popping occurs.
 Tuning Q and A

Q: When knock retard occurs, how long is it active?

A: When knock is first detected, the timing is immediately

retarded up to 5 degrees and the fuel is also made richer.

The ECM decays the retard back to zero over a 10 to 20 second

period (assuming there is no additional knock detected).
 Tuning Q and A

Q: Does the fuel I’m running make any difference to my tune?

A: Yes, changes in the fuel quality will change the tune.

For best results, always tune with fresh fuel .

Most bikes will run on E 10… 10 % alcohol 90 % gas

Best to run: Unleaded 92 % or better octane

Octane : A value that describes the burn rate of the fuel.

Higher octane fuels burn with a slower flame front in the cylinder.
Helps to eliminate pinging.
 Oxygen Sensor
Eliminator Plugs

The oxygen sensor eliminator plugs are used to mimic the output
signal that will replace the original O2 sensor’s signal to the
ECM when rich a/f ratios are being used outside the sensor’s range.

They are used in off road and racing vehicles to prevent the check
engine light from coming on.
 O2 Wideband
Sensor Bung
This is an 18 mm bung that is welded into the exhaust pipe ,
allowing a wideband sensor to be installed. A normal
narrowband sensor is installed into an opening of only 12mm.

18 mm bung 18 mm bung 12 mm to 18 mm
adapter
 O2 Sensor Bungs

12 mm

O2 Sensor Bungs need to be welded in place

18 mm

12 to 18 mm O2 sensor adapter
Can be used to insert a wideband
sensor into a 12 mm slot designed for
a narrowband.
Wideband AFR gauge

Reads 10 – 18 :1 AFR
 Sniffers
Sniffers are devices placed into the exhaust system during a
tuning session. Exhaust gas analyzers are able to measure the
actual AFR at the tailpipe.
 Sniffer
Homemade sniffer
Sniffer

Innovate product
 O2 Sensor Plugs

Used to plug an 18 mm hole in the exhaust pipe.

 Special O2 Sensor
Socket Wrench

Used to remove and

install an O2 sensor
 IED Devices
Inline Enrichment Devices

Devices only work in closed –loop mode.

O2 sensor Inline Enrichment Device (IED) for 2007 and later

Harley-Davidson motorcycles with OEM narrow band O2
sensors richens the fuel mixture from 14.7 to 13.8
 IED Devices
By slightly richening the mixture, the engine and exhaust
temperatures are lowered. The IED's will work on Twin Cam,
Sportster and V-Rod engines.
Simple plug-n-play upgrades are inexpensive and can be
installed in under 15 minutes. They are the quickest and
easiest way to reduce engine heat by adding additional fuel
compared to other tuning choices.

In-line enrichment devices

 IED Devices
IED devices will alter the signal from the O2 sensors that fools
the ECM into thinking it is running leaner than it really is,
so it provides more fuel , enriching the AFR.

Purchased through [Link]

O2 IED at 14.2:1 AFR

X14IED at 14.0:1 AFR
XIED at 13.8:1 AFR
 IED Devices
IED devices are a reasonable option if you plan on keeping
the bike stock, or a muffler change only, but if anything else
is done (air cleaner , etc.)

It is suggested that you buy a real tuner that will provide

optimal performance throughout the RPM range.
 Dyno Tuning

Dyno tuning provides a professional

tune designed for each individual bike.

This tuning process may take

several hours to complete.

Horsepower, torque and engine

parameters are closely monitored using
a tuning program and a computer.

AVG Cost = Expensive

Tuning Shop
Tuning Shop
 Evolution Engines
Single Cam

The Evolution engine (popularly known as Evo) is an air cooled 45-

degree, V- twin manufactured from 1984 .

It was made in the 1,340 cc (82 cu in) displacement for Harley

Davidson Big V-twins bikes, replacing the Shovelhead engine
until 2000 when the last EVO was manufactured.

In 2001, it was replaced by the Harley-Davidson Twin Cam 88.

 Evolution Engine
EVO

Single Cam Drive

82 Cu. In.
1340 cc
EVO Engines
 Twin Cam Engine

Two camshafts
 Twin Cam engines

Twin Cam 88 1999 88 cu. In. 1449 cc.

Twin Cam 96 2007 96 cu. In. 1584 cc.

Twin Cam 96A,B Balanced engines used on softail

bikes to eliminate vibration

Twin Cam 103 2012 103 cu. In. 1690 cc.

Twin Cam 110 110 cu. In. 1803 cc.

Twin Cam Engines
 Diagnostic Codes
Diagnostic codes provide insight to specific problems when
troubleshooting an engine.

Refer to your manual on how to retrieve diagnostic codes

from your bike using the odometer display.

Or you can use diagnostic code readers that plug into the data
port on the bike. The code readers are able to list the trouble
codes and also have the ability to clear the codes.
 Diagnostic Codes
TTS MasterTune and SERT devices used to tune your bike
can also be used as code readers.

These tuning devices are married to the bike when tuning and
flashing updated maps. However, they can be used freely
from one bike to another when reading diagnostic codes.
Resources and Credits Dennis Kirk parts & accessories
Phone: 1-800-969-7501
Website: [Link]
Harley-Davidson
Phone: 1-800-258-2464
Website: [Link] Daytona Twin Tec
Phone:86-304-0700
Website: [Link]
Kuryakyn parts & accessories
Phone: 1-866-277-9598
Website: [Link] J&P Cycle parts
Phone: 1-800-318-4823
Fuel Moto Website: [Link]
Phone 1 317-877-729-4754
Website: [Link] Vance and Hines
Phone: 1-562- 921-7461
Website: [Link]
Nightrider performance parts
Phone: 1-313-444-9433
Dynojet Research, Inc.
Website: [Link]
Phone: 800-992-4993
Website: [Link]

KbrWebworks Educational Resources [Link]