G
Guest
·I am using a slightly modified version of the 20103 tune - aftermarket exhaust with SAI removed. From the beginning, I have noticed a part throttle tuning issue from 3800-4000 rpm that really screws with around town driveability. It is not an issue at WOT.
Has anyone else noticed this?
It actually got worse after coating and wraping the header. I have been working on this area, and it looks like it may not be a fuel/timing issue. It acts like the 955i Daytona engines (gurgling), and this is a know air velocity issue.
It may be an intake air velocity issue on the 1050 engines as well. I am going to try playing with some custom velocity stacks in different lengths and tapers with a REAL radius on the lip. The stock velocity stack is poorly designed and curved. Eachone has a HUGE taper to the stack making it BIG at the inlet. The throttle body is already 46mm in diameter, using 45.77mm throttle blades. This will flow much more air than the 1050 Triple engine can use. Increasing velocity and getting the length and volume matched to what the engine needs SHOULD help power over a broad range - not just at higher rpm. We'll see.
Has anyone else noticed this?
It actually got worse after coating and wraping the header. I have been working on this area, and it looks like it may not be a fuel/timing issue. It acts like the 955i Daytona engines (gurgling), and this is a know air velocity issue.
It may be an intake air velocity issue on the 1050 engines as well. I am going to try playing with some custom velocity stacks in different lengths and tapers with a REAL radius on the lip. The stock velocity stack is poorly designed and curved. Eachone has a HUGE taper to the stack making it BIG at the inlet. The throttle body is already 46mm in diameter, using 45.77mm throttle blades. This will flow much more air than the 1050 Triple engine can use. Increasing velocity and getting the length and volume matched to what the engine needs SHOULD help power over a broad range - not just at higher rpm. We'll see.