Mapping A Couple Triumphs Using the TuneBoy Software

When Mike Larson bought a 1999 Triumph 955i Speed Triple, and decided to add an aftermarket muffler, he asked me about calibrating his Triumph and mentioned TuneBoy.

Let me say right now, When it comes to 'mapping' a fuel injected bike, I prefer to use a system that offers the most capabilities and the least convoluted approach. Flash loading the stock computer is the most direct and TuneBoy is the most flexible, offering the capability to change rev limits, timing, Zeroing the TPS, and the ability to view all the injection parameters, plus, excellent support. Sounds like all a person could want.

I had already looked at the TuneBoy website, and it appeared to be a very usable system, so I ordered the software, the cable, and a few upload codes. Upload codes are the means by which the software supplier gets paid for the fruits of his labor. Considering how small the sales volumes are, it's surprising that these few suppliers have even wasted their time on this 'niche' market.

The 'upload code' concept was familiar to me because FIM uses the same thing for the 'flashload' Weber-Marelli 1.5M computer.

Getting an upload code from 'Tune-Boy' requires that one runs the TuneEdit program to acquire the serial number of the ECU on the subject vehicle, sending that information to 'TuneBoy' and receiving an umpteen letter code which is entered into the Properties page of the program. From that time forward, the ECU can be reflashed any time you want.

I could take screen shots but you can see the TuneBoy software user interface and more at TuneBoys homepage. TuneBoy 

Richard Szeluga also had an appointment to have his new 2002 Speed Triple re-mapped. Both bikes arrived within a couple days of one another, and they were both Black 955ie Speed Triples, one 1999, the other a 2002. Initially, (having paid little attention to either bike) I thought that they were nearly identical, but once I actually took a look, they were (other than the color and number of headlights) distinctly different from one another.

The 2002 had been scheduled first, so that is the one I started with.

The initial runs were very lean at WOT but still encouraging, with good torque and surprising power!

One common thread that runs through all the ECU flashload programs is that you don't want to interrupt the process. If the operating instructions don't get loaded, you'll have a comatose ECU on your hands. It hasn't happened to me, but I've taken the warnings seriously, and the first flashload is always a time to stand motionless, don't wiggle any plugs or trip over the cords.

Fortunately, TuneBoy has been bullet-proof so I can breath normally most of the time.

I started with a 'tune file' for a T595 which had to make a lot more power. The reason I say that is that the injector time was quite high and the first run was way too rich.

The mapping process ensued, adjusting the idle air/fuel ratio and checking and adjusting all the normal throttle and RPM points.

Creating a fuel map for a bike is a very gratifying procedure because you can see the progress. When one has a good fuel map, ignition timing changes are made to determine the optimum ignition timing. Sometimes the ignition changes affect the indicated air/fuel ratio and some small fuel adjustments are necessary.

Frequently, with fuel injected bikes, even though the fuel isn't ideal, the power on the initial runs is pretty good. Occasionally, it may be difficult to even equal the early power values. (This is because a 'heat soaked' engine has trouble making the same power that a cooler one does.)

The Triumphs seem to respond to a narrower air/fuel ratio range than some others do, and this one really like the correct fuel and timing. Below is a comparison, before and after.

All of that WOT power is impressive, but your street bike doesn't spend much time there, so I spend a lot of time getting the part throttle fuel correct. The result is often better at part throttle than it is at WOT and certainly more practical..

Next I tackled Mike Larson's 1999 Speed Triple. After getting familiar with the TuneBoy software, the process becomes more interesting because results occur faster. The baseline test used the stock map while we had installed a high-mount muffler. It is apparent that this older engine isn't quite the engine that the 2002 is.

The red trace is the final calibration. The Green is the best fuel map, before I started to play with the timing. The blue trace is the baseline run.

The red trace might look like it has less torque below 4900 RPM. That is because the throttle was opened at a higher RPM than the other runs, ignore it. I'm checking for power anyway and 60 HP isn't what I'm looking for!

As with the 2002, I spent more time getting the part throttle calibrated and it pays off. The drivability of both of these bikes is excellent and the power is greater.