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Honda Monkey Tune
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<blockquote data-quote="69ST" data-source="post: 190512" data-attributes="member: 5"><p>This is all very much what I was talking about. The hp & A:F numbers, look dead-on to me. With the exception of WOT, those are almost exactly what I see with properly sized & jetted carburetors. With a carburetor, varying fuel formulas and ambient air temps require going about .2-.3 richer, as established in high (ideally ~85F) ambient air temp, to cover the range of operating temps. </p><p></p><p>Tweaking all of the various fuel & ignition maps used to be incredibly time-consuming and you really had to know what you're doing. Replicating what a carburetor does, as airflow changes at every load, rpm & throttle opening combination, digitally...via maps...is more complicated than one might imagine. FYI, the MSX125/Grom EFI system was alpha-N, throttle position & rpm...as basic as EFI gets and decidedly user-unfriendly. (Dunno if Honda still uses it, or has upgraded.) That was a serious sticking point, for tuners. Since the cost of wideband O2 sensors has come down, self-learning & full closed-loop, operation becomes practical. A system with those capabilities combines the self-compensating aspect of a carburetor, then does the "jetting" for you...the best of both.</p></blockquote><p></p>
[QUOTE="69ST, post: 190512, member: 5"] This is all very much what I was talking about. The hp & A:F numbers, look dead-on to me. With the exception of WOT, those are almost exactly what I see with properly sized & jetted carburetors. With a carburetor, varying fuel formulas and ambient air temps require going about .2-.3 richer, as established in high (ideally ~85F) ambient air temp, to cover the range of operating temps. Tweaking all of the various fuel & ignition maps used to be incredibly time-consuming and you really had to know what you're doing. Replicating what a carburetor does, as airflow changes at every load, rpm & throttle opening combination, digitally...via maps...is more complicated than one might imagine. FYI, the MSX125/Grom EFI system was alpha-N, throttle position & rpm...as basic as EFI gets and decidedly user-unfriendly. (Dunno if Honda still uses it, or has upgraded.) That was a serious sticking point, for tuners. Since the cost of wideband O2 sensors has come down, self-learning & full closed-loop, operation becomes practical. A system with those capabilities combines the self-compensating aspect of a carburetor, then does the "jetting" for you...the best of both. [/QUOTE]
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