Ignitech maps

[AndrewT]

Hi,
Do we have a library of Ignitech ignition maps for different bike set ups? I have searched all documents a few ways and have not found much info.
I have a 96 Gen 1 and it has a few modifications as follows to engine, exhausts and intake.
Ported heads
Mild cams - a bit more duration than standard.
11.5:1 compression
K&N filter with Y off.
Carbs tuned with AF ratio gauge.
Standard exhaust with front header connecting tube removed and changes to the internal baffles in the mufflers.
Ignitech race 3 ignition.
A bunch of telemetry on board going to a data recorder.
I'm looking at boost up to 1 bar.
Looking for Ignitech ignition maps for a turbo or supercharged bike set up. Or any other maps that have been improved on a Dyno.
Additionally, as there are quite a few bikes in this group with Ignitech ignitions it would be good to create a tuning library?
Thank
AndrewT

 

[VMAXXIMUM]

What do you mean by standard exhaust. Is it stock?

 

[AndrewT]

Modified original black exhaust. Front header cross pipe removed. Smooths out the torque and power curve No dips as negative exhaust pulses at these T joints are eliminated.
Muffler modified the long perforated tubes to muffler outlets were removed and a short larger exhaust outlet added that are bell mouthed on the inside to reduce restriction.
Reduces back pressure and lowers the sound. Not much louder and looks stock.

 

[MaxMidnight]

Front header cross pipe removed. Smooths out the torque and power curve No dips as negative exhaust pulses at these T joints are eliminated.
Muffler modified the long perforated tubes to muffler outlets were removed and a short larger exhaust outlet added that are bell mouthed on the inside to reduce restriction.
Reduces back pressure and lowers the sound. Not much louder and looks stock.

Do you have dyno figures for before and after the exhaust mods? Interested in you comments re the balance pie - have a read of this.

When you say 'reduced back pressure' I'm assuming you mean altered the reflected wave from the end of the exhaust?
As you will have most likely altered the harmonics of the exhaust by your changes how do you know when the positive and negative waves will arrive at the exhaust valve and a what r.p.m. this will occur?
Just curious.

 

[VMAXXIMUM]

Andrew , I’m no pro in fact I’m not even sure I’d consider myself an amateur, but I do know that our front header pipes are double walled with the inner pipe being much smaller diameter. This restriction pretty much negates any horsepower gains from airbox and carb modifications that require a larger diameter header to realize. I’d be curious to know what gains you’ve achieved with your not insignificant engine modifications with the restrictive header pipe. Also correct me if I’m wrong but it sounds like you’ve eliminated the crossover which it turn eliminates the scavenging effect greatly reducing horsepower as has been proven with the cobra exhaust. Lastly you mention a 1 bar boost but I don’t see any reference to a turbo or supercharger setup.

 

[AndrewT]

Do you have dyno figures for before and after the exhaust mods? Interested in you comments re the balance pie - have a read of this.

When you say 'reduced back pressure' I'm assuming you mean altered the reflected wave from the end of the exhaust?
As you will have most likely altered the harmonics of the exhaust by your changes how do you know when the positive and negative waves will arrive at the exhaust valve and a what r.p.m. this will occur?
Just curious.

I'm a Mechanical Engineer and fluid dynamics and thermo fluids is my specialty.
No Dyno results yet was going to do once the ignition is installed to tune it further.
You asked for the details, sorry a bit long winded answer.

However the bike after the mid pipe removal has better low and mid range as the negative reversions and other complex pressure waves caused by the cross pipe and connection to the other header are removed.
The cross pipe on the front header is a tee joint.
Where ever there is a reduction in pipe diameter or sharp direction change or a split or merge in flow there will be pressure losses. There is no radius in the factory tee joint to smooth the flow split. Coefficient of pressure looses in a branch tee like this is around 30%.
So when the exhaust pressure slug hits the tee joint there is a positive reversions toward the engine exhaust valve.
The exhaust slug velocity is dependent on pipe geometry, length and load on the engine.
For half throttle to WOT it is around 200 m/s.
The header length to the tee is around 24". So first harmonic is around 5800 - 6400 RPM for the reflected positive slug to hit the exhaust valve whilst the inlet is still closing. As it hits a restriction it is reflected back down the pipe and has to travel down and back and the slug looses pressure and elongates so this gives a second positive pulse hitting the open exhaust valve between 1500 - 2300 RPM.
This causes the dips in both torque and power curves on a standard exhaust.
The standard mid chamber the front and rear headers go into is a good design for exhaust entering the mid chamber as they are header pipes protrude about 1 pipe diameter into the mid chamber which is a reentrant pipe joint. This produces a negative pressure wave back towards the exhaust valves which is beneficial. If you get the pipe length you can calculate what RPM this arrives.
For pressure spikes in the mid chamber from other cylinder exhaust any reversion has a coefficient loss of 0.7. So any pressure spikes travelling back up the headers (all of them) from the mid chamber is reduced by the expansion and pressure temp loss in the mid chamber the fact the pressure spike can go in 8, 4 inlets and 4 exits from the mid chamber and the reversion up the headers is reduced 0.7 on each head and the mufflers have lower pressure and temperature drawing the exhaust from the mid chamber. Results in very little impact on header pressure or flow.
The only improvements I would make to the standard mid chamber is to bell mouth the 4 entrance pipes to the muffler to improve flow in this direction reducing pressure in the mid chamber.
The standard muffler has a long perforated pipe the diameter of the exhaust tip.
This restricts the flow out the muffler especially as RPM build. Removing this perorated pipe and putting a short bell mouthed exhaust tip in outlet with the bell mouth on the inside allows the exhaust to expand and cool but does not cause pressure build up at RPM.
AndrewT

 

[MaxMidnight]

Thanks for the detailed response; look forward to seeing the results on the dyno.

 

[AndrewT]

Thanks for the detailed response; look forward to seeing the results on the dyno.

No worries.
Are there any Ignitech ignition maps on this site? Any that are proven would be helpful especially turbo or supercharged maps.
I forgot to mention I have a bunch of telemetry on my bike going to a data logger. In this data capture I have:
Boost/vacuum
RPM
TPS
Plus others
The first 3 show the Exhaust reverberation pressure in the inlet manifold a the RPM ranges I gave. So this is not just theory.