Dynojet gave me some new information, which I also found here:
http://www.ducati.ms/forums/216-2010-current-2nd-generation-watercooled/124904-mts-1200-o2-optimizers-installed-2.html#post1227252So the O2 Optimizers can be adjusted via the PC5 software, which in effect allows tuning of the closed loop region. It's not as clear cut as the AutoTune with the Closed Loop/O2 sensors disabled, but I think a Wideband might work for a baseline and for measuring the adjustments.
So they're asking us to add 6%-10% in the closed loop cells to help with transition fueling, because the ECU w/ active closed loop would revert back to the fixed stoich AFR or in this case, the commanded default 13.6:1
If you read the above thread where the owner installed just the Optimizer, he experienced hesitation regardless of the AFR. My guess is because he didn't have the actual Power Commander to add fuel to the closed loop cells to help with transition fueling. I wonder if the Accel Pump feature could also perform a similar task.
Your bike runs a Siemens ECU, MTS1200 does not. I have no FHE with anything other than PCV/Autotune/Siemens, so I have no comment on what was experienced above. However, here's my interpretation of the comments posted there by "Dynojet Research":
"If you simply install the O2 Optimizer and do nothing else (NO PCV) it will allow you to adjust the AFR in the closed loop area. It is intended to shoot for 13.6:1 AFR out of the box. If you need to adjust this area you can use the PCV software and a USB cable and you will get 2 slider bars. These bars will let you make the AFR richer or leaner than 13.6:1 and will do this independently for each cylinder." So - as i have been attempting to explain all along - otimisers
alone will cause target closed loop fuelling to aim for 13.6:1 (fattened up from stock 14.7:1). Apparently with the PCV supplied for MTS1200 you can adjust the degree of the fat lies which the optimiser tell to the ECU in software. You're adjusting the optimisers NOT adding fuel via PCV. This too can be done with the optimisers supplied in PCV kit for Siemens ECU, although its done by manual adjustment - I have not done this, but
Raux already explained this to you in another thread. So if you want fatter than 13.6:1 in closed loop yes it can be done, but not by adding fuel via PCV.
"When you add the PCV we do have some values in the closed loop area of the map. Changing this value will NOT affect the target AFR of the Optimizer but helps in throttle transition and reaction time of the stock sensor. Outside of the closed loop area you are able to adjust the AFR as normal." What they are saying here is NOT that entering values of +6% or +10% will increase closed loop fuelling, but that it will help with the "step" off the edge... so that in the time it takes for the stock lambdas to tell the ECU fuelling is fatter than allowed... some additional fueling will sneak thru past the gate keeper.... I can see that this may give a smoother transition. IMO this is ONLY useful if you are running far "fatter" fueling in open loop than the fiddled with optimisers are helping to deliver in closed loop. Better to create a smooth transition within your PCV open loop cells - or your Autotune AFR target map to avoid this anyway.
Dynojet is asking us to add +6%-+10% in the closed loop cells WITH the optimizers installed to obtain the 13.6:1 AFR. Why are we adding fuel in those cells with the optimizers installed, if the ECU is just going to override everything?
The ECU will override whatever you add. See above.
I can understand if the optimizers will try to obtain 13.6:1 by themselves, but why do we have to add +6% to +10% in the closed loop region in Power Commander?
See above. In closed loop if you attempt to add +6%... +10%
or +79.4% the ECU
will hear about it from the stock lambdas and fight to return fuelling to the rich/lean on/off target.
