Two for Tuesday: Daytona Twin Tec Makes Those Performance Mods Worthwhile

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April 13, 2010 | By: Patrick Garvin

With the inherent lean condition of bikes rolling out of the factory, combined with the propensity for us bikers to immediately add an aftermarket exhaust or air cleaner — most likely both — it becomes imperative to pick the correct fuel-injection controller for your particular bike set up. This in itself can be challenging, but the genius lurking down in Florida known as Daytona Twin Tec provides two solutions sure to fit into your tuning needs, no matter what end of the performance spectrum you come from.

The first is very possibly the best feature-for-dollar-value Twin Tuner 2 fuel-injection controller on the market today. The offers myriad functions — all for $250 to $297 — depending on the model of your bike. The Twin Tuner 2 allows you to easily adjust your fuel injection and ignition to match the requirements of performance parts, including high-compression pistons/heads, camshafts, free-flowing exhausts and low-restriction air filters. You can add or subtract fuel (up to +30 percent or down to -20 percent) and retard spark timing up to 10 degrees. Adjustability is a breeze — you just use the up/down pushbuttons and a bright daylight-readable LED display to select and change the fuel trim and spark retard in the rpm and throttle position ranges required by most applications.

The Twin Tuner 2 also has an advanced mode, where you can use the optional USB Interface and PC Link Tuner software to make precise fuel- and spark-retard adjustments. The PC Link Tuner software uses the same rpm rows and throttle-position columns as the Dynojet Power Commander. If you have created Dynojet Power Commander maps, you can use the same values in your tables. You can also make independent adjustments to the front and rear cylinders. When the engine is running, you can display real-time engine data on your computer via the USB interface by using the View Real-Time Data command on the view menu and check proper operation of the throttle position sensor (TPS) when the run/stop switch is on (engine not running). Real-time engine data is displayed with a round tach gauge and bar graph gauges. And installation is a snap with no splicing, cutting or crimping required.

And if you’re looking for a no-holds-barred baddest of the bad FI tuner, the TCFI 3 is the Big Daddy of them all. It is, in fact, a complete replacement for your bike’s ECU that includes a dual-channel wide-band gas oxygen interface with 2 Bosch LSU 4.2 wide-band sensors enabling your bike to run wide-band/closed loop.  In layman’s terms, that means you’ll always have the perfect tune. It’s like having your own personal tuner and dyno constantly making changes every few seconds, ensuring that your bike has the perfect tune-up at all times, no matter what the conditions.

Among the features:

  • Simultaneous auto-tune fuel curves for front and rear cylinders under actual riding conditions with new WEGO IIID dual-channel wide-band oxygen sensor interface.
  • Fully programmable plug-in replacement for 36-pin Delphi® controller used on 2001-2010 models.
  • Robust alpha-N (throttle position and rpm-based) fuel control eliminates problems with long-duration/high-overlap camshafts.
  • Powerful Windows software for custom programming and data analysis.
  • Full support for J1850 data bus used for communications with turn signal/security module (TSM/TSSM) and instrument cluster on 2004-2010 models.
  • Support for new 6th gear indicator on 2007-2010 models.
  • Enhanced data logging and diagnostics.
  • Programmable user input and output (TCFI III only — not available in TCFI EX version).
  • Billet-aluminum housing with black anodized finish.
  • Easy plug-in installation.
  • All outputs protected against short circuits.
  • Supports all sensors, including theft/security module.

The TCFI 3 makes it possible to have the most comprehensive and complete tune in your bike with the unit doing the heavy lifting. Once the initial parameters are set, the TCFI is constantly working to ensure the perfect tune. And last, but certainly not least, is a feature that you won’t find on many other units out there — data logging!

The TCFI features comprehensive data-logging capability. You can display real-time engine data on your computer screen.  The new TCFI Gen3 stores data for the last 60 minutes of operation at 10 samples/second, allowing you to download and display this data. Data is available for all sensor inputs and output functions. The TCFI data-logging capability greatly facilitates fine-tuning and diagnosis of drivability issues. The data-logging software also allows you to download operating statistics and historical diagnostic codes. It also displays the maximum engine rpm, time at the rpm limit (in seconds for better resolution) and the number of engine starts.  All this data can be printed to provide a permanent record. The data stored in the module for maximum engine rpm and time at the rpm limit can be cleared. All other elapsed time and engine starts data is permanent.

And the next part is my favorite — any historical diagnostic codes logged by the TCFI are listed along with the number of trips (engine start cycles) since the individual code was last logged. And the software can also clear diagnostic codes!  Why, it’ll even do the dishes and fold the laundry! Sorry I got a little carried away there.  But short of retrofitting something from the Space Shuttle to your bike, this is quite possibly the most complete system on the market.  And don’t let the functionality scare you.  The physical install is easier than an oil change and all that’s left is to simply set the parameters and get out of the way so the TCFI can do the real work.

So don’t let the hundreds of dollars you’ve spent on your performance mods go to waste because your bike isn’t properly tuned. Finish the job with one of the most comprehensive FI controllers on the market, no matter your budget.

Comments: 9 Comments | Categorized Under: Product Information

Comments (9)

Will installing the tuner 2 or 3 make a worth while performance differance on a stock 04 FLSTCI ?

Hi

I have a 2007 ultra installed free flow air flter
Screaming Eagle mufflers duel exhaust and the screaming Eagle racing tuner and had the system
DYNO how is yor system better?

Stephen, the SERT is a good unit but there are 3 major differences.

1. The Race Tuners programs your ECU and is “locked” to that bike , the TCFI can be removed and installed on your next bike if you were to sell your current one.

2. The Race Tuner uses data it collects from the stock narrow band O2 sensors the TCFI collects data using Bosch wide band sensors so it’s data collection is much more complete.

3. This reason is the biggest difference. The TCFI continuously runs closed loop. Meaning it is constantly making adjustments using the data it gets from the wide band sensors (10 samples a second). So you basically tell the TCFI what air fuel ratio you would like it to run at and it tines your bike while you ride it no matter what the conditions.

I have over 90,000 miles on my 2004 Harley FLHTI since I installed the Daytona Twin Tec system on my motorcycle and it has run perfect.
I originally had it set up for performance and it did everything I wanted it to. I ended up changing it a little to get better fuel milage when gas prices got crazy and it still runs great.
ROGUE

interested in this product

very interested in this product for my Dyna

Mickey, what year is your Dyna ? And are you interested in the TCFI or the Twin Tuner 2?

I have an ’08 Street Glide. SE Stage II (103 cu. in.;jugs, pistons, cams, breather, K&N). V & H 2:1 bp pro Hi Out Put exhaust. I use a PC III USB. Dyno’ed twice(87.5hp/93.5ft.lbs tqe). PROBLEM: Intermittent pinging. Not under heavy load but full on roll out in 5th & 6th. Can your widgets fix this with minimal intervention on my part. I’ve tried tinkering with the PC III and have had NO success. IF the answer is yes put in $$$ perspective.
I look forward to your response. thx, bp…

Robert, do you know what your air fuel ratio was when your bike was dynoed? Also what gas are you using (octane) ?

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