Common Frequently Asked Questions MasterTune-HD

MasterTune FAQs

AFR Tuning Questions :

Q:  What is the best AFR for power?
A:  Keep in mind that every motor is a bit different and that gas composition can vary substantially.   In general, we find the best AFR for WOT power is between 13.0 to13.5:1 AFR.  However, these settings can build a lot of heat so it is best to go a bit to the rich side.  For street use, using a AFR setting of 13.0 is a good compromise between power and economy.  Keep in mind that alcohol fuel blends require a lower AFR for maximum power than straight gasoline.  Also, if heat is a problem it will be better to run a lower AFR

Q:  I set the AFR table to a new value, but the measured AFR does not agree.  What is the problem?
A:  The AFR table is only accurate if the VE table has been calibrated to the engine.  Also, during warm-up and transient conditions, the AFR will be altered from the targeted value.  Transient adjustments generally affect the AFR for several seconds after the event.

Q:  How do I know if I need larger injectors?
A:  By using DataMaster to monitor the injector pulse width.  The injector should open no more than 80% of the time.  Chart Table 7‑1 shows the injector duty cycle for various engine RPMs.  For example, at 6000 RPM, the injector pulse width should be 16 mS maximum.  MasterTune has an injector calculator under the Tools menu which will aid in evaluating injector sizing.

Table 7‑1 :  Injector Duty Cycle V.S. RPM

Q: How much horsepower are my injectors good for?
A:  Use Table 7‑2 to estimate the maximum HP per cylinder for your injectors.
Max HP from the on-line calculators are very optimistic.
Crank HP at the crankshaft assume 6000 RPM, 80% DC,  0.5 BFSC, and 55 PSI
Wheel HP at the rear wheel include drivetrain losses assumed to be 10%

Table 7‑2 :  Injector HP per Cylinder

Q:  Can I change the AFR over the entire table by changing the injector flow constant?
A:  Yes, but only for the cells that are in open-loop mode.  Closed loop cells will compensate for injector changes.  Note that changing the injector constant will also change the mixture for ALL other fuel-related tables – it is a global change!

VE Table questions:

Q:  The VE table is maxed out.  How do I fix this?
A:  The best way to handle this is to set the engine displacement larger.  This affects many other settings, so if you anticipate this problem make the change early in the tuning process.  Do not change the displacement any more than necessary to get the VE table into range.

Q:  The ECM is not responding to changes in the AFR table at full throttle.  What is the problem?
A:  At throttle openings greater than roughly 80% and RPMs greater than the Power Enrichment (PE) RPM setting, the ECM enters PE mode and  uses the “PE Air-Fuel Ratio” table (Figure 3‑19) to control the AFR.  This can cause problems when calibrating the VE tables during WOT.  During this procedure, the AFR will track the PE AFR values and the main AFR table will be ignored. 

Q:  Why are the VEs different for the front and rear cylinders?
A:  The VEs will never be identical because of differing intake length, exhaust pipe length, reversion, timing, cooling and other factors.

Q: Can I run the TTS VTune program riding 2-up?
A: You ride anyway you like. If you do it 2-up it will cover more of the cells on the map as you will have a larger load on the bike but it might miss some of the lighter load areas you can get by riding solo. A few runs each way will give you the best of both worlds!

Closed-loop Operation Questions:

Q:  I installed a Hi-flow air cleaner.  Do I need to update the calibration?
A:  Closed-loop bikes will compensate for minor changes if you give the system time to learn.  It can be made to run better with tuning, but it is not necessary.  If you change more than the air cleaner, then you will need the tuning changed

Q:  I changed my exhaust system.  How does this affect my tuning?
A:  Exhaust can drastically change the airflow through the motor due to reversion (pressure waves) during the valve overlap period.  This affects the cylinder fill and mixture dilution based on RPM.  This requires adjusting the VE tables to best match your engine combination.

Q:  Does MasterTune clear the adaptive fuel values (AFV) when programming?
A:  Yes.  The AFV cells are cleared during each programming session.  They can also be manually reset at any time using DataMaster.

Q:  What are the “AFV” cells and why do they need to be cleared?
A:  The AFV cells store the long-term learned fuel correction (“trim”) over the closed-loop operating range.  When a calibration is flashed into the bike, these cells need to be cleared so they do not influence the calibration.  The goal is to get the calibration very close to the optimum values so very little trim is needed.  MasterTune clears the AFV cells every time a calibration is flashed into the vehicle.

Q:  What does “Stoichiometric” mean?
A:  Stoichiometric mixture is the air-fuel ratio (AFR) that generates the most complete combustion.  This is typically measured using a “lambda” (oxygen) sensor which measures the oxygen content of the exhaust gas.  Note that Stoichiometric AFR is dependent on the fuel composition.  Today’s gasoline varies from 14.28 to 14.68; alcohol blends trend lower.  Table 7‑3 shows approximate Stoichiometric AFR for some Common Fuels.  Also refer to section 3.5 for additional information.

Table 7‑3 :  Stoichiometric AFR of Common Fuels

Calibration Questions:

Q:  How do I decide which calibration is best for my Bike?  Can I swap calibrations around?
A:  As a starting point, select the cal that best matches the components on your bike.  Most of the Twincam calibrations can be swapped around without too much trouble.  Refer to section 2.5 for calibration selection guidelines.

Q:  I installed a MT7 calibration but still have exhaust “popping” during decel.  How do I fix this?
A:  Exhaust popping is caused by too rich or too lean a mixture during overrun conditions.  If the popping happens immediately after the throttle is closed, adjust the “Decel Enleanment” table lower (= richer) for the temperatures where the problem occurs.  If the problem lasts for a longer period of time, try changing the AFR table 4 to 10 percent in the region the popping occurs.

Adjusting the Closed Throttle Spark table may also help reduce the popping.  Note this will also affect the timing at idle! 

Tip:  Use DataMaster to log data and “mark” the popping region by pulling in the clutch and giving a quick blip of the throttle.  Refer to the data log to find your “mark” and identify the AFR MAP and RPM region to adjust.

Q:  How long does the Warmup Enrichment AFR table stay active?
A:  The warmup enrichment table is gradually phased out over about 90 seconds at each key-up.  Also note, the Warmup Enrichment is phased out if the MAP is greater than 40 kPa.

Q:  How long does the Acceleration Enrichment table stay active?
A:   It takes about 20 engine revolutions to decay the AE value to zero.  For example, at 2000 RPM, this is 0.600 seconds

Q:  How does the ECM “sync up” to the engine phase when there is no camshaft sensor?
A:  The ECM monitors the manifold pressure pulses and the crankshaft rotational speed during cranking to determine which stroke the engine is on.  The MAP reading determines the intake stroke, while the rotational speed determines the compression stroke.  This information is combined to determine the engine phasing.

Q:  When knock retard occurs, how long is it active?
A:  When knock is first detected, the timing is immediately retarded up to 5 degrees (controlled by the Adaptive Knock Retard table).  The ECM decays the retard back to zero over a 10 to 20 second period (assuming there is no additional knock detected).

Figure 7‑1:  Spark Retard Event

Q:  Can I view/edit the uploaded calibration that is currently installed in my ECM?
A:  No, not at this time.  The uploaded calibration “MTE” files are only intended for saving and restoring of any existing calibration in the ECM.

Q:  Can the dealer tell if I have installed a TTS calibration in the ECM?
A:  The dealer tool reports the calibration part number that the user sets in MasterTune.  By default, this is the TTS calibration part number.

Q:  The ECM shows same CAL number after programming.  What is the problem?
A:  The user must enter a new calibration number from the main editing screen prior to programming.  Under the Edit menu, click on Edit Part Number.  This will bring up the form that allows you to edit the calibration number.

Q:  When coasting to a stop with the clutch pulled in, the idle speed is higher than my setting.  What is the problem?
A:  The Idle RPM setting is only active when the vehicle is stopped.

Q:  Does the fuel I’m running make any difference to my tune?
A:  Yes, changes in the fuel quality will change the tune.   For best results, always tune with fresh fuel that you normally use for riding.

Q:  My speedometer reading is off.  How much do I adjust this?
A:  You make this adjustment when programming the ECM when the Vss dialog is presented.  If  you know how much the reading is off, you can make the adjustment as follows:

You can also use the Vss calculator or actually measure the tire rollout as detailed in the on-line help file. 

Note: Increasing the Vss value Decreases the speedometer reading (and vice-versa).

Computer, Communication, USB, and Locking Questions:

Q:  Is the MasterTune software Vista or Windows 7 compatible?
A:  Yes, the software will work with all versions of Vista and Windows 7 including 64-bit versions.

Q: I get error 4121 during the .NET framework install.  What is the problem?
A:  The .NET 2.0 framework requires Internet Explorer 6 or later be installed on the system.  IE6 can be downloaded from Microsoft at http://www.microsoft.com/windows/ie/ie6/downloads/default.mspx

Q:  Can I use my SERT or SEST vehicle cable with MasterTune?
A:  Yes, the MasterTune vehicle interface is compatible with the SERT (32108-06) and SEST (32184-08) cable. Note that this may not hold for future (2011 and later) SEST product releases.

Q:  What programs do I get when I purchase MasterTune?  Does it include VTune?
A:  When you purchase MasterTune, you also receive the VTune, DataMaster and the Updater Software.

Q:  I installed MasterTune, but I can’t find any calibrations.  Where are they?
A:  You must run the TTS Updater utility to install the calibrations on your system.  This will retrieve the latest calibrations from our server.

Q:  Will my “brand X” USB serial adapter work with MasterTune?
A:  Maybe, but many do not.  We recommend that you use the TTS supplied USB adapter which is fully tested and works with all windows versions from XP through Windows 7.

Q:  MasterTune will read the ECM information but will not upload or program the ECM.  What is the problem?
A:  The most common cause of this is an incompatible USB serial adaptor.  Try a different adaptor, or use the one that TTS supplies.

Q:  How can I tell if a MasterTune interface has been used?
A:  It is only possible to tell if the interface is locked to the vehicle it is attached to.  From the programming screen, select “Get ECM Info”.  The Lock Stat display will show how many slots (i.e. vehicles) the interface supports, and if it is locked to the attached vehicle.

Q:  I receive a message "Unable to determine the interface type".  What is the problem?
A:  Most likely, the wrong COM port is selected, or the ignition/handlebar switch is off.  Verify the switches are on, and if the problem persists check the COM port number.  If the interface does not appear for any COM port number, and this is a USB adaptor, refer to the section 6.1.3 on Configuring the USB Driver for further information.

Q:  I get a VIN Not Found error on my bike.   What is the problem?
A:  This most often happens with 2001 and 2002 bikes.  Some of these bikes left the factory without the VIN being programmed.  MasterTune now allows repairing these VINs so the calibration will program correctly.  Note:  Some very early bikes must have the calibration updated by the factory before a VIN can be programmed.

Q:  When programming an ECM the program stops and reports a VIN check 10 error.  What is the problem?
A:  The VIN in the vehicle indicates a different engine type than the calibration file is designed for.  Verify that the correct calibration file is loaded.  If everything appears correct and the error persists, please upload the original calibration and send the MTE file to TTS for evaluation.

Q:  I get an Access Violation when starting MasterTune or DataMaster under Vista, or the program will not launch under Windows XP/Vista/Win7.   What is the problem?
A:  This is due to the “Data Execution Protection” (DEP) function in the operating system.   DEP must be set to allow MasterTune and DataMaster to run as an exception.  Use the following procedure to fix this issue:

1. Log into the Administrator account.
2. From the Start menu, right click on  Computer and choose Properties
3. Select the Advanced System Settings task in the left pane
4. Select the Advanced tab, then click the Settings button in the performance section
5. Select the Data Execution Prevention tab
6. Add the MasterTune-HD.exe and DataMaster-HD.exe programs to the exception list.  This is done by browsing to Program Files\TTS\HD\MasterTune-HD\ MasterTune-HD.exe and Program Files\TTS\HD\DataMaster-HD\ DataMaster-HD.exe
7. Click Apply to save the changes
8. Click OK on the forms to exit
9. The computer may have to be restarted to complete the process.

For detailed Vista or Win7 instructions, go to the following Microsoft website:
http://windows.microsoft.com/en-US/windows-vista/Change-Data-Execution-Prevention-settings

Q:  MasterTune or DataMaster are very slow starting up, and may show high CPU usage during this time.
A:  This is commonly due to the Windows Defender program monitoring these programs as they start up.  The solution is to place these two programs on the Windows defender exception list as follows:

1. Log into the Administrator account.
2. Select Start – Programs – Windows Defender
3. Select Tools and then Options
4. Scroll to the bottom of the page to Advanced Options
5. In the “Do Not Scan these files or Locations” box add the following entries:
1. C:\Program Files\TTS\DataMaster-HD\ DataMaster-HD.exe
2. C:\Program Files\TTS\MasterTune-HD\ MasterTune-HD.exe
6. Click Save to save the changes. Select OK if prompted to OK the changes
7. Close the Windows Defender application.

Note this problem may occur with other third-party anti-spyware programs.  Follow the manufacturers instructions for adding MasterTune and DataMaster to their exception list.

Q:  MasterTune stops with a message “Error Installing Bootloader, Quitting”.  What is the problem?
A:  This is usually due to using a USB-Serial adaptor that is not compatible with the MasterTune interface.  Try using a different brand of USB adaptor.  If you are using the TTS USB to Serial converter and you receive this message, check that the cable from the interface to the USB adaptor is connected securely and not damaged.

If you are using a native serial port on the PC and receive this message, check the serial cable for damaged pins or a bad connection.  Try another serial cable if possible.

Q:  I get an error -50 when uploading or programming ECM.  How do I fix this?
A:  This has been traced to the digital speedometer installed in some models.  To fix the problem, remove the fuse supplying power to the speedometer assembly prior to uploading or programming the vehicle.

This problem may also occur with aftermarket digital gauges.  In this case, removing the fuse supplying power to the gauges will allow normal programming.

For Dakota Digital gauge MCL-3006, the problem can be resolved by disabling the fuel sender type setting in the gauge assembly.  Follow the procedure outlined in Dakota Digital manual
mcl-30066-ot.pdf, page 10 in the section “Fuel Sender Selection DEFAULT OFF”.  The manual is available from the Dakota Digital website.

Q:  MasterTune stops during uploading (saving) or programming with an error -502.  What is the problem?
A:  This is due to corrupted communications on the ECM diagnostic bus.  This can occur if third-party devices connected to the bus or ECM (such as a Power Commander or aftermarket gauges).  Disconnect any such devices and retry the operation.

Q:  Updater has very slow downloads and may stall out after 100K – 200K  has transferred.
A:  There are several possible causes for this issue.  If downloads worked OK at one time and recently slowed down, check if your network card drivers were recently updated.  If so, try rolling back to the previous driver version.

If your computer uses the Vista or Win7 OS there is a feature that controls network performance.  This can cause very slow downloads from the internet.  The following procedure prevents this problem from occurring:

1. Log onto an administrator account
2. Select Start – All Programs – Accessories
3. Right-click on Command Prompt and select Run as administrator
4. Vista/Win7 will need your permission to continue – Press OK and the command prompt will open
5. In the command prompt box type the following line exactly:

netsh interface tcp set global autotuninglevel=disabled

6. Press the Enter key

If successful, the response will be Ok., Figure 7‑2.  If there is an error, make sure the line is entered exactly as above and make sure the command prompt was started using Run as administrator option.

Figure 7‑2 :  Administrator Command Prompt

Q:  Occasionally the interface “locks up” when I first connect to the PC.
A:  We have found that some PC serial ports will cause the interface to “lock up” if connected to the PC after the interface is powered up from the vehicle.  If this occurs, unplug the cable to the vehicle to reset the interface.  To prevent this problem from occurring, connect the interface to the PC serial port prior to connecting to the vehicle following the directions in section 2.4.1.

Q:  I have everything connected up and powered on, but still can’t communicate.
A:  You may be plugged into the vehicle’s accessory connector instead of the diagnostic connector.  Refer to the vehicle manual to verify the location of the diagnostic connector. 

On the late model touring bikes, the diagnostic connector is under the side cover which houses the fuses. The connector under the seat will NOT work!

Q:  The computer quits recording during VTune sessions.
A:  The most common cause for this is the laptop power save or hibernation has “kicked in” and shut down the laptop.  PowerSave should be set to enable disk always, enable USB always and not allow hibernation.  Refer to section 2.1.1 for details.

Some laptops have a “shock detection” system that turns off the disk if an impact (or rough road) is detected.  This will prevent data collection.  In these cases you may need to change (or disable) the detection sensitivity or mount the laptop in foam to reduce vibration.

The USB connector can also vibrate and terminate data collection.  Secure the connection by using a thin plastic shim to tighten the connection.

Q:  I installed the TTS updater, but it fails with the message "Error checking for Updates".
A:  This is usually due to a firewall setting blocking access to the TTS server.  Make certain that your firewall allows the TTS updater internet access.  Occasionally, we have seen this issue after a firewall product was uninstalled (such as Norton 360) but left behind a setting that causes the problem.  The solution is to reinstall the product and reset its firewall to use the default Windows firewall settings.