Power Vision Information Thread
Road Captain
Joined: Nov 2012
Posts: 569
Likes: 0
From: USA
Make sure you put all your logs and updates on a flash drive just in case your computer takes a dump on you. Or you can email them to yourself on a one of the free email providers. Let them store the crap for you for free. I do both in case I lose the flash drive.
Outstanding HDF Member
Joined: May 2008
Posts: 2,543
Likes: 19
From: Ashland Ohio
OTF, it's pretty common to hit the 127.5 limit with good mods. Your VE profiles look similar to mine. What I've read about the CDE/EGR tuning is that you should only touch those after you have your VE's dialed in. That way you're not chasing two variables at the same time. When I got my initial tune from FM, some of the cells were maxed and the PV adjusted my CI and VE's accordingly (103 to 110). After changing my mufflers, CE's maxed again in a couple of cells and I'm now bumped to 115 and it seems to be enough. Also, where you're hitting 127.5 on your tables are higher than CDE is supposed to influence (>60 KPa), so it won't help to bring those down. In summary, get your VE's dialed in first using the normal sample/correct approach and then once that is done, test the CDE changes to see what impact they have.
You really need to remember this: I have seen the actual Delphi program that is the developers copy. It has over 120 things one can alter/tables/whatever. The tuning companies pick and choose what things are visable and usable by us. The rest? These become the mysterious 'hidden settings".
When you increase the CI, these hidden settings get out of whack. You REALLY DO wish to stay as close to the calibration's CI settings as possible.
So... us that use the TTS, have found the best route to be working the EGRs as soon as practical to keep the CI from becoming too large.
115 CI when running a 103 is really really not where it is at. If you dialed in the EGRs and you STILL need to go that much over the CI... you need a different base cal. 10% is about where I, myself, become uncomfortable with the cal.
Last edited by wurk_truk; Dec 1, 2012 at 11:03 AM.
Road Captain
Joined: Jun 2006
Posts: 580
Likes: 0
From: Colorado
Hey Mark, MAYBE, you may wish to rethink the dialing in the VEs before working the charge dilution. I do NOT own a PV, so bear with me here. On a TTS, we dial the EGRs right from the jump. I start like after the second or third v-tune run. Increasing the CI does a whole lotta things that that one doesn't wish nor need. I was shooting the BS with Lonewolf and this came up. He is even more aggressive than I am on when to start with the EGR tables.
You really need to remember this: I have seen the actual Delphi program that is the developers copy. It has over 120 things one can alter/tables/whatever. The tuning companies pick and choose what things are visable and usable by us. The rest? These become the mysterious 'hidden settings".
When you increase the CI, these hidden settings get out of whack. You REALLY DO wish to stay as close to the calibration's CI settings as possible.
So... us that use the TTS, have found the best route to be working the EGRs as soon as practical to keep the CI from becoming too large.
115 CI when running a 103 is really really not where it is at. If you dialed in the EGRs and you STILL need to go that much over the CI... you need a different base cal. 10% is about where I, myself, become uncomfortable with the cal.
You really need to remember this: I have seen the actual Delphi program that is the developers copy. It has over 120 things one can alter/tables/whatever. The tuning companies pick and choose what things are visable and usable by us. The rest? These become the mysterious 'hidden settings".
When you increase the CI, these hidden settings get out of whack. You REALLY DO wish to stay as close to the calibration's CI settings as possible.
So... us that use the TTS, have found the best route to be working the EGRs as soon as practical to keep the CI from becoming too large.
115 CI when running a 103 is really really not where it is at. If you dialed in the EGRs and you STILL need to go that much over the CI... you need a different base cal. 10% is about where I, myself, become uncomfortable with the cal.
Road Captain
Joined: Nov 2012
Posts: 569
Likes: 0
From: USA
Hey Mark, MAYBE, you may wish to rethink the dialing in the VEs before working the charge dilution. I do NOT own a PV, so bear with me here. On a TTS, we dial the EGRs right from the jump. I start like after the second or third v-tune run. Increasing the CI does a whole lotta things that that one doesn't wish nor need. I was shooting the BS with Lonewolf and this came up. He is even more aggressive than I am on when to start with the EGR tables.
You really need to remember this: I have seen the actual Delphi program that is the developers copy. It has over 120 things one can alter/tables/whatever. The tuning companies pick and choose what things are visable and usable by us. The rest? These become the mysterious 'hidden settings".
When you increase the CI, these hidden settings get out of whack. You REALLY DO wish to stay as close to the calibration's CI settings as possible.
So... us that use the TTS, have found the best route to be working the EGRs as soon as practical to keep the CI from becoming too large.
115 CI when running a 103 is really really not where it is at. If you dialed in the EGRs and you STILL need to go that much over the CI... you need a different base cal. 10% is about where I, myself, become uncomfortable with the cal.
You really need to remember this: I have seen the actual Delphi program that is the developers copy. It has over 120 things one can alter/tables/whatever. The tuning companies pick and choose what things are visable and usable by us. The rest? These become the mysterious 'hidden settings".
When you increase the CI, these hidden settings get out of whack. You REALLY DO wish to stay as close to the calibration's CI settings as possible.
So... us that use the TTS, have found the best route to be working the EGRs as soon as practical to keep the CI from becoming too large.
115 CI when running a 103 is really really not where it is at. If you dialed in the EGRs and you STILL need to go that much over the CI... you need a different base cal. 10% is about where I, myself, become uncomfortable with the cal.
Road Captain
Joined: Jun 2006
Posts: 580
Likes: 0
From: Colorado
I've got ridge right at 1500 rpm that I'll try to work out with the CDE table, but my VE peaks are at 3500 rpm and 80 Kpa; VE's are evenly high from 3000 to 4000 around that and across Kpa cells. It was my understanding CDE won't impact that too much. After swapping to a quiet baffle, my high VE dropped a bit and I was able to reduce CI to 108 and now my peak VE is just at 119 - which doesn't seem too bad.
I did look at the TTS EGR tuning but it seems the approach is a bit different - hopefully, DJ will come out with something on this soon.
Thanks for the feedback!
I did look at the TTS EGR tuning but it seems the approach is a bit different - hopefully, DJ will come out with something on this soon.
Thanks for the feedback!
Cruiser
Joined: Jun 2006
Posts: 129
Likes: 0
From: Houston, Texas
I've got ridge right at 1500 rpm that I'll try to work out with the CDE table, but my VE peaks are at 3500 rpm and 80 Kpa; VE's are evenly high from 3000 to 4000 around that and across Kpa cells. It was my understanding CDE won't impact that too much. After swapping to a quiet baffle, my high VE dropped a bit and I was able to reduce CI to 108 and now my peak VE is just at 119 - which doesn't seem too bad.
I did look at the TTS EGR tuning but it seems the approach is a bit different - hopefully, DJ will come out with something on this soon.
Thanks for the feedback!
I did look at the TTS EGR tuning but it seems the approach is a bit different - hopefully, DJ will come out with something on this soon.
Thanks for the feedback!
Road Captain
Joined: Jun 2006
Posts: 580
Likes: 0
From: Colorado
Charge Dilution Effect. My understanding it is the degree that a given air/fuel mixture "charge" is diluted with exhaust gasses from the previous combustion cycle. It will vary at different RPM and load settings and also be effected by camshaft profile and exhaust scavenging.
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Advanced
Joined: Nov 2011
Posts: 55
Likes: 2
From: Minnesota
Charge Dilution Effect. My understanding it is the degree that a given air/fuel mixture "charge" is diluted with exhaust gasses from the previous combustion cycle. It will vary at different RPM and load settings and also be effected by camshaft profile and exhaust scavenging.
Cruiser
Joined: Jul 2012
Posts: 173
Likes: 0
From: Texas
Charge Dilution Effect. My understanding it is the degree that a given air/fuel mixture "charge" is diluted with exhaust gasses from the previous combustion cycle. It will vary at different RPM and load settings and also be effected by camshaft profile and exhaust scavenging.
I dont see this table anyone. Is it not availible on a sportster or am I blind?