Power Vision Information Thread
Road Warrior
Joined: May 2013
Posts: 1,430
Likes: 55
From: Florida
Thanks for the moral support Boston Chris, I dont want to get to far off topic on this thread but I got bigger problems now, The brake ped just looked thicker due to metal thicknesses it all measured exactly same as stock, but it has worn a small gouge in the pipe,mad as hell atm, calling S&S first thing tomorrow. gonna search other threads an see if anyone else has had similar problem with these pipes fit. Take care,Ride safe.
Road Captain
Joined: Nov 2012
Posts: 569
Likes: 0
From: USA
I bought my PV last summer...they didn't ship Log Tuner software with it, but I downloaded it from the Fuel Moto web site (also available on Dynojet's web site). This was before autotune was available...so you couldn't create new tunes without it. Its easy to use, you just plug in the old tune and the new log file and it generates a new tune.
I haven't used the new autotune feature. I got very good results using Log Tuner, so I'm reluctant to change. Autotune is probably good for those new to the PV as you can easily generate new tunes, but if it removes timing as several have noted, there are probably a lot of people running with less than optimal timing as a result.
Those of you running head temps over 300 deg. must not be using EITMS.
Mine is set to 284 on/275 off (close to factory settings) and it never gets much over 285. Normal operation is about 250 deg. In heavy traffic or stop lights it trips EITMS.
I haven't used the new autotune feature. I got very good results using Log Tuner, so I'm reluctant to change. Autotune is probably good for those new to the PV as you can easily generate new tunes, but if it removes timing as several have noted, there are probably a lot of people running with less than optimal timing as a result.
Those of you running head temps over 300 deg. must not be using EITMS.
Mine is set to 284 on/275 off (close to factory settings) and it never gets much over 285. Normal operation is about 250 deg. In heavy traffic or stop lights it trips EITMS.
As far as the CLB changes, not much you can do but set your cal to 700 across the board. That will match what PV is changing.
Both of those changes should give someone pretty close results from an AT compared to a Log Tuner tune. Splitting hairs for the most part.
Road Captain
Joined: Nov 2012
Posts: 569
Likes: 0
From: USA
Thanks guys, this explains why I was told by a Dynojet tech when I called and asked about Log Tuner software (because I was reading the early thread posts) that it had been built into WinPV.
So, this Log Tuner is still useful even though AutoTune is supposed to automate the process?
So, this Log Tuner is still useful even though AutoTune is supposed to automate the process?
Road Captain
Joined: Nov 2012
Posts: 569
Likes: 0
From: USA
AT run = minus 4*.
Reflash = whatever is in your cal.
No timing is retarded when you reflash.
Road Captain
Joined: Nov 2012
Posts: 569
Likes: 0
From: USA
Crazy, I am a new user and I was answering a much more basic question..ie..does the unit need to be plugged into the ECM?
I believe that the AT-Basic tunes make changes to the VEs, but I do not know if it is sophisticated enough to change spark tables, and my understanding is that the fuel is held constant while VEs are adjusted.
But again, I'm a newbie.. so I'll defer to those more knowledgeable.
I believe that the AT-Basic tunes make changes to the VEs, but I do not know if it is sophisticated enough to change spark tables, and my understanding is that the fuel is held constant while VEs are adjusted.
But again, I'm a newbie.. so I'll defer to those more knowledgeable.
If you get any knock hits after doing this they should be minimal. The ECM will learn timing knocks just like it does VE's. The only difference is I don't believe the ECM stores them very long. Every time the ECM is key cycled it brings those learned events, or some of them, back down to zero. This keeps it from learning and storing false knock events or knock events from bad gas, etc.
Last edited by stailjim61; May 27, 2013 at 05:59 PM.
Road Captain
Joined: Oct 2011
Posts: 523
Likes: 1
From: kingston ontario
i really dont care what my VE graph looks like but i am wondering if CDE (charge dilution effect) is something a person can feel.
i am finding things smooth below 2000 rpm and after 2500 rpm and 2800 seems to be the smoothest. 2200-2400 not smooth, can feel it and see it in my mirrors.... this is consistent in most gears.
the rough areas seem to be around the peaks on my graph and the smooth 2800 seems to be the bottom of a valley (not sure if it is related).
is this something i would use CDE to address, and if so how should i go about doing that?
i am finding things smooth below 2000 rpm and after 2500 rpm and 2800 seems to be the smoothest. 2200-2400 not smooth, can feel it and see it in my mirrors.... this is consistent in most gears.
the rough areas seem to be around the peaks on my graph and the smooth 2800 seems to be the bottom of a valley (not sure if it is related).
is this something i would use CDE to address, and if so how should i go about doing that?
Road Warrior
Joined: Jul 2012
Posts: 1,616
Likes: 12
From: MA
I've done AT after AT and cant seem to get rid of some decel and in between shift popping, i have no exhaust or intake leaks, i dont know how to adjust things on the PV from my desktop, ive even tried an AT on a fuelmoto map i have..
Extreme HDF Member
Joined: Aug 2012
Posts: 11,392
Likes: 184
From: Big ol Titties
I've not really seen AT runs fix decel popping. Advancing timing in the decel areas of my map worked for me. If that doesn't work you can try adding some fuel to decel areas. Popping can usually be tuned out but with open pipes you will almost always get an occasional pop here or there.
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6th Gear
Joined: Jun 2010
Posts: 12
Likes: 0
From: Western Massachusetts
10' FXDF gets a new look - Full Rineharts 2-2 using PV tuner
Hi, looking for some insight regarding the Power Vision. I've got a 2010 FXDF and Initially opted to go with a SE heavy breather and SE slip ons cause I kinda liked the looks of the stock pipes. Fast forward to 2013 and I've finally got the sound I was looking for. I've added Rinehart 2-2 Churchill long shots. I'd consider myself pretty "tech savvy", but for now, I'll rely on these forums to best help. After checking the tunes library, I wasn't able to find Rinehart Churchill 2-2 and emailed the pros at DynoJet who sent me a map attached to email. I plugged the tuner to my PC and was able to load it to PV then mapped my bike. Anyway, just wanted to share, and hope that someone will be able to. BTW, can someone explain auto tune? Should I invest in the auto tune pro? I've got a lot to study
Last edited by mcbroom; May 27, 2013 at 11:02 PM.
Tourer
Joined: Jun 2011
Posts: 417
Likes: 3
From: Watauga, TX
Can someone explain what the purpose of these checkable boxes on the WinPV menu tree are for. When would you check them and what would you do once you had checked them. It appears to me I can make changes to a table wheather I've checked this box or not?
Hopefully theres a JPEG showing what I'm talking about.
Thanks
Hopefully theres a JPEG showing what I'm talking about.
Thanks