Power Vision Information Thread
Road Captain
Joined: Nov 2012
Posts: 569
Likes: 0
From: USA
So the answer I get about that is that the 14.6 in this table is a "software switch" which then refers the software to the Closed Loop Bias setting and when that is 720 you are at the riches end of the settings. = approixmately 14.2AFR
I'm a pretty much a noob, with enough info to be dangerous, but this is the explanation I received from both DJ and FM. so YMMV
I'm a pretty much a noob, with enough info to be dangerous, but this is the explanation I received from both DJ and FM. so YMMV
Stellar HDF Member
Joined: Mar 2009
Posts: 2,454
Likes: 58
From: Graysville, AL
It is what it is. Way too many newbies overly concerned with gas mileage. Do you think tuners set up bikes at 14.6 BEFORE the EPA got involved with the MoCo? Nope. I just shake my head when I hear folks bragging about getting 50 MPG. The best overall AFR is between 13.8 and 14.0 for a mild build. Even a bone stock bike will run better around 14.0. Forget about mileage and set it up where it runs the best.
Intermediate
Joined: Jan 2012
Posts: 34
Likes: 0
From: Anchorage, Alaska
The important thing to remember is that the VE tables are not rich/lean control, not directly.
The VE tables are the MAP of the terrain, they tell the computer how much air it should expect. The fuel table (AFR or lamda) tells the computer what the target is. The VE tables are what it uses to try and hit the target.
In all load areas my tables (96", Andrews 48h, aftermarket intake/exaust) my VE tables vary from ~ 65% - 125%. Original cams (post AT runs) were ~ 60% - 95%.
What the specific value is a specific cell is _does not matter_. What matters is that the value is _ACCURATE_. If the VE tables are accurate, then what the fuel table says is what you will get. If you want richer/leaner you adjust the fual table...but you will only get the value you set in the fueld table _IF_ the VE tables are accurate.
Intermediate
Joined: Jan 2012
Posts: 34
Likes: 0
From: Anchorage, Alaska
[quote=RJHD;11472754]No oil cooler (that I know of?)
2011 the 103" was optional, but the 103" power pack included an oil cooler.
2012 the 103" became std and so far as I know the oil cooler is automatic in any "from the factory" 103"
Fairly small, partially covered on the front bottom of the frame below the regulator.
2011 the 103" was optional, but the 103" power pack included an oil cooler.
2012 the 103" became std and so far as I know the oil cooler is automatic in any "from the factory" 103"
Fairly small, partially covered on the front bottom of the frame below the regulator.
Road Master
Joined: Sep 2011
Posts: 755
Likes: 6
From: Kansas
2012 Sportster with 1200 engine - minimal change in .pvt file?
Bike: 2012 Sportster with 1200 engine
Configuration: SE A/C and SE slip-ons.
Set-up: I downloaded the .pvt file from Dynojet for my configuration. I then did the Delta function against the stock calibrations. The differences were very minimal. The AFR changed from 14.6 to 14.5 for much of the RPM range and a minor change to the Spark Advance at low RPMs.
Question: Should I be surprised that the .pvt file from Dynojet contained such minimal changes?
Configuration: SE A/C and SE slip-ons.
Set-up: I downloaded the .pvt file from Dynojet for my configuration. I then did the Delta function against the stock calibrations. The differences were very minimal. The AFR changed from 14.6 to 14.5 for much of the RPM range and a minor change to the Spark Advance at low RPMs.
Question: Should I be surprised that the .pvt file from Dynojet contained such minimal changes?
Stellar HDF Member
Joined: Jun 2007
Posts: 2,928
Likes: 117
From: Ashby, Ma
Nicely Stated!
The important thing to remember is that the VE tables are not rich/lean control, not directly.
The VE tables are the MAP of the terrain, they tell the computer how much air it should expect. The fuel table (AFR or lamda) tells the computer what the target is. The VE tables are what it uses to try and hit the target.
In all load areas my tables (96", Andrews 48h, aftermarket intake/exaust) my VE tables vary from ~ 65% - 125%. Original cams (post AT runs) were ~ 60% - 95%.
What the specific value is a specific cell is _does not matter_. What matters is that the value is _ACCURATE_. If the VE tables are accurate, then what the fuel table says is what you will get. If you want richer/leaner you adjust the fual table...but you will only get the value you set in the fueld table _IF_ the VE tables are accurate.
The VE tables are the MAP of the terrain, they tell the computer how much air it should expect. The fuel table (AFR or lamda) tells the computer what the target is. The VE tables are what it uses to try and hit the target.
In all load areas my tables (96", Andrews 48h, aftermarket intake/exaust) my VE tables vary from ~ 65% - 125%. Original cams (post AT runs) were ~ 60% - 95%.
What the specific value is a specific cell is _does not matter_. What matters is that the value is _ACCURATE_. If the VE tables are accurate, then what the fuel table says is what you will get. If you want richer/leaner you adjust the fual table...but you will only get the value you set in the fueld table _IF_ the VE tables are accurate.
Road Master
Joined: Jan 2010
Posts: 922
Likes: 2
From: Hampstead, MD
So, I've run four or five auto tunes and each time, I've always built on the previous tune. Is this the correct procedure? I've noticed when setting up to do a session, and loading the last tune, the PV screen looks as if I'm starting from scratch. No blocks are filled at all.
Is this normal or am I screwing up somehow?
I've read of folks seeing engine temps of 250-260. I'm running hotter. It was 84 today and riding around in town (stop and go, but moving along) I'm seeing temps of 280-300. In heavy traffic, I'll see 300-315.
On cooler days (70s) moving along with no traffic I run around 250-260 or so.
Anyone else seeing these sorts of temps?
Is this normal or am I screwing up somehow?
I've read of folks seeing engine temps of 250-260. I'm running hotter. It was 84 today and riding around in town (stop and go, but moving along) I'm seeing temps of 280-300. In heavy traffic, I'll see 300-315.
On cooler days (70s) moving along with no traffic I run around 250-260 or so.
Anyone else seeing these sorts of temps?
Cruiser
Joined: Apr 2013
Posts: 146
Likes: 0
From: Massachusetts
Different fuel blends and so on? I dont think all that much about that either Jim. I go to the pump. i know things will be a bit different at every gas station i pull into. That as far as my mind goes on that...again...anyone have an explaination as to what effects this will have? Im all ears.
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Advanced
Joined: Nov 2012
Posts: 78
Likes: 0
From: Texas
New question:
I have read that to populate the VE chart in AT you really need to really 'push it' to hit as many cells as possible.
But watching DynoJets Auto Tune video they just recommend to run the bike just as you would normally ride on the street and nothing else.
Whats the consensus on this?
I have read that to populate the VE chart in AT you really need to really 'push it' to hit as many cells as possible.
But watching DynoJets Auto Tune video they just recommend to run the bike just as you would normally ride on the street and nothing else.
Whats the consensus on this?
Stellar HDF Member
Joined: Jun 2007
Posts: 2,928
Likes: 117
From: Ashby, Ma
I'm running around 275 highway with 90 temps and in stop & go easily over 300. I even saw 350 after a couple of long lights. I had an actual dyno time done due to pinging and got rid of it until the temps are well over 300. I'm running a FM 107 with the stuff in my sig. Love to have it run cooler but not sure how to do that. I don't see how an oil cooler would drop it that much for the cost. Could there be anything mechanical causing these high temps? My oil pressure is great! Still learning the PV and wonder if a log tune would help any.