Power Vision Information Thread
Extreme HDF Member
Joined: Nov 2007
Posts: 14,670
Likes: 139
From: East of the Sun, West of the Moon
Frank. The SE map that you have, is it a dyno'd map with the same equipment you have now sir? If so, then yes you can take your timing and VE tables and copy them over however you need to know that the tables are not going to be correct and will require further tuning using the PV.
Did you ever figure out what the deal was with the rear cylinder and not being able to write VE values using the PV?
On a side note, I've been extremely busy lately with a lot of traveling so haven't been much help to you, so I apologize but I did have a conversation with your builder not mentioning any names about this issue. What he told me was that you really need to contact his/your tuner to make your issues right and your tuner will gladly take care of you given the chance. Of course this is all provided nothing has changed since the build and the tune were done.
Did you ever figure out what the deal was with the rear cylinder and not being able to write VE values using the PV?
On a side note, I've been extremely busy lately with a lot of traveling so haven't been much help to you, so I apologize but I did have a conversation with your builder not mentioning any names about this issue. What he told me was that you really need to contact his/your tuner to make your issues right and your tuner will gladly take care of you given the chance. Of course this is all provided nothing has changed since the build and the tune were done.
Road Master
Joined: Feb 2010
Posts: 1,237
Likes: 61
From: Albany, OR
Guys, I just replaced my VH power duals with Rush true duals. I started some tuning runs and there are some strange things happening. See below, that is a delta graph of the rear cylinder VE from the power duals tune to the second tuning run on the true duals. The difference is huge on the rear, while the front is minor in comparison. The PV asked me if I should cap the VE or change the engine displacement after this last tune, that's a first. Anyway, wondering if any of you have seen something like this. I don't hear any leaks and don't have any errors on the WB O2 during the auto tune. I don't see how the rear could be breathing that much better.
Here is the actual VE table for the rear after a couple AT runs:
Here is the actual VE table for the rear after a couple AT runs:
Road Warrior
Joined: Jan 2010
Posts: 1,290
Likes: 20
From: Salem, Or
I have a 2010 UC with a 103ci, tw555 cams, etc. after doing a data run the PV will ask me weather I want to cap the learned VE's or scale them. I have tried both. Right now I'm tuning the VE's and the PV has the displacement at 111ci and it now has the VE's to where it doesn't ask me if I want to cap or scale the tune. Has anyone else just let the PV scale until it stops? What was your results? Hope I'm making sense here.
Cruiser
Joined: Mar 2012
Posts: 123
Likes: 1
From: Prague, Czech Republic
Knock count?
Hi guys, please enlighten me.
I did 20 autotune runs and then I started to use Gauges for the first time. Here is what I got after 75 miles ride. Front cylinder 22 knocks, rear 1 knock.
I notice that knocks appear only when the engine is hot.
This situation was similar on every ride 1 knock in rear, more then 15 in front.
Please tell me what do I make of it.
Is this figure high or low?
Should I correct timing?
Should I cry for help?)
I did 20 autotune runs and then I started to use Gauges for the first time. Here is what I got after 75 miles ride. Front cylinder 22 knocks, rear 1 knock.
I notice that knocks appear only when the engine is hot.
This situation was similar on every ride 1 knock in rear, more then 15 in front.
Please tell me what do I make of it.
Is this figure high or low?
Should I correct timing?
Should I cry for help?)
Last edited by Timusa; May 26, 2014 at 02:07 AM. Reason: Added picture
Extreme HDF Member
Joined: Nov 2007
Posts: 14,670
Likes: 139
From: East of the Sun, West of the Moon
Guys, I just replaced my VH power duals with Rush true duals. I started some tuning runs and there are some strange things happening. See below, that is a delta graph of the rear cylinder VE from the power duals tune to the second tuning run on the true duals. The difference is huge on the rear, while the front is minor in comparison. The PV asked me if I should cap the VE or change the engine displacement after this last tune, that's a first. Anyway, wondering if any of you have seen something like this. I don't hear any leaks and don't have any errors on the WB O2 during the auto tune. I don't see how the rear could be breathing that much better.
Here is the actual VE table for the rear after a couple AT runs:
Here is the actual VE table for the rear after a couple AT runs:
1. you don't want your VEs over 127.5 in any cell so increase your cubic inches by 3% at a time until they stop going over that limit.
2. the "auto tune" instructions I believe tells you to cap it and continue on.
3. to answer your question about why it changed so much.. well it's because your rear cylinder is now breathing more efficiently and is to be expected.
Last edited by UltraNutZ; May 26, 2014 at 07:55 AM.
Extreme HDF Member
Joined: Nov 2007
Posts: 14,670
Likes: 139
From: East of the Sun, West of the Moon
Hi guys, please enlighten me.
I did 20 autotune runs and then I started to use Gauges for the first time. Here is what I got after 75 miles ride. Front cylinder – 22 knocks, rear – 1 knock.
I notice that knocks appear only when the engine is hot.
This situation was similar on every ride – 1 knock in rear, more then 15 – in front.
Please tell me what do I make of it.
Is this figure high or low?
Should I correct timing?
Should I cry for help?)
I did 20 autotune runs and then I started to use Gauges for the first time. Here is what I got after 75 miles ride. Front cylinder – 22 knocks, rear – 1 knock.
I notice that knocks appear only when the engine is hot.
This situation was similar on every ride – 1 knock in rear, more then 15 – in front.
Please tell me what do I make of it.
Is this figure high or low?
Should I correct timing?
Should I cry for help?)
crying is only a requirement if something comes flying out the side of your motor.
Road Master
Joined: Feb 2010
Posts: 1,237
Likes: 61
From: Albany, OR
I recall 2 things; 1. you don't want your VEs over 127.5 in any cell so increase your cubic inches by 3% at a time until they stop going over that limit. 2. the "auto tune" instructions I believe tells you to cap it and continue on. 3. to answer your question about why it changed so much.. well it's because your rear cylinder is now breathing more efficiently and is to be expected.
Cruiser
Joined: Mar 2012
Posts: 123
Likes: 1
From: Prague, Czech Republic
When you say "decrease timing" you mean I should go to timing advance tables and make timing advance figure lower or higher?
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Road Warrior
Joined: Jul 2012
Posts: 1,566
Likes: 55
From: Londonderry, NH
Open the log file in excel and look for knock retard events. After you determine where they are occurring, then 'lower' the timing number in the adjacent cells by about 3 deg. (subtract 3 from the timing).
Novice
Joined: Jan 2013
Posts: 15
Likes: 1
From: Utah
Another thing to take a good look at is the Acceleration Enrichment table. (acts like an accelerator pump) That will help with your ping when "cracking" the throttle.
Last edited by fcheshir; May 26, 2014 at 04:01 PM.