Power Vision Information Thread
Intermediate
Joined: Mar 2014
Posts: 30
Likes: 0
From: WA
Red,
Just a thought, but the ECM and PV only react to what's being captured by the O2 sensors. If you are running an aftermarket header pipe, have you checked to make sure the O2 sensors are properly placed and are at the correct depth. I have read many opinions that some manufacturers are not creating the best in this regards. If the sensors are not sufficiently in the exhaust stream, they may be giving inaccurate info to the ECM and PV, thus creating a leaner condition than reported. Maybe try setting the AFR just outside of closed loop (14.3?, sorry I'm running an '04 without closed loop...so I just don't have that number off the top of my head), and see if it still pings as badly. Might be a simple test to see if it's a closed loop issue or something else. Again, just a thought.
Just a thought, but the ECM and PV only react to what's being captured by the O2 sensors. If you are running an aftermarket header pipe, have you checked to make sure the O2 sensors are properly placed and are at the correct depth. I have read many opinions that some manufacturers are not creating the best in this regards. If the sensors are not sufficiently in the exhaust stream, they may be giving inaccurate info to the ECM and PV, thus creating a leaner condition than reported. Maybe try setting the AFR just outside of closed loop (14.3?, sorry I'm running an '04 without closed loop...so I just don't have that number off the top of my head), and see if it still pings as badly. Might be a simple test to see if it's a closed loop issue or something else. Again, just a thought.
Road Master
Joined: Dec 2012
Posts: 848
Likes: 30
From: CO
Red,
Just a thought, but the ECM and PV only react to what's being captured by the O2 sensors. If you are running an aftermarket header pipe, have you checked to make sure the O2 sensors are properly placed and are at the correct depth. I have read many opinions that some manufacturers are not creating the best in this regards. If the sensors are not sufficiently in the exhaust stream, they may be giving inaccurate info to the ECM and PV, thus creating a leaner condition than reported. Maybe try setting the AFR just outside of closed loop (14.3?, sorry I'm running an '04 without closed loop...so I just don't have that number off the top of my head), and see if it still pings as badly. Might be a simple test to see if it's a closed loop issue or something else. Again, just a thought.
Just a thought, but the ECM and PV only react to what's being captured by the O2 sensors. If you are running an aftermarket header pipe, have you checked to make sure the O2 sensors are properly placed and are at the correct depth. I have read many opinions that some manufacturers are not creating the best in this regards. If the sensors are not sufficiently in the exhaust stream, they may be giving inaccurate info to the ECM and PV, thus creating a leaner condition than reported. Maybe try setting the AFR just outside of closed loop (14.3?, sorry I'm running an '04 without closed loop...so I just don't have that number off the top of my head), and see if it still pings as badly. Might be a simple test to see if it's a closed loop issue or something else. Again, just a thought.
Novice
Joined: Apr 2014
Posts: 22
Likes: 0
From: Oregon
Hi Red,
If those compression readings are right? "Lucy We got a Problem". Go the Big Boyz and calc. where you should be. http://www.bigboyzheadporting.com/TwinCamComp.htm
I don't know what your current altitude is which can change things if you live in a higher area.
I have some experience with this compression thing, it was the final direction I got from Baisleys which prompted me to pull down the motor down and send it to them. Before this winter I had no idea what I was doing with a compression tester.
1. Did you spin the motor over at least 8 times?
2. Did you remove the Aircleaner?
3. Did you twist the wick WOT when turning over the engine.
All of those are important to get a true reading.
If you did all of that, you need to do a wet test. Which is poor some oil down through the plug hole, about an ounce or so. Turn the motor over a few times "without" the compression tester hooked up. Hook up the compression tester and try again 8 revolutions at least. If you pressures are where they should be or higher than the first test you got problems. Like worn out rings (doubtful at 7500miles, or egged jugs more probable) *If you didn't do all that, you need to do it again, and follow steps 1-3 at a minimum.
The basic calc I did on what I think is your motor is 196... This is at sealevel though, if you move it up to 1000 above you are at 192. I am assuming you have a 103 with no cams, I saw the Andrews 30T, but is that supposed to be a T30, I am not familiar with Andrews naming conventions.
If you are truly getting 125 on a jug that should be around the 200s, I am pretty confident problem solved, the only question is what to do about it.
If those compression readings are right? "Lucy We got a Problem". Go the Big Boyz and calc. where you should be. http://www.bigboyzheadporting.com/TwinCamComp.htm
I don't know what your current altitude is which can change things if you live in a higher area.
I have some experience with this compression thing, it was the final direction I got from Baisleys which prompted me to pull down the motor down and send it to them. Before this winter I had no idea what I was doing with a compression tester.
1. Did you spin the motor over at least 8 times?
2. Did you remove the Aircleaner?
3. Did you twist the wick WOT when turning over the engine.
All of those are important to get a true reading.
If you did all of that, you need to do a wet test. Which is poor some oil down through the plug hole, about an ounce or so. Turn the motor over a few times "without" the compression tester hooked up. Hook up the compression tester and try again 8 revolutions at least. If you pressures are where they should be or higher than the first test you got problems. Like worn out rings (doubtful at 7500miles, or egged jugs more probable) *If you didn't do all that, you need to do it again, and follow steps 1-3 at a minimum.
The basic calc I did on what I think is your motor is 196... This is at sealevel though, if you move it up to 1000 above you are at 192. I am assuming you have a 103 with no cams, I saw the Andrews 30T, but is that supposed to be a T30, I am not familiar with Andrews naming conventions.
If you are truly getting 125 on a jug that should be around the 200s, I am pretty confident problem solved, the only question is what to do about it.
Road Master
Joined: Dec 2012
Posts: 848
Likes: 30
From: CO
Hi Red,
If those compression readings are right? "Lucy We got a Problem". Go the Big Boyz and calc. where you should be. http://www.bigboyzheadporting.com/TwinCamComp.htm
I don't know what your current altitude is which can change things if you live in a higher area.
I have some experience with this compression thing, it was the final direction I got from Baisleys which prompted me to pull down the motor down and send it to them. Before this winter I had no idea what I was doing with a compression tester.
1. Did you spin the motor over at least 8 times?
2. Did you remove the Aircleaner?
3. Did you twist the wick WOT when turning over the engine.
All of those are important to get a true reading.
If you did all of that, you need to do a wet test. Which is poor some oil down through the plug hole, about an ounce or so. Turn the motor over a few times "without" the compression tester hooked up. Hook up the compression tester and try again 8 revolutions at least. If you pressures are where they should be or higher than the first test you got problems. Like worn out rings (doubtful at 7500miles, or egged jugs more probable) *If you didn't do all that, you need to do it again, and follow steps 1-3 at a minimum.
The basic calc I did on what I think is your motor is 196... This is at sealevel though, if you move it up to 1000 above you are at 192. I am assuming you have a 103 with no cams, I saw the Andrews 30T, but is that supposed to be a T30, I am not familiar with Andrews naming conventions.
If you are truly getting 125 on a jug that should be around the 200s, I am pretty confident problem solved, the only question is what to do about it.
If those compression readings are right? "Lucy We got a Problem". Go the Big Boyz and calc. where you should be. http://www.bigboyzheadporting.com/TwinCamComp.htm
I don't know what your current altitude is which can change things if you live in a higher area.
I have some experience with this compression thing, it was the final direction I got from Baisleys which prompted me to pull down the motor down and send it to them. Before this winter I had no idea what I was doing with a compression tester.
1. Did you spin the motor over at least 8 times?
2. Did you remove the Aircleaner?
3. Did you twist the wick WOT when turning over the engine.
All of those are important to get a true reading.
If you did all of that, you need to do a wet test. Which is poor some oil down through the plug hole, about an ounce or so. Turn the motor over a few times "without" the compression tester hooked up. Hook up the compression tester and try again 8 revolutions at least. If you pressures are where they should be or higher than the first test you got problems. Like worn out rings (doubtful at 7500miles, or egged jugs more probable) *If you didn't do all that, you need to do it again, and follow steps 1-3 at a minimum.
The basic calc I did on what I think is your motor is 196... This is at sealevel though, if you move it up to 1000 above you are at 192. I am assuming you have a 103 with no cams, I saw the Andrews 30T, but is that supposed to be a T30, I am not familiar with Andrews naming conventions.
If you are truly getting 125 on a jug that should be around the 200s, I am pretty confident problem solved, the only question is what to do about it.
The Andrews 30t is the 30 tooth transmission pulley, so doesn't have any bearing on this.
The only question is why is there such a big difference between the two jugs. But I just purchased a borescope off Amazon and should get here in a few days, so I'll be able to get a real good look and post pics as well. Stay tuned.
3rd Gear
Joined: May 2014
Posts: 7
Likes: 0
From: Ashland Ky
Going to be interesting
I'm ordering my power vision Monday I've got a 2011 RGU sparking knocking slug of a machine. That I luv very much lol I just hope I can figure all this stuff out. I'm a wrencher so this should be interesting. I know from what I've read I've got to retard the timing for the spark knock I've also got a lean rear cylinder. All I'm doing at the moment is removing cat with slip ons. Stage 1 air and true duals in the future. I hope I don't sound stupid when i start asking ?? Next week. Thanks in advance this is a great page !!!
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Road Captain
Joined: Nov 2012
Posts: 569
Likes: 0
From: USA
I'm not sure if there's any way to know for sure if the sensors aren't in the right spot, but Supertrapp is a well respected manufacturer that has been making pipes since the 70's, so I highly doubt they don't know where to put the sensors. I may bite the bullet and reinstall my stock pipes as a test. I REALLY don't want to do that though.
Portrait mode?
Anyone know if it is possible to display the data on the PV in portrait mode? (With unit oriented vertically). I ask this because the unused space on the dash of the 2014s next to the infotainment system would make a perfect mounting location if data could be displayed vertically.
