Power Vision Information Thread
Intermediate
Joined: Feb 2015
Posts: 31
Likes: 1
From: Hernando, MS
Gauge Screen Display Issue
I am having a similar problem with my PV as a previous poster. It has been mounted on my bike for over a year. Only time it is removed is to connect to my PC. This weekend while doing an Autotune the screen froze up showing VE+. When I exited that screen and went to Gauges after about 10 minutes the data disappeared as if it had been disconnected. Cable routing has not changed. I searched for previous posts and found one on recovery, but that link is not active.
I tried to do the recovery mode, assuming the file came with the latest PV updates, but it is not there.
Any recommendations or somewhere to locate the recovery file?
I tried to do the recovery mode, assuming the file came with the latest PV updates, but it is not there.
Any recommendations or somewhere to locate the recovery file?
Extreme HDF Member
Joined: Nov 2007
Posts: 14,670
Likes: 139
From: East of the Sun, West of the Moon
Outstanding HDF Member
Joined: Jun 2014
Posts: 3,185
Likes: 189
From: 90210
Well I think I'm finally done tweak tuning for now with the decel crack and optimizing timing tables (thank you Jamie for curing that loud bang!). Bike runs very strong, ET's are good, logs look good with exception of IDC remaining way too high in upper rpm's and high map.
The only areas I'm seeing 1 degree of knock is in direct relation the high-IDC areas so I'm sure that upgrading my injectors to 4.9's will resolve it. Also I think I may have a bit too much accel enrich, at least by my reported WB AFR's.
Anyone feel like sanity checking my logs and overall tune? Only thing that is not "typical" is the timing in the cruise area- I have reduced it significantly and that has also reduced my riding ET's by 15-20 degrees. I'm not running a lean fuel map nor am I going for MPG - what I don't know if there is any long term issue with going to lower advance in that specific timing table area. Absolutely ZERO information about this online. Any real in depth discussion about HD's EFI timing tables (beyond the ultra-basics) are a black hole. tune file and logs attached.
The only areas I'm seeing 1 degree of knock is in direct relation the high-IDC areas so I'm sure that upgrading my injectors to 4.9's will resolve it. Also I think I may have a bit too much accel enrich, at least by my reported WB AFR's.
Anyone feel like sanity checking my logs and overall tune? Only thing that is not "typical" is the timing in the cruise area- I have reduced it significantly and that has also reduced my riding ET's by 15-20 degrees. I'm not running a lean fuel map nor am I going for MPG - what I don't know if there is any long term issue with going to lower advance in that specific timing table area. Absolutely ZERO information about this online. Any real in depth discussion about HD's EFI timing tables (beyond the ultra-basics) are a black hole. tune file and logs attached.
Intermediate
Joined: Mar 2014
Posts: 30
Likes: 0
From: WA
Well I think I'm finally done tweak tuning for now with the decel crack and optimizing timing tables (thank you Jamie for curing that loud bang!). Bike runs very strong, ET's are good, logs look good with exception of IDC remaining way too high in upper rpm's and high map.
The only areas I'm seeing 1 degree of knock is in direct relation the high-IDC areas so I'm sure that upgrading my injectors to 4.9's will resolve it. Also I think I may have a bit too much accel enrich, at least by my reported WB AFR's.
Anyone feel like sanity checking my logs and overall tune? Only thing that is not "typical" is the timing in the cruise area- I have reduced it significantly and that has also reduced my riding ET's by 15-20 degrees. I'm not running a lean fuel map nor am I going for MPG - what I don't know if there is any long term issue with going to lower advance in that specific timing table area. Absolutely ZERO information about this online. Any real in depth discussion about HD's EFI timing tables (beyond the ultra-basics) are a black hole. tune file and logs attached.
The only areas I'm seeing 1 degree of knock is in direct relation the high-IDC areas so I'm sure that upgrading my injectors to 4.9's will resolve it. Also I think I may have a bit too much accel enrich, at least by my reported WB AFR's.
Anyone feel like sanity checking my logs and overall tune? Only thing that is not "typical" is the timing in the cruise area- I have reduced it significantly and that has also reduced my riding ET's by 15-20 degrees. I'm not running a lean fuel map nor am I going for MPG - what I don't know if there is any long term issue with going to lower advance in that specific timing table area. Absolutely ZERO information about this online. Any real in depth discussion about HD's EFI timing tables (beyond the ultra-basics) are a black hole. tune file and logs attached.
To optimize timing, we want to find MBT, for each cell in the map. To do that we have to measure torque, or some indication of torque. Imagine trying to set the VE tables without O2 sensors (which give an indication of VE, and what needs to be changed). It would be really difficult to get it right without them. That's what I see concerning timing. We have to somehow measure torque or an indication of torque. I think We have a means of measuring an indication of torque. Essentially torque is what causes acceleration, which is the rate of change of velocity. So if we look at how fast our speed or RPM is changing for a particular gear, on flat ground, at a certain MAP and RPM, then make changes to timing, and gather the same data under the same conditions, we can learn what needs to be changed and where. Short of that, it's back to a dyno.
Now how to collect that data, I've got ideas, but haven't tried it yet. I'll have to wait for better weather.
Last edited by Coug; Mar 17, 2016 at 01:32 PM.
Outstanding HDF Member
Joined: Jun 2014
Posts: 3,185
Likes: 189
From: 90210
Lowering the advance will lower ET, because the burning is happening later in the cycle, resulting in loss of power, and sending heat out the exhaust. Essentially you're not getting all the power available to push the piston, and wasting some of that energy (heat) to the exhaust. Could be useful if you're running to hot, but, otherwise, not so good.
To optimize timing, we want to find MBT, for each cell in the map. To do that we have to measure torque, or some indication of torque. Imagine trying to set the VE tables without O2 sensors (which give an indication of VE, and what needs to be changed). It would be really difficult to get it right without them. That's what I see concerning timing. We have to somehow measure torque or an indication of torque. I think We have a means of measuring an indication of torque. Essentially torque is what causes acceleration, which is the rate of change of velocity. So if we look at how fast our speed or RPM is changing for a particular gear, on flat ground, at a certain MAP and RPM, then make changes to timing, and gather the same data under the same conditions, we can learn what needs to be changed and where. Short of that, it's back to a dyno.
Now how to collect that data, I've got ideas, but haven't tried it yet. I'll have to wait for better weather.
To optimize timing, we want to find MBT, for each cell in the map. To do that we have to measure torque, or some indication of torque. Imagine trying to set the VE tables without O2 sensors (which give an indication of VE, and what needs to be changed). It would be really difficult to get it right without them. That's what I see concerning timing. We have to somehow measure torque or an indication of torque. I think We have a means of measuring an indication of torque. Essentially torque is what causes acceleration, which is the rate of change of velocity. So if we look at how fast our speed or RPM is changing for a particular gear, on flat ground, at a certain MAP and RPM, then make changes to timing, and gather the same data under the same conditions, we can learn what needs to be changed and where. Short of that, it's back to a dyno.
Now how to collect that data, I've got ideas, but haven't tried it yet. I'll have to wait for better weather.
Since I am running much richer at cruise area, what's the ramification of setting timing to say 28, 30 or 33 vs 41/45. - that is the question.
Ultimate HDF Member
Joined: Nov 2005
Posts: 5,926
Likes: 138
From: NE Ohio
Sure, your thoughts in general are correct and I log / tune by those standards. all other areas of my timing are set up in that way best I can towards mbt based on logs. but I'm only discussing the specific cruise area of timing table (low map 30-60kpa, 2500rpm and up), which is normally set upwards of 41-45 degrees. MBT logic goes out the window here in favor of increasing MPG and lowering emissions. There is little chance of detonation with combination of a stock lean afr tune in that area, low map and greatly advanced timing.
Since I am running much richer at cruise area, what's the ramification of setting timing to say 28, 30 or 33 vs 41/45. - that is the question.
Since I am running much richer at cruise area, what's the ramification of setting timing to say 28, 30 or 33 vs 41/45. - that is the question.
Timing is one of those things you're not going to optimize on the street, you'll get it so it doesn't ping or run hot and that is about it. You have to put it on a dyno to get the timing right for the build, sometimes less timing gives more power or torque, sometimes more timing does the trick.
After getting the timing, sometimes you have to go back through and check the AFR because timing changes can affect it.
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Outstanding HDF Member
Joined: Jun 2014
Posts: 3,185
Likes: 189
From: 90210
Get it retarded enough the mixture will still be burning as the exhaust stroke starts, may or may not lead to cooked exhaust valves. I've seen someone do that before, took way more timing out than he should have and had to repair the damage to his heads.
Timing is one of those things you're not going to optimize on the street, you'll get it so it doesn't ping or run hot and that is about it. You have to put it on a dyno to get the timing right for the build, sometimes less timing gives more power or torque, sometimes more timing does the trick.
After getting the timing, sometimes you have to go back through and check the AFR because timing changes can affect it.
Timing is one of those things you're not going to optimize on the street, you'll get it so it doesn't ping or run hot and that is about it. You have to put it on a dyno to get the timing right for the build, sometimes less timing gives more power or torque, sometimes more timing does the trick.
After getting the timing, sometimes you have to go back through and check the AFR because timing changes can affect it.
