means that your VE tables are changing from 1 - 12% depending on the location in the table(s). If you've done 6 auto tune sessions and you're still out 12% something is wrong. VEs should dial in fairly quickly.

What is your bike and specific build?

 

What I've found is when that happens, there is one cell you hit during that ride that you didn't before. You might try comparing the two maps (before/after) in WinPV and try and smooth the cells near the one's that were changed during the AT run so that the next run if it hits one of those cells it won't be a drastic change. The - means it took fuel away (I think)!

 

Not so sure about that. Last auto tune I ran said basically the same as his expect mine was 1% avg and 13% change. When I looked at the new tune with WinPV only one cell had changed much at all. The rest was very small to no changes. I believe the 1‰ was the avg of all cells and the 13% change was the most one cell changed. I could be wrong. Just what I seen with my bike.

 

That sounds more logical. I was thinking the same thing but I wanted to get another set of eyes on it.

So if your VE's are dialed in, then what should you expect to see in MLVHD? I know its supposed to be a tight line, but how tight does it have to be? And what do you change to tighten it up...What do you most of you run in your PE settings..?
I have a 2007 Screaming Eagle Road King. 110ci. Pretty much stock. Vance and Hines Cruiser Slash Slippons, but I have the Fulsac true duel conversion kit installed as well.
Glen

 

 

I tend to think that clatter is normal. My 1994, 1999 and 2007 all had/have it. I rode a friends bike the other day and his had it. I had my bike in the dealer yesterday to check for a intake leak and asked the service mgr if someone could take it for a test ride and listen to the clatter, he and the mechanic standing there said we were just talking about that since both of their bike did the same thing. They said it was normal.

 

When I have looked at mine in MLVHD, my VE and VE New (F & R) are on top of each other. Which to me means I'm dialed in. I've actually had to turn one or the other off to see if they are both showing up.

 

Good morning everyone, Looks like it must be nice weather across the country as there are no posts since Friday!!


I just acquired a PV1 from a forum member last week and started reading these posts 2 weeks ago. WOW what a head spinner you guys are GREAT.

I decided early on in the reading that the development of the PV had taken way too many steps forward to confuse myself with things that were discontinued so I went backwards in big steps and basically started at pg 175 w 40 post/page setting. This was a little early for advances that have been made but I think it helped quite a bit.

I have an 07 Ultra and am planning on purchasing the TT from FM in the next few weeks. I may have screwed myself with Fuel Moto as somewhere in the licensing and marrying confusion I purchased through the Win PV software I downloaded from DJ. This means DJ got the money SHTTT. I am old so things don't go as smooth as they used to.

I got up and running pretty quick after trying to make a tune from my current Dynoed PC III tune. I wasn't sure if PC III tables I have were VE tables. They had more RPM ranges and less TP settings than the PV so I added the PCIII table to the factory VE tables pulled w the PV and smoothed those missing areas. The Dyno Tune was for cooler engine and HP so my economy was @32 mpg hard on the throttle most of the time.

This tune didn't work so good (-15% on 2nd AT in power band) so I loaded robknc tune that is close to my engine config (exhaust different) I got from these posts and copied every one of the tables in his tune to my tune.

Yesterday I rode 4 AT sessions. 1 and 2 had medium changes and 3 came in with just a few cells over 5%. AT 4 up scaled the motor to 109.3 CI so I worked on 3 a little and have flashed it to run gauge logs today.

I have some questions I can't find answers to any where in the very lacking user guide.
What is CLI and AFF. I have seen comments on them here but do not know what it is or how it is set up.
Is it normal to get NB O and VE+ warnings at a pretty constant rate during AT?
PG 101 of my new downloaded User Guide says "Edit Tune allows you to edit Dynojet Tune, Custom Tune, or Copy of Stock Tune files directly on the Power Vision using the following steps. Program Vehicle >Edit Tune.Does this not work as my PV does not offer edit tune under program vehicle.


Here is my bike configuration
2007 FLHTCU 96 CI 56K miles
SE AC running stock Football cover
V & H Big Shot Duals
Andrews 48 cams


Looking forward to working / learning on this through these posts. Thanks for all the help you have been up to this point. I retired from an OEM marine automotive group using Delphi ECM's so I have been around this but not involved this deep. Any comments or suggestions are appreciated.

Here is what I will log today.

 

From what I read, you found a tune set up for a 48H cam, then copied tables from that into your map?

There has been a lot of discussion lately on this. There are hidden tables that you can not see or edit that should be set for the cam you are using. ( Your user guide still says you have access to some of these in WinPv, but they have never opened them up for us. )

According to robknc's post, the 07T096_48H_2-2.pvt map in his zip file was the one provided from DJ for his cams. I would either start with that map, or contact DJ yourself and get a map from them to start with.

See http://www.dynojet.com/powervision/p...n-faqs.aspx#3c

CLI=Short Term Fuel Trims; just that, brief adjustments the computer thinks it needs to maintain the AFR it has been told.

AFF=Long Term Fuel Trims; like above, but are held in memory longer. The computer uses both when deciding how much fuel it should deliver.

As for your warnings, I don't notice them, don't even know if they ever show up. But a guess is it is telling you the AFR is too far out for the narrow band sensors to get an accurate reading. The PV will then adjust it by a set amount in what ever direction it was out. Then you do another AT session, then another until the PV has adjusted it where it can accurately read and adjust. When all cells are within 5% you are done adjusting the VE tables.

A little hint here: If you wanted to, as DJ suggested to robknc, import your VE tables into the DJ tune there are two ways to do it with WinPv ( besides manually ).

The wrong way: Open the DJ file in WinPV, open your file using Load Compare, click on Compare File , open the VE table, click on the VE table ( upper left corner where it says RPM which will highlight the entire table at once ) click on copy in the tool bar, click on Active File , click Paste . That will copy the entire VE table from one to the other.
Jamie from FM has pointed out somewhere in here that that method should only be used between two identical map strategies, otherwise some hidden stuff may get transferred over that is unwelcome.

The right way: Open your file, in the left pane put a check mark next to each of the VE tables, go up to the tool bar, click File , Save Selected Values , then give it a name like Temp-VE.
Now open the DJ file, in the left pane put a check next to each of the VE tables, got up to the tool bar, click File , Load Selected Values , then choose the file you just saved. It will ask to confirm. They must be the same type, such as both maps use TPS based VE files. You can't import a MAP based VE into a TPS based VE table.

Hope this helps.

 

BTW, did you have any luck or try this?
http://dynojet.com/powervision/powervision-faqs.aspx#3d

As for your Edit question, I don't have that either ( and I believe I have the latest software. )
That has been in the last three user manuals they published, and like the IVC and IVO tables, maybe hasn't been implemented yet?