On the contrary. Below is the list of tables that the FP3 edits and flashes. There are a couple more depending on domestic/international calibration and model/year. But suffice to say, it does more than just fuel. Also, before the list is a forum statement I wrote awhile ago to help clear the air on questions like this.

I want to clarify something with all the read ers of this thread. The FP3, PV and SE all control the same core tables for tuning. Such as but not limited to, VE tables, AFR table, Spark tables, PE tables, rev limit, idle rpm and more. The tuner is the tool one uses dial in and "tune" the bike. It is a common misconception that one device performs better than the other, when in fact it is the one who is tuning it that makes the difference. Whether it be a dyno operator, tuning specialist or kid next door, the FP3 is as flexible and powerful as you want it to be or as simple. Most dyno operators favor the use of other brand's devices because they are accustomed to it's software and have tools that integrate with their dyno. However, not everyone wants to, or needs to, dyno there bike to accomplish tuning it to their liking. BTW, you can still dyno with a FP3, the tables are still in the same native tuning format.

The FP3 has a much simpler GUI that the majority of people can pick up, and tune their bike in without the use of any other equipment, (with the exception of a smartphone of course). We have a database of over 10,000 maps ranging from completely bone stock to intake, exhaust and more. We have 5 Eddy Current dynos that we use to create maps for all the specific setups and calibrations. On top of the dyno testing, we also do a specific street test to ensure optimal ride-ability and economy. Suffice to say, that the FP3 is NOT a simple Stage 1 replacement device. But a device that can grow with your bike's build.

In the next update we will be offering a new feature for you to select your camshaft from a list of over 50+ aftermarket cams. This will make the adjustments for your map for IVO and IVC. Then run the AutoTune to smooth the rest of the map over. You can change displacement, injector flow rating and more for the more intense setups.

Another feature that is commonly overlooked, (and the OP has direct experience with as well) is our Customer Service area. We can make specific adjustments to your map and send it right back to your phone, all remotely. One such example is decel popping. Some setups have more than others and need an extra adjustment. All the user has to do is upload their map via the customer support tab, send us their VIN and we can make the adjustments if the user is not comfortable or does not know what to change. All the user will have to do is click "Download and Flash" and it will flash that map and its changes directly into the bike. So if there is something within question or needs adjustment, we can help you out, anywhere.

The FP3 is constantly evolving. There are even more features in the pipeline that further expand the FP3's tuning arsenal as well as satisfy user requests. All are free OTA (Over the Air) updates that automatically prompt you when you connect to your FP3.

Hope this helps any readers with any questions or doubts about the FP3. If anyone has any other questions, please feel free to send us an email through the application or customer service areas.

Air/Fuel:

front/rear VE, : a percentage indicating how completely the cylinder is filling

with air.

AFR, : the desired or “target” air/fuel ratio. The ECU uses this number to

calculate how much fuel to spray.

throttle progressivity (primary and secondary): Percentage indicating how

far the throttle blade should open. Compares the amount the twist grip is

rotated and how fast the engine is running.

Throttle table switchover gear: Two tables are available so one can be more

aggressive than the other. This value indicates when to switch from the

primary to the secondary table.

Acceleration, : amount of extra fuel to add when the engine is accelerating

Deceleration, : amount of fuel to remove when decelerating

F/R charge dilution, : Amount of exhaust gases remaining in the cylinder

after the exhaust valve is closed. The computer only uses this table when

manifold pressure is less than 60 kPa.

Closed loop range, :within this range, the ECU will use O2 sensor feedback to

adjust the fuel delivery

closed loop activation temp,: minimum temperature the engine must attain

before the ECU goes into closed loop (in “closed loop”, the Oxygen sensor is

used to trim the amount of fuel sprayed into the engine).

closed loop deactivation temp,: If the engine temperature drops below this

temperature, the ECU will go from closed loop to open loop mode (in “open

loop”, the ECU does not use the Oxygen sensor to trim fuel delivery)

Map load normalization,: table to compensate MAP readings for intake flow

restrictions. You should not need to adjust this table.

intake valve opening/closing angles,: indicate to the ECU when to read the

MAP sensor. This number is converted to a crankshaft sensor tooth position.

Adaptive control min temp: Minimum temperature where the ECU will start

to save the O2 sensor trim values (“learning”)

Spark:

F/R spark,: Spark timing table. Degrees of spark advance based on engine

load (MAP) and engine speed (RPM).

spark vs. engine temp,: Table to adjust the base spark timing for different

engine temperatures.

spark vs. air temp, Table to adjust spark timing for air temperature. Gives

you the ability to pull timing out at high load with high air temperature.

spark vs. head temp,: Table to adjust spark timing for head temperature.

Gives you the ability to pull timing out at high load with high head

temperatures.

adaptive knock retard, Maximum amount of knock retard which can be

learned. Based on engine load and engine rpm.

max knock retard, Maximum amount of retard which can be applied.

knock control activation temp, Minimum temperature where knock control

will start working.

knock control deactivation temp, If the engine temperature drops below this

level, the ECU will turn off knock control.

idle spark gain, The ECU will adjust the spark timing when the engine is

idling to help control the idle speed. This number affects how aggressive the

function is. You probably don’t need to adjust this.

idle spark max, Maximum amount the spark timing will be adjusted to

smooth idle rpm.

F/R closed throttle spark, Spark timing when the throttle is closed.

Closed throttle spark max tps. Maximum TPS setting where the Closed

Throttle Spark table is used. Above this temperature, the normal spark

timing tables are used.

Performance mode:

PE afr,: Performance Enrichment mode is a special “engine preservation”

mode designed to help keep the motor from being destroyed. After a period

of time at wide-open- throttle, the engine will start to add fuel and reduce

spark timing. This table indicates the desired AFR vs time. The longer the

engine is in this mode, the AFR should slowly decrease.

PE spark, : Spark timing while in PE mode.

PE disable rpm, :Once the engine is operating in PE mode, the RPM must drop

below this level before it reverts back to normal mode.

PE enable RPM,: Engine rpm must be above this level before entering PE

mode.

PE disable TPS, Once the engine is operating in PE mode, the TPS must drop

below this level before it reverts back to normal mode.

PE enable TPS, : The throttle position must be above this level to enter PE

mode.

Startup/Idle:

cranking fuel, Amount of fuel sprayed into the engine when the cranking.

Expressed as milliseconds. Engine displacement changes may require

changes to this table.

warmup enrichment, When the engine is warming up, it requires more fuel

than when it is fully warm. This table specifies the amount of enrichment.

iac crank steps vs. temp, When cranking, there is a minimum amount of air

required to get the engine to start. This air is controlled by the IAC motor

position. When the engine is cold, more air is required. This table allows you

to adjust this relationship.

iac crank to run,

iac warmup, Table indicating the initial IAC position vs. engine temperature.

The closer these numbers are to the actual IAC position, the smoother the

initial idle will be. Displacement changes may require adjustments to this

table.

idle rpm. Desired idle speed at various engine temperatures. Warning: oil

pressure drops with engine rpm and HD warns that 900 rpm is the minimum

speed to have adequate oil pressure.

Active exhaust

First gear: The HD exhaust system includes a restriction valve on

international bikes. This valve can open and close to help meet local noise

regulations. One table per gear. The bike must be moving for the ECU to

know which gear it is in; results with the bike stopped can vary. 100 is full

open, 0 is full closed.

Second gear: table for second gear. 100 is full open, 0 is full closed.

Third gear: table for third gear. 100 is full open, 0 is full closed.

Fourth gear: table for fourth and fifth gear. 100 is full open, 0 is full closed.

General:

Rev limit, maximum engine speed allowed.

injector size, Rated size of the fuel injector.

MPG adjustment, Adjusts the MPG reading on the bike. Larger numbers show

higher MPG.

engine displacement, Engine size.

Gear ratios (first, second, third, fourth, fifth, sixth): Gear ratio for each gear.

The ECU uses this info to know which gear it is in.

 

Thanks VHCNEELY.

 

Excellent clarification. I love mine.

 

Well there you go. That was definitely on topic. That highly detailed answer from VH explains why I love my FP3.

 

great VHcneely. and like I thought, it is capable...but who will do it?

once I decide what route I go, are you saying any educated dyno guy can manipulate my bike using the FP3?
if I go beyond the cam, are you able to help me remap my bike for with say, new heads? or a full top-end upgrade?
...this is where I'm a little hesitant to commit to a kit not knowing how I'll go about getting a tuned.

 

Was I the only guy who started file gently reading every line of that list only to realize it was a mile long and then skip to the end of the post lol.

That being said. I own an FP3. It is very easy to use, which can sometimes make people think it's not as powerful as more complicated solutions.

The FP3 simply a conduit through which you bikes computer can harness the power of your smart phone and the limitless resources of the Internet.

My only complaint is that I wish there was more technical information availible. The directions provided are simple and get you started quickly, but I also wish there was a portion of the website that went into great detail about the features on this product.

 

VHCNEELY

Thank you very much sir, definitely helps with my future mods.

 

that really clears it up! thanks VHCNEELY!


I originally got the FP3 2 years ago just for a stage 1 thinking it would do a cam swap later on, this last az bike week S&S and Trask both told me that it would do timing and I would need a power vision.


would I be able to get a map to start with if I just did a cam, head work, and bumped compression up?

 

That's a great question. The FP3 was created with idea that will be easily updatable and constantly expanding to meet the needs of its consumers and dealers. Once the FP3 was released, development didn't stop there. We are constantly releasing updates for new features, abilities and streamlining current processes to make it faster and easier to use. Of which includes integration for dyno use. We are currently developing ways for dyno operators to be able to easily make changes, data log and create maps as well as store them. Our last update included a new tool called "Bulk Editing" which allows users to select blocks of cells and make changes by using a multiplier, percentage or single value. Without giving too much information, we recognize and understand this shortcoming and working hard to make it easier for dyno operators all over the world use the FP3. This is in development now with many other new features.

This is also in the works. It will be an instructional manual outlining how to use key features and where to find them within the app. It will be more focused on what it does and how to use it, than how to actually tune your bike.

 

Vhcneely pretty much sold me on on an FP3. I was already leaning that way anyway but this thread cleared up some questions.