So, here's where I am now and why I started this thread. Before installing the PCV I had absolutely no trouble at all with the motor coming off of hot mode. Occasionally I could tell it had since it would bobble a little bit but all and all it was seamless. After installing the PCV and doing nothing else the motor would not come off of hot mode without stalling. I called Fuelmoto who redirected me to Dynojet. I spoke with a fellow over there who took down my number in case anything developed relating to the problem. At that point I didn't know and still don't know if it is a problem with my bike, the PCV or the programming. I simply posted asking if anyone else had the same setup as me without any hot mode issues. One other poster mentioned he was having the same problem. A few other guys jumped in taking it to another level which wasn't my intention.

Jamie checked out his own '09 which may or may not have the 103" Stage II I'm running. He suggested blipping the throttle before driving off in order to get it out of hot mode. This wasn't necessary before the PCV but no problem for me if it works. I tried that today and it barely worked. When I try to blip it I get a horrendous banging sound like when the bike first starts. At that point the rpm drops a little bit and then it catches. From that point I can drive off. Being a 103" Stage II might be a key to the problem assuming for the moment that Jamie's is stock. The compression pressure with the 255 cams is higher than normal which also necessitated having CRs installed which is another thread entirely. I received a call from Dynojet after they had been contacted by Jamie this afternoon. They referred to Jamie's report about blipping the throttle at which time I told him that it wasn't working very well on mine. He said he would speak with his people again and see if there is anything they can do. He also suggested that I could return the unit to them for inspection.

For me this is not such a big deal. In the worst case I'll just leave it turned off. I had no intention for this to get so blown out of proportion. From what I have experienced I am fairly sure the PCV is actually at the root of the problem only because the problem didn't show up till I installed it. Having said that, the motor runs so much cleaner with the PCV that if the hot mode can't be made to work I won't miss it too much.

So, that's my story and I'm stickin' to it

Marc

 

There you go, he has spoken so it must be! The arrogance on this site never ceases to amaze me.

 

Damn and I thought 4 inches of new snow in my driveway was a problem.


LOL Tim

 

Seeing how the TC88 never had EITMS, I was under the impression that the hot mode was Harley-Davidson's bandaid fix for the problems caused by the EPA-mandated lean AFI ratios on the TC96. And consequently that a PCV with the right mapping would pretty much eliminate the need for it.

Is that not the case?

 

The PCV, or any tuner for that matter, will help. But, there is only so much that can be done to control heat with AFR's and timing. EITMS will still kick in every now and then...and in my case I'm running higher AFR's (14.6) in cruise range for mileage. Oil Cooler is the way to go. Even with a tuner and an oil cooler you may enter EITMS mode when sitting still or in heavy traffic on hot days.

EITMS is a pretty good tool to help control the temps and prevent engine damage...it may still need a bit of tweaking to make it work as it should...but through modifying your roll on the throttle from a stand still you can learn to eliminate the risk of stalling out. One of those things you need to adjust for...

EITMS, a tuner, and an oil cooler all combine to make a good system for keeping the temps under control and protecting your investment...but any one by itself can't do the job fully. JMHO

 

I also have the 255 cams and yesterday in a trial for EITMS I didn't have any of the symptoms you describe. OTOH if you have flat-tops you may be running slightly higher compression than I am with my otherwise stock TC96.

It occurred to me that if the base map has been altered at the 0%, perhaps even 2-5%, portion of the fuel table at and/or slightly above idle this could cause problems recovering from EITMS. Marc, for kicks try temporarily setting 0-5%TP at 750-1250 RPM's to "0" and see if anything changes. Jamie should have programmed more fuel for that area in his standard base map, although I think this is a long-shot idea. More fuel as in Jamie's base map should make it recover more readily, I would think.

 

Just to straighten some of this out you need to understand EITMS is not the same in all calibrations for all bikes. Different models and different years use it differently so your results with any add-on box will vary from bike to bike. EITMS has three different components that CAN be used and they are not all used all the time on all bikes. With any add-on box I would not make any changes to the HD system below 1400 RPM. This way you will not effect the operation of the EITMS.

2009 DBW bikes can turn it off/on by the rider input. 2008 DBW with updated calibrations can turn it off/on by the rider but early calibrations will not allow this. All bikes with cable throttles cannot switch EITMS off/on, it takes a dealer reflash and you only get one way or the other.

 

I have an '07 with the reflash--IOW automatic EITMS with no on/off provision. As I mentioned above I triggered it for the first time in my garage yesterday, and the threshold was 290° as shown in the PC software. When it kicked in the rear cylinder AFR shot up into triple digits, which would be expected since fuel for that cylinder has been cut off.

I don't see why you would need to be concerned with any RPM above 1000 as related to EITMS, however. My bike has always idled at 900-950, above that only when cold, and when EITMS kicks in the RPM is also reduced, although I didn't notice exactly where it settled yesterday when it happened. In response to revelations in this thread I've set target AFR's from 1250-2750 RPM's at 0% TP, leaving idle to run on the base map (open-loop), and that should cover it for my situation. Took a ride today and all is well, although I didn't get anywhere near hot enough to trip EITMS.

 

If you have EITMS active on your bike it will turn on when the engine speed falls below 1250 RPM and stay on until the engine rises above 1350 RPM. This is why I said to leave the adjustments alone below 1400 RPM that way it does not try to correct for the fuel being shut off. Make sure if you are trying to run an auto tune that it's shut off in this area as well. If you do this it should have no effect at all on the operation of the EITMS for any of the bikes. The DBW bikes do not shut the rear cylinder off, they shut both off at different times so it will drive the system nuts if it's trying to maintane a fixed AFR from a auto tune device.

 

A tech I spoke with at Dynojet today said that EITMS being activated wouldn't affect the PCV-AT because it only responds to input from the ECM, and if the rear cylinder is shut down it won't be sending any data, "fuel pulses" I believe were the words used. Thus with no instructions the PCV wouldn't make any changes.

I didn't ask him, but it would seem logical that if the ECM has shut down the fuel to the rear cylinder anything the PCV does to intervene wouldn't have any effect. Am I reading into this correctly?