Tenforeplay
Well-Known Member
I would like to see a tutorial using the PV3. A step by step operation
Tuning with the Power Vision 3
- Thread starter hulkss
- Start date
siroco
Active Member
Hello guys, I don't know if my post should go in this section, I apologize in advance if not. I was a little bored at home because I am convalescing due to a recent unimportant surgery and I started analyzing the run logs that I had stored. Using the graphs that Dynojet WinPEP8 offers us, I have realized that although my motorcycle runs well, the graphs indicate that there is a certain imbalance in the richness of the air/fuel mixture. It seems that cylinder number 2 has excess fuel and, on the other hand, cylinder number 1 demands a little more fuel. Although the trim values are within the limits, (-60/60) I wonder if I should work accordingly by checking cylinder 2 vacuum leaks, dirty cylinder 1 injector or synchronization of the throttle bodies. Or it's just normal... although it doesn't seem that way to me.
What is your opinion?
Thanks in advance everyone.
What is your opinion?
Thanks in advance everyone.
Tenforeplay
Well-Known Member
Anybody point me in the direction of V2 of PV3? They have a version 3. something out now on their website and I cannot find the V2 so that I may have more parameters. The V3 doesn't include all parameters discussed above unfortunately.
Thank You!
Thank You!
Tenforeplay
Well-Known Member
Well like the bank heist movie, I'm in! Thanks to pooh and xtine (Mark) who sent me the v2 of the pv3 and my fumbling around till I found what buttons I wasn't pushing correctly, I finally got to where I wanted. The v2 has quite a bit more than v3 available. After looking again at the hulk tune I decided that there really wasn't a whole lot to do, and the bike is running pretty good. I did notice there was a little miss rough running off idle when cracking open the throttle but the bike was at 140-150f temp and that might have contributed, otherwise it idles good. I think the steady spark table at idle contributes to a better idle quality vs. the stock tune where the low rpm spark moves around and confuses everything. Probably a lot of extra in v2 that will never be used but v2 includes some valuable parameters that are useable like engine decel.
And I will add I think there is power to be had via the spark table. At the higher rpm they drop the spark advance from 34 down to 27 range for some reason. But the thing runs so well and longevity is there to change it would be questionable.
Thanks to everyone and Mark
And I will add I think there is power to be had via the spark table. At the higher rpm they drop the spark advance from 34 down to 27 range for some reason. But the thing runs so well and longevity is there to change it would be questionable.
Thanks to everyone and Mark
Last edited:
Tenforeplay
Well-Known Member
I wonder, without fiddling and diddling, if anyone has had success changing the co number on gen 2 US version bikes using the pv3, since at the moment it is my belief that it must be dealer performed.
mybackhurts
Well-Known Member
Don't tease me with a good fiddle and diddle....
siroco
Active Member
siroco
Active Member
Last update, for those who may be interested; Although I see that I am left alone here with my Power Vision 3.
I just loaded the full map, an exact copy EURO 3 on my EURO 4 bike just for fun. At first I was a little worried about the big difference in ignition timing, but what the hell! If it is exactly the same engine... It turns out that it is the best I have been able to do; The bike now simply floats on the asphalt, no more jerkyness. The only problem now is to pass the annual technical emissions inspection, with a little luck the larger Euro 4 catalyst will eat the gases, otherwise I will adjust the map to EURO 4 but only in neutral, which is the gear in which emissions testing is performed. Of course if anyone wants a copy I will be happy to provide it. Merry christmas.
I just loaded the full map, an exact copy EURO 3 on my EURO 4 bike just for fun. At first I was a little worried about the big difference in ignition timing, but what the hell! If it is exactly the same engine... It turns out that it is the best I have been able to do; The bike now simply floats on the asphalt, no more jerkyness. The only problem now is to pass the annual technical emissions inspection, with a little luck the larger Euro 4 catalyst will eat the gases, otherwise I will adjust the map to EURO 4 but only in neutral, which is the gear in which emissions testing is performed. Of course if anyone wants a copy I will be happy to provide it. Merry christmas.
pooh and xtine
Well-Known Member
I agree with you - my Euro 3 bike was better than the later Euro 4 versions, and it ran even better with a couple of O2 eliminators so that it ran from the base fuel map without any adaptive learning (closed loop). In that state it returned over 60mpg as well. However, my Euro 5 Tracer 9 fuels beautifully as stock, so it shows the benefit of a wide band O2 sensor (which the ST should have had all along, but Yamaha didn’t develop the bike after 2014).
Thanks for your time and effort on this, I have some experience in this area and understand how complicated and interactive it can be. I do have a couple of questions and comments that I would appreciate your thoughts on
1. Have you dyno'd a bike with this setup? Do you have any idea on if there is some performance or fuel economy gains
2. I currently run mine on 87 octane, and it seems to do fine, in your opinion will this still be possible with your ignition maps?
3. A couple of my major gripes are, off throttle engine braking, snatchy off throttle engine response especially in sport mode, and power reduction in the first 2 gears. Have you made any significant changes in these areas?
Needing some help ! Bottom line is The tune software to edit and build is a little over my head. most of my tools have my SS # engraved in them were old !
I have put together a new 2024 700. Mods include Delkevic full exhaust - GYTR Air Box from Germany - Charcoal delete - PV - 3
Dyno jets closest map was so lean the bike would start ,, begin to surge then stall, I recorded the start to stall and dyno jet took over my computer and made adjustments to fatten the bottom
it will idle but still with a slight searching or surging runs decent around the lot but still needs help. my first attempts at picking it up some downshift blips seem hollow and light
when I purchased PV -3 I thought it would display AFR. Now they say even with new O2 sensor and wideband add on that you still need to make the changes yourself
50 miles on bike dont want to ride lean. live in remote Utah . closest dyno a Harley shop 275 miles away and they only do Harleys
I purchased Airbox from Off The Road / Germany they have maps for free but only in UK version that they say will not work
T hank You for any help
Old Moto
Attachments
The latest versions of Dynojet software no longer can change the parameters necessary for performance tuning. Even if you can get the older version 2 software I don't know if it will work on your bike with newest PV3.
1. The main gains are in the feel and response of the bike with great drivability. Based on driving the bike, there are gains in power across the rpm range. Peak power is probably not increased much. Fuel economy may be a little better. I have not put my bike on a dynamometer.
2. The owners manual in the USA states that the engine is designed for a minimum of 91 octane fuel. I would not use the tune I developed with less.
3. My tune has smoothed the engine braking but not eliminated it as it is desirable to have some. The throttle control is greatly improved. The non-sport mode is really smooth for great control of traction and wheel spin on dirt or gravel. Power reduction has been removed from the lower gears.