Power Vision Information Thread
#7801
Here is something I put together recently. Not really "Harley only" but tuning is all the same. The names just change a little.
http://www.nbs-stl.com/tuning/BasicTuning101.pdf
http://www.nbs-stl.com/tuning/BasicTuning101.pdf
#7802
Ignition timing is somewhat more difficult to do with clear cut screen shots. This motor has the only logical timing plot I have ever seen.
In this plot MAPxRPMxVE is the airflow and Ignition Advance is on the vertical axis. Notice that there is a clear pattern to the graph. This map was developed by the dyno gurus at Motec on the bosses personal motor. It is unlikely this pattern I found is a coincidence.
http://www.nbs-stl.com/MLVDemo/255%2...otIgnition.png
this screen shot is even more telling as to what they are doing.
http://www.nbs-stl.com/MLVDemo/260%2...IgnitionTp.png
Andy
In this plot MAPxRPMxVE is the airflow and Ignition Advance is on the vertical axis. Notice that there is a clear pattern to the graph. This map was developed by the dyno gurus at Motec on the bosses personal motor. It is unlikely this pattern I found is a coincidence.
http://www.nbs-stl.com/MLVDemo/255%2...otIgnition.png
this screen shot is even more telling as to what they are doing.
http://www.nbs-stl.com/MLVDemo/260%2...IgnitionTp.png
Andy
Last edited by whittlebeast; 11-22-2015 at 08:43 AM.
#7803
Ignition timing is somewhat more difficult to do with clear cut screen shots. This motor has the only logical timing plot I have ever seen.
In this plot MAPxRPMxVE is the airflow and Ignition Advance is on the vertical axis. Notice that there is a clear pattern to the graph. This map was developed by the dyno gurus at Motec on the bosses personal motor. It is unlikely this pattern I found is a coincidence.
http://www.nbs-stl.com/MLVDemo/255%2...otIgnition.png
this screen shot is even more telling as to what they are doing.
http://www.nbs-stl.com/MLVDemo/260%2...IgnitionTp.png
Andy
In this plot MAPxRPMxVE is the airflow and Ignition Advance is on the vertical axis. Notice that there is a clear pattern to the graph. This map was developed by the dyno gurus at Motec on the bosses personal motor. It is unlikely this pattern I found is a coincidence.
http://www.nbs-stl.com/MLVDemo/255%2...otIgnition.png
this screen shot is even more telling as to what they are doing.
http://www.nbs-stl.com/MLVDemo/260%2...IgnitionTp.png
Andy
Folks on this thread including myself don't have close to the tech knowledge or the equipment to put that knowledge to use.
Some of us don't even have access to a good tuner, so trial and error using the butt dyno (old school) seems to be the norm for some, present company included.
It kind of sucks wondering how much unburned fuel and power you leave behind not knowing for sure whether or not your timing is fully optimized.
#7805
However, what I see every late fall (late October/November) here in New England is a definite change in the number of events recorded and I'm pretty sure it's a change in the gas ethanol mix the gas companies hoist on us in the winter months, at least this is what I've been told.
It's been quite cold here lately but the bike isn't away yet, so I might get out this coming week and I'll do a log of the standard channels. I'm not really thinking I have a problem with the tune Jaime did for me, but a 2nd one for this change when the weather turns might be good.
#7806
Thank you Oldhippie,
I have been reading pretty extensively and while I feel I am starting to get a better understanding of some of it, I am still puzzled by other parts. I am an IT Engineer myself, so I understand excel, and I log often. So a few questions I have:
1. We are told to auto tune to get the VE tables dialed in, but then we are told that we sometimes have to edit the VE tables.. So what I dont understand is on every tune I have looked at that has been sent to me for my bike, the VE tables are much larger numbers than what I get with Autotuning....I have a friend that is very good at tuning and has really made me some great tunes, and those tunes also have much larger numbers in the VE tables...
2. I know how to edit the PVV files to make them work in PV LT, but not really sure if it is helping much. I get the feeling it doesnt tune for performance, on efficiency and optimization. If I want a map that is really strong on the bottom (2200-4000rpm) when you roll on the throttle, how can that be achieved with a tuning software that doesnt appear to allow for a specific power result?
I actually tried "my Tuner" and its pretty much the same as the PV LT...as I can see.. I was going to buy it, but it will NOT let me...it crashes on every machine I own.. including work machines.. So I gave up.. I digress..
2007 Screaming Eagle Road King 110ci
Stock Heavy Breather (so they say)
No engine mods (255 cam, etc)
V&H Slash Cut rounds, V&H stock baffle.
Fulsac True Duals Conversion
PV2 (Powervision) All of my PV software is current.
Thanks guys.. I just want to learn more about what is actually happening. I am with many of you when I say, I am pretty smart LOL...and I cant really make heads or tails of MLV graphs either..
Glen
I have been reading pretty extensively and while I feel I am starting to get a better understanding of some of it, I am still puzzled by other parts. I am an IT Engineer myself, so I understand excel, and I log often. So a few questions I have:
1. We are told to auto tune to get the VE tables dialed in, but then we are told that we sometimes have to edit the VE tables.. So what I dont understand is on every tune I have looked at that has been sent to me for my bike, the VE tables are much larger numbers than what I get with Autotuning....I have a friend that is very good at tuning and has really made me some great tunes, and those tunes also have much larger numbers in the VE tables...
2. I know how to edit the PVV files to make them work in PV LT, but not really sure if it is helping much. I get the feeling it doesnt tune for performance, on efficiency and optimization. If I want a map that is really strong on the bottom (2200-4000rpm) when you roll on the throttle, how can that be achieved with a tuning software that doesnt appear to allow for a specific power result?
I actually tried "my Tuner" and its pretty much the same as the PV LT...as I can see.. I was going to buy it, but it will NOT let me...it crashes on every machine I own.. including work machines.. So I gave up.. I digress..
2007 Screaming Eagle Road King 110ci
Stock Heavy Breather (so they say)
No engine mods (255 cam, etc)
V&H Slash Cut rounds, V&H stock baffle.
Fulsac True Duals Conversion
PV2 (Powervision) All of my PV software is current.
Thanks guys.. I just want to learn more about what is actually happening. I am with many of you when I say, I am pretty smart LOL...and I cant really make heads or tails of MLV graphs either..
Glen
#7808
Glen
See if this helps out on getting your head around tuning.
www.nbs-stl.com/tuning/BasicTuning101.pdf
Andy
See if this helps out on getting your head around tuning.
www.nbs-stl.com/tuning/BasicTuning101.pdf
Andy
Thanks
Glen