Anything can go bad. But remember the stock o2 sensors are narrow band, meaning they only have the capability to read a certain paramiter of air fuel, if you bike was way off on it's tune (or not tuned at all) and it was lean out of range of the o2 sensor, the ECM will not be able to adjust. Is your bike throwing any codes? Feel free to pm me or start a new topic if you don't want this to get further off topic.

 

 

Let me see if I understand this. I'm considering a set of V & H Dresser Duals, with 4 inch rinehart slipons, and a big sucker AC with a PC V. If I go with the PC V, the O2 Sensors are disabled somehow? Why is that? Is the same true if the SERT is used?

 

The PCV (5) is an add on to the HD ECM, It basically intecepts signals to and from the ECM, so in order for the system to work, it has to "trick" the ECM in a few area. 1 of them is the o2 sensors. The o2 eliminators trick the ECM into thinking that the feedback from the sensors is ideal, therefore the ECM will not attempt to make adjustments to air fuel. The other systems like the SERT, SEPST and the TTS do not use o2 eliminators. Since you are actually tuning the VE tables in the MAP in the ECM, there is no reason to "trick" the ECM. Hope this helped.

 

The stock ECU uses O2 sensor data to make AFR adjustments. The PCV does not want anything else controlling the AFR, so the sensors are stubbed out (sensor input eliminated). The bike runs completely open loop based on the map in the ECU plus the delta map in the PCV.

All the PC brand tuners eliminate the stock O2 sensors, but the auto tune module puts different sensors back in.

Check out the TTS tool kit if you want to retain closed loop operation (as most of us do) with an effective and DIY friendly tool at a reasonable price (if anything HD can be considered reasonably priced). This system as well as some HD tuners (SERT etc) remap the ECU, so the bike runs better, while retaining the advantages O2 sensors provide (or you have the flexibility to set the ECU to run open loop if you so choose, or change your mind).

The fuel pack and other fuelers retain the closed loop operation but add a bit more fuel.

Auto tune systems come with their own O2 sensors.

If you don't want to fiddle with it, there is an outfit that will reprogram your ECU for you that is pretty good.

 

"Trick" sounds like the PCV is perpetrating a mortal sin upon the ECM. I believe I'm correct in saying the PCV functionally does the same thing as changing the VE tables in the ECM. If you started with 80 in one cell and changed it to 88, the same result would be to insert "10" (designating 10%) in a PCV map in the same cell. Either way you get the same injector pulse-width. Neither the ECM nor the injector knows the difference, right? So it seems like a victimless crime to me.

 

Yeah but "trick the ECM" is the easiest way for me to explain it. I wasn't trying to insinuate that the PC doesn't do it's job and isn't an adequate product. Just that it acheives it's goals in differn't ways than a product that has the capabilities to flash the ECM. It "manipulates" signals. Besides, if DynoJet didn't think that writing to the Ecm wasn't a better way, they wouldn't have developed the vision. With the ability to rite to the ECM they opened up a whole lot more for the PC users like yourself. Some of the features have always been available to some of the other tuners and some of them are revolutionary. It's all good stuff. Pretty much all the tuners work as advertised, it just comes down to user preference. I tune pretty much all of them, some I prefer more than others.

 

Has anybody considered the different brand's (Shell, Mobil etc.) of gas to be a factor in all of this?
I have a PCV on my 2012C and noticed that I get more decel popping and knocking on WOT depending on who's brand of gas I'm using.
Also wonder if a tune is done on 'X' brand of gas will the tune be effected when using another brand of gas?
PS I always use 93 octane.