I had a PCV went from here to Ohio through the NC mountains, every time I would stop for fuel the bike would surge at Idle. By the time I got to Ohio it was cutting off at idle. Went to the HD dealer and had them put some plugs in. Said the old ones were fouled out. Came back and did not have the exact same issue but the check engine light came on. So i ripped it off my bike once I got back and never looked back. Wondering since this device is a plus minus module even tho the computer is adjusting the afr using the MAF being that the PCV is tricking the signal it would still run richer than it should at the higher altitudes. I thought the ECM logic used the o2 sensors as a fail safe way to check the rich/lean condition of the exhaust and then refers to the VE, timing, and MAF sensors to come up with a solution.

 

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Both ways are effective for tuning. It sounds like there was some sort of problem somewhere as there is nothing adaptive on the PC-V and unless there is an issue it will not cause and engine light. An easy answer on how the system works would be that the ECM looks at MAP, IAT, ET, CP and TPS and uses the lookup tables in the calibration (VE, Spark, etc) to "command" the fuel delivery/spark timing, then on the control side of things if the AFR/Lambda table is set up for closed loop (14.6-15:0 on AFR bikes .977-1.03 on Lambda based cals) the O2 integrator uses feedback to maintain what is written in the calibration and later adaptive block learn. The system does not have a MAF sensor. As far as the PC-V goes it does not trick the system it uses injector drivers and actually runs the injectors, it looks at the current injector pulse and uses it for a baseline.

 

Thanks for the information, I still dont understand why my PCV caused so many issues, I can say it was this unit cause once i removed it all the problems were gone. The Super tuner has worked flawlessly