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DAVO
David wrote:
 Davo, did either of your bikes have a rattle / clack that the PVCX and Craig were able to reduce / eliminate?
Yes it only had the rattle on both bikes after the stg 2 install it is a timing issue yes it was eliminated on the Vintage but I have had pinging rattle issues on the front cylinder of the  Roadmaster at certain loads and rpm's, had to do some more logging data to fix it.
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David
Thanks for your time Davo - I will let you know how it goes
2017 Indian Springfield
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Cloud
what a difference 4 mths makes, process mostly the same, b4 the PVCX turned up, downloaded the Powercore Software and waited.

PVCX unit arrived just b4 Anzac, plugged into the bike, followed the instructions, to about 15 mins for that

went to the puter plugged into the software loaded the PV info and it did its thing, scrolled the the available maps, grabed the 1 for me and downloaded

back to the bike, plugged in and uploaded the map, took about 15 mins, shut down the bike, had a smoke, fired her up to make sure it was guna start, then went to bed

Anzac morning, Dawn ride, 50 odd km trip into to meet up with others and....mmaaattteee wat a change, smoother, no bucking and carrying on, but unfortunately quieter, most of the popping has gone, fuel has gone from 4.8 to 5.2, and its an all round nicer ride, bike has never had knocks or noises, so algud

went for a bigger ride after the ceremonies and she didnt miss a beat, seemed to answer every call i gave her with slight or no hesitation, she now a different animal

got a few little tweaks Id like to adjust but thats it, wat a change, I recommend this unit very muchly
Ride Safe, Ride Often
2016 Chief Dark Horse
with a few modest mods
NOR Perth WA


IMRG AU - 101381
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Dr Waffles
The software has come a huge way in that time.
The base maps are typically better too.

They have removed the unnecessary tables, added new ones, improved stability, firmware updates rarely crash anymore.
Even something as simple as setting the throttle celing tables is easier, they used to cause a check engine light and limp mode no matter what you did with them.
Personally, I wouldn't use anything else; especially with non genuine parts. 
There's still a few things I'd like to see implemented, but overall very impressed.
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Kappy
Happy with PVCX and the support from Fuelmoto.
Kappy

Growing Older is inevitable, Growing up is Optional.

BK AUS 1 68223
IMRG AU 101125

Current ride/s
2017 Indian Roadmaster-Willow Green/Ivory--Wicked Willow
Stage 3 BB 116
Freedom Racing slip on and Indian Fishtails.
Lots of Leather.
2000 ST1100 - AnaSTasia
Past rides irrelevant. except Suzuki RG500
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Cloud
hey Jayden, its it a complicated thing to tweak settings like, remove the limiters and adjust the throttle position/lag

did have an issue last friday, where the PVCX was overloaded, how im not sure, but i managed to clear out all of the maps that were in there and keep my stk and djt maps, on my own, FIGJAM, 

so where do i find the correct info to start experimenting, cause i would really like to mount the PVCX to the bike using all if not most of the channels instead of just the rev counter...lol

any info appreciated

still waiting on reply from Fuel Moto , Kappy, will see how long til i get any reply, email sent 27.04.18
Ride Safe, Ride Often
2016 Chief Dark Horse
with a few modest mods
NOR Perth WA


IMRG AU - 101381
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Dr Waffles
Cloud wrote:
hey Jayden, its it a complicated thing to tweak settings like, remove the limiters and adjust the throttle position/lag

did have an issue last friday, where the PVCX was overloaded, how im not sure how, but i managed to clear out all of the maps that were in there and keep my stk and djt maps, on my own, FIGJAM, 

so where do i find the correct info to start experimenting, cause i would really like to mount the PVCX to the bike using all if not most of the channels instead of just the rev counter...lol

any info appreciated


It's pretty easy to adjust the throttle correlation on CX now.  My Subaru liberty uses 5 requested torque tables just for throttle correlation, none of which say X pedal = x throttle.
CX used to have requested torque tables which made adjusting the throttle much more complex. The ceiling tables to my knowledge always need to be a little higher than the respective target table. It should essentially be a safety threshold, so if the throttle ever sicks for some reason it will trigger a limp mode.

Yeah, the data transfer rate is very slow. Every CX I use I clear out all the unused files before I start tuning, saves a lot of waiting around. 
Side note: always make sure you have the latest firmware on the CX!

There isn't really a lot of information tbh, it's not meant for home users. You need to have a very good idea of what's going on and how EFI works.
If you change the wrong thing in the tune, you can cause a lot of damage. And don't think that flashing the stock tune back in will help, nearly every modern ECU has a flash counter. If the flash counter doesn't match up with how many the dealer has done, say goodbye to any
Warranty.

As for using it as a mounted display Ive never really bothered with that myself. We have the data logger running live through the PC while it's on the dyno. So as I'm correcting the injector outputs front and rear (mixture control) I'm watching things like engine temperature, knock retard, current wideband air fuel data, request load ETC. 
Being on a dyno, I'm constantly watching the screen so I can stop if knock is too severe or the mixtues too lean. On the road you'd have to be looking at the right time, and hope nobody pulls out Infront of you.

Remember that the narrowband oxygen sensors are only working and accurate at 14.7:1 AFR, below that it stops correcting and just runs on what your tune says (It may also factor in any long term fuel learnings)
If you're rich in the cruise areas, the ecu may take out fuel in the long term learning tables. Depending how it's coded in that may also cause your high load area to be lean. Something you can't know or correct without a dyno. Buells are terrible for this!

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Cloud
oki doki then, well im never guna be fluent in the language of PVCX, but i would the throttle lag/position changed and limiters removed

or would my questions be better forwarded to Fuel Moto and i guess logging is only of importance if Fuel Moto needs them to tweak a map

thanx
Ride Safe, Ride Often
2016 Chief Dark Horse
with a few modest mods
NOR Perth WA


IMRG AU - 101381
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Dr.Shifty
My 2018 Springfield DH has the moustache bars from new and if I push my feet forward while riding my toes can nudge the bars. When I bought the bike I noticed a vibration in the bars at 2,150 rpm. Because the tacho has increments of 50 I could see that it was not there at either 2,100 or 2,200.

At first I thought it was the harmonic resonance of the bars because of their shape etc. that only gave the vibration at that rpm. Then I started to take more notice of the clacking posts and found that 2,100 rpm seemed to be a hot spot. There seems to be a point at/near that rpm where the motor vibrates more than at other points. Perhaps it's related to the balance shaft that sits under the crankshaft.

When I got the PVCX and flashed the bike the motor ran more smoothly, especially under acceleration. As I fine tuned the bike with Craig's equations the smoothness extended across the whole range of rpm. When I now touch my toes onto the bars at 2,150 rpm I can still feel that vibration, but it's much reduced.

The 2018 bikes have the new pistons which are supposed to prevent clacking, but it's interesting that there is the vibration at that point in my bike.

It's not too far fetched to suggest that if the motor has a natural vibration at that point that relates to the interaction between the crankshaft and the balance shaft, then it will be more pronounced at a certain crank angle. This means it is more pronounced at certain positions of the piston in the cylinder. What if that position matches the most common position for piston slap to occur?

Please note that this is a 'what if?' It's what happens when it's raining outside and I'm sitting reading bike forums. 😊

If there is anyone with a clacking bike and they have a PVCX, my advice would be to also do the reiterative fine tuning with Craig's equations or get him to do the computer work for you with the FuelMoto Remote service.
Cheers, Kim.

From Woodrising (no, nobody else has heard of it either)
Rides a Springfield Dark Horse
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David
Dr.Shifty wrote:
My 2018 Springfield DH has the moustache bars from new and if I push my feet forward while riding my toes can nudge the bars. When I bought the bike I noticed a vibration in the bars at 2,150 rpm. Because the tacho has increments of 50 I could see that it was not there at either 2,100 or 2,200.

At first I thought it was the harmonic resonance of the bars because of their shape etc. that only gave the vibration at that rpm. Then I started to take more notice of the clacking posts and found that 2,100 rpm seemed to be a hot spot. There seems to be a point at/near that rpm where the motor vibrates more than at other points. Perhaps it's related to the balance shaft that sits under the crankshaft.

When I got the PVCX and flashed the bike the motor ran more smoothly, especially under acceleration. As I fine tuned the bike with Craig's equations the smoothness extended across the whole range of rpm. When I now touch my toes onto the bars at 2,150 rpm I can still feel that vibration, but it's much reduced.

The 2018 bikes have the new pistons which are supposed to prevent clacking, but it's interesting that there is the vibration at that point in my bike.

It's not too far fetched to suggest that if the motor has a natural vibration at that point that relates to the interaction between the crankshaft and the balance shaft, then it will be more pronounced at a certain crank angle. This means it is more pronounced at certain positions of the piston in the cylinder. What if that position matches the most common position for piston slap to occur?

Please note that this is a 'what if?' It's what happens when it's raining outside and I'm sitting reading bike forums. 😊

If there is anyone with a clacking bike and they have a PVCX, my advice would be to also do the reiterative fine tuning with Craig's equations or get him to do the computer work for you with the FuelMoto Remote service.


Thanks for your thoughts Shifty - I will go ahead and get CraigB to do the advanced tuning for me via Fuelmoto and hope my bike is a success story!

Do you have any insights / tips on the fine tuning and process of running the logs learnt from experience?
2017 Indian Springfield
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Dr.Shifty
David wrote:


Thanks for your thoughts Shifty - I will go ahead and get CraigB to do the advanced tuning for me via Fuelmoto and hope my bike is a success story!

Do you have any insights / tips on the fine tuning and process of running the logs learnt from experience?


Craig has two sets of equations that run in the PowerCore software, the public ones and his more refined private ones that he uses himself. I used his public ones that take more runs, and gave him a donation.

When you run the logs, ask Craig what sort of runs work best. For instance, the process doesn't want deceleration info so the best runs are steadily increasing acceleration. Don't snap the throttle open, you need to be steady so the device can record full info as the bike moves up through different rev ranges. Look for long hills for runs as you'll quickly run out of speed limit as you accelerate under different loads. These are the sort of thing to get clear so you make the most of the process.

It will take several runs and reflashes as each iteration fines tune things a little more. There is no massive change at any point, just the gradual improvement that is seen more clearly in PowerCore than the feel of the bike. The first few runs work on air/fuel ratio and the second set work on balancing the cylinders.  It took me 12 logs over a week or so. I continued until the difference between successive logs decreased to a level that more logs wouldn't add a great deal more result.

One of the things that surprised me is how little time I spend under high load request. The PVCX shows the load request and keeping it above 50% for long requires a very long road and no speed limit.
Cheers, Kim.

From Woodrising (no, nobody else has heard of it either)
Rides a Springfield Dark Horse
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David
Thanks for the information Shifty - very useful 👍
2017 Indian Springfield
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V-Twin
Dr.Shifty wrote:
One of the things that surprised me is how little time I spend under high load request. The PVCX shows the load request and keeping it above 50% for long requires a very long road and no speed limit.
...but officer, I was not speeding!  I was merely tuning my engine. 🤣🙈
Let's be kind to one another.
Melbourne, Victoria
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Kappy
Cloud wrote:


still waiting on reply from Fuel Moto , Kappy, will see how long til i get any reply, email sent 27.04.18


What did I forget to do?
Kappy

Growing Older is inevitable, Growing up is Optional.

BK AUS 1 68223
IMRG AU 101125

Current ride/s
2017 Indian Roadmaster-Willow Green/Ivory--Wicked Willow
Stage 3 BB 116
Freedom Racing slip on and Indian Fishtails.
Lots of Leather.
2000 ST1100 - AnaSTasia
Past rides irrelevant. except Suzuki RG500
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