![]() Requires a $199 unlock license.Ħ.ěuilt-in Trip MPG / Instant MPG channels to monitor using “Trip Center”Ĩ. Great in the event you trade-in bike / get new bike. many accessible tuning parameters to support mild to wild combinationsĥ.Ĝan be transferred to ANY other Delphi ECM equipped H-D motorcycle, so from 2001 to 2014. once tune is flashed, the device can be removed from the OEM wiring, no extra modules or wiring….unless you want to monitor / log, which then requires the PV to stay plugged into the OEM diagnostic portĤ. Tuner, Monitor, Datalogger, diagnostic tool in oneģ. display for monitoring / logging is extra money (LCD-200 = $300)ġ. non-OEM wiring / electronic device that integrates with factory wiring and electronics networkģ. “add on” product that works by altering decisions the ECM already madeĢ. I mention that because you may actually get a cold shoulder when you bring up the Power Vision, mostly because they’re not familiar / comfortable with the product at this point.ħ.ĝynojet tuning centers are more familiar with itġ. Reflashing is something relatively new to them in most cases. ![]() Most “tuners” out there that are experienced with Dynojet products are going to know and use the Power Commander. ![]() In regards to which one to chose, a Power Commander or Power Vision, well that’s a matter of preference. Our Power Vision, PV-1 will work on your bike, as would our Power Commander V, p/n 15-023. We appreciate your interest and support of our products. Have a look at the official response from Dynojet. I have a 2014 NRS with a V& H 2 into 1 exhaust, installed the Dynojet Power Vision PV1 recently, it's easy and works well. Like I said once I get some mileage I'll post my results and opinion. I just couldn't see spending 850.00 or more on the Power Commander and Auto Tune option. I should be picking up the bike this coming weekend so I can let you know how the auto tuner works out. With limited ground clearance I went with the Tabs since my dad had a set of their slash cut baffled but when you leaned it over to the left there was a definate volume increase with the full face on. I also have " The Snake" about 45 mins from me as well as the Back of The Dragon so I've got varying elevations where this will work wonders. I read up on the forums about the autotuner and that's where I decided to go with since I live in the NC mtns and when I head to Road Atlanta a couple times this year I'll be riding it there since I'm not too far from my fav track. Terry components makes the autotuner and it's the same price as on the tab site. The bike is fully capable of putting a careless/stupid rider in the hospital in a hurry, just as a fast sportyish liter class bike should be.I just purchased the 2014 NRS in sand camo and since I knew I'd be changing out the exhaust and filter I decided to go with a set of Tab rolled end baffled slip ons as well as the autotuner as well. The throttle grip is cabled to the primaries and without ECU controlled fun police nanny secondary butterflies, it is smooth and yet immediate and manic. The FZ1 has an Akra full exhaust and had its secondary butterflies removed with ECU mapping to match. ![]() Giving up a few HP on that bike's top end, but the ADV bike is not really about top end anyway. The Super T has a Yosh can on it and the uncorked 270 degree twin sounds wonderful, but still wears it's CAT, so I am not feeling bad about it's pollution levels. Flashing both bike's ECUs made a massive improvement, making their systems feel like an always perfectly dialed set of analog carbs - creamy, smooth and responsive. My '14 Super Tenere was annoying, my '06 FZ1 was so bad it was actually bordering on dangerous in this regard. My experience is with Yamahas, which suffer from on/off jerky throttle response. The older piggyback tuners did not have the blocked off "EPA" area on their tables. “I want to know what each individual cylinder is doing.” To do this, Pathak installs individual sensors at the header pipes, as far upstream as possible, and especially before the exhaust gasses reach any cross-over pipes. Unless you have a single-cylinder motorcycle, the sensor is located so far downstream that you’re getting an average reading from all the cylinders. While many aftermarket exhausts will have a bung to attach an O2 sensor and read the air/fuel mixture, the reading you’ll get from it is generally useless information. A quick peek at the air/fuel ratio throughout the rev range could also clue us in on spots to improve.Īs the saying goes, the devil is in the details, and it’s here that Pathak clues us in on a fallacy. Dips, flat spots, and irregularities generally point to areas of improvement. Peak power and torque are fun numbers to talk about, but Pathak is more curious about the entire curve. Upon receiving a new bike, the first step Pathak takes is to put it on the dyno to get a baseline run. ![]()
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