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[dnlpnd]

Good information, I kind of figured there were a lot of differences between '11 110 cu in and '14 110 cu in.  I'll send Dynojet an email right now with the stock program attached.

I did not buy the Auto Tune stuff.  Just adding Rinehart True Dual Extremes w/ 2-1/2" baffles to an already CVO ECM map, didn't make it run that much worse, so I wasn't looking for significantly different mapping.  I was doing it more for a Tach that I can see and possibly a shift light setup.

In your opinion is the Auto Tune necessary?  If so, do you recommend the standard or pro Auto Tune?

Thanks

So, I communicated back and forth with Dynojet tech support about 2014 CVO RK Power Vision maps and I am pretty discussed with them.  All they will provide is a generic map for 2014 110 cu in touring.  14T1100024xx.pvt, 2014 Touring, TC110", 2-2 exh

First of all, since Dynojet obviously has a generic 2014 110 cu in touring map, why doesn't Dynojet put the map on their website for public consumption?  Is there something wrong with it?  Why aren't they confident enough to publish?

Secondly, when I keep pressing with questions, this Dynojet rep just keeps replying, "I have already sent you the map for a 2014 touring.  The only way we have to build a correct tune, is to have a bike on the Dyno."  He seems to be avoiding my questions.  I really expected better from Dynojet.

Oh, I also noticed Dynojet bumped the rev limiter from 5900 to 6200 on this map, which I wonder if this is too high for a stock 110 cu in or could cause me warrantee issues.

What do you guys think?  Do I dare upload a generic 2014 110 cu in touring map to my ECM not knowing any of the specifics of the intake or exhaust?

Thanks

[CVO2FIXUP]

 These canned maps are junk. Good for nothing.  The rep is correct, you have to get your bike dyno tuned by a expert ( not the dealer )  This is the only way you will get your money's worth out of the tuner, and out of your bike.  It's like a frozen dinner you stick in the microwave, compared to a 5 star meal in a restaurant. Get the Dyno Shtine. cheers.

[skratch]

Oh, I also noticed Dynojet bumped the rev limiter from 5900 to 6200 on this map, which I wonder if this is too high for a stock 110 cu in or could cause me warrantee issues.

not just this map.  the rev limiter has been bumped on all the pv maps that i've been looking at since 2010.  if it bothers you, it is easy enough to change that value back to 5900 or whatever you want.  mine is 5700.  just because it is that high, doesn't mean that you have to hit it.

[dnlpnd]

just because it is that high, doesn't mean that you have to hit it.

Yeah, this is my first V-twin and I am coming off a 12K redline bike.  So, I find myself bumping against the limiter more often than I care to admit   So, I take it you think 6200 is too high for 110 in3.  Larger diameter pistons = more mass @ higher revolutions per minute is going to put more stress on everything.  The question is will it hurt anything?

ekim60, what do you think of using the off-the-shelf '14 110 in3 with "2-2" exhaust?  Dynojet had no interest in looking at my stock map, like JakeB said.

Thanks

[FlaHeatWave]

Yeah, this is my first V-twin and I am coming off a 12K redline bike.  So, I find myself bumping against the limiter more often than I care to admit   So, I take it you think 6200 is too high for 110 in3.  Larger diameter pistons = more mass @ higher revolutions per minute is going to put more stress on everything.  The question is will it hurt anything?

ekim60, what do you think of using the off-the-shelf '14 110 in3 with "2-2" exhaust?  Dynojet had no interest in looking at my stock map, like JakeB said.

Thanks

In your situation, I'd set the limiter to 5,700 or so, since the cams have fallen way off well before that.

The only other recommendation is learn to embrace the auto tune... otherwise you will spend a whole lot of $$ every time you make a change and pay for a dyno...

[skratch]

Yeah, this is my first V-twin and I am coming off a 12K redline bike.  So, I find myself bumping against the limiter more often than I care to admit   So, I take it you think 6200 is too high for 110 in3.  Larger diameter pistons = more mass @ higher revolutions per minute is going to put more stress on everything.  The question is will it hurt anything?

ekim60, what do you think of using the off-the-shelf '14 110 in3 with "2-2" exhaust?  Dynojet had no interest in looking at my stock map, like JakeB said.

Thanks

whether it's too high or not, i dunno.  i just figured that since the cams had already fallen off, there was no reason to have it set that high.  besides, if my engine was to take a dump, i want to give them as little ammo as possible to deny the warranty.

as far as using an off the shelf map for the '14, i really don't know.  i've got one of them 'old' bikes, 2013.   i don't know where you got your pv from, but if you did by chance get it from fuel moto, then they could hook you up with a decent map to start with.  they do a lot of r&d on the pv in conjunction with dynojet.

[dnlpnd]

whether it's too high or not, i dunno.  i just figured that since the cams had already fallen off, there was no reason to have it set that high.  besides, if my engine was to take a dump, i want to give them as little ammo as possible to deny the warranty.

as far as using an off the shelf map for the '14, i really don't know.  i've got one of them 'old' bikes, 2013.   i don't know where you got your pv from, but if you did by chance get it from fuel moto, then they could hook you up with a decent map to start with.  they do a lot of r&d on the pv in conjunction with dynojet.

I actually got to talk to my favorite mechanic at my dealer tonight.  He said 6200 should not be a problem and even though the bike quits making power long before that point, the slightly higher rpm has the advantage of being at that much higher of an rpm on the next shift.  I like that answer, so I think I am going to stay with 6200.  He referred to 6400 and up as the "danger zone" on my stock 110 cu in engine.

My PV came from 58Cycle and the PV map came directly from Dynojet.  The info in the map says 2014 touring, 110 cu in, and 2-2 pipes (which I assume means true dual exhaust).  I also learned today directly from Dynojet that the reason they needed to see JakeB's stock map is because the '14 Breakouts came with two incompatible mapping strategies and they needed to see the stock map to determine which one he needed.  So, JakeB received a canned map from Dynojet for the appropriate '14 Breakout, just like me for the '14 CVO Road King, which only had one mapping strategy.

I am grateful for all the great feedback!  I think I have enough info to know what I need to do.  Upload the basic CVO touring map Dynojet has supplied and continue to dial in with the basic Autotune.  My mechanic also said he has personally had a 100% failure rate with the Pro Autotune module and sensors.

My Iron Aces PV mount should be here tomorrow.   

Thank You,

dnlpnd

[UAV Pilot]

What exactly did your mechanic mean by "100 percent failure rate on pro autotune module and sensors"  Can you be more specific?  I thought that system just used wide band bosch sensors which are very reliable.

[dnlpnd]

What exactly did your mechanic mean by "100 percent failure rate on pro autotune module and sensors"  Can you be more specific?  I thought that system just used wide band bosch sensors which are very reliable.

Keep in mind this dealer heavily pushes the Power Commander V and generates a lot of income off their dyno @ $100/hr.  I think the mechanic (the ECM guru at this dealer) said he installed two Autotune Pros at customer insistence, one was dead out of the box and the other failed a month later.  I think what the mechanic is calling a one month failure is a customer that had to bring a trike back after he kept engaging the Autotune Pro and it "undid" all the progress that was made on the dyno.  I think the dealer ultimately ended up taking the Power Vision off and went back with a Power Commander V.  This mechanic clearly is not a fan of the Power Vision and had very limited experience with it.

[dnlpnd]

An Update:

I plugged in the Power Vision and uploaded/flashed the Dynojet provided generic/canned ECM map for touring 110 cu in and 2-2 pipes and unplugged the PV (with no changes).  The first time out with the new tune was an ABATE ride this weekend.  I noticed that the decel pops are almost nonexistent and acceleration under hard launches seems slightly improved.  I am pretty sure once I keep the Power Vision on the bike and use the Basic Autotune function a few times, as others have recommended, it will only get better from here.

However, I do have an annoying problem!  The check engine light stays on continuously, since the ECM map uploaded.  Eventually, I am going to need this remedied, because no matter how good the bike runs with this new tune, I am not going to ride around with the check engine light on all the time.

Any suggestions, experienced PV users?

Thanks!

[grc]

An Update:

I plugged in the Power Vision and uploaded/flashed the Dynojet provided generic/canned ECM map for touring 110 cu in and 2-2 pipes and unplugged the PV (with no changes).  The first time out with the new tune was an ABATE ride this weekend.  I noticed that the decel pops are almost nonexistent and acceleration under hard launches seems slightly improved.  I am pretty sure once I keep the Power Vision on the bike and use the Basic Autotune function a few times, as others have recommended, it will only get better from here.

However, I do have an annoying problem!  The check engine light stays on continuously, since the ECM map uploaded.  Eventually, I am going to need this remedied, because no matter how good the bike runs with this new tune, I am not going to ride around with the check engine light on all the time.

Any suggestions, experienced PV users?

Thanks!

Check and then clear any diagnostic trouble codes that exist, then see if any return after you go for a ride.  You can use the PV to check and clear codes btw.

Jerry

[dnlpnd]

Check and then clear any diagnostic trouble codes that exist, then see if any return after you go for a ride.  You can use the PV to check and clear codes btw.

Jerry

Jerry:

I plugged the PV back in and retrieved the error codes using your instructions. (see below)  Without starting the bike, the top two error codes cleared, but "P2185 HIST CURR ETC sensor high" will not clear on the Dynotjet provided generic tune.  So, needless to say, the check engine light will not go out.  Therefore, until I get to the bottom of this, I restored the original tune and cleared the errors.  Everything is back to pre-PV status, the error codes reset without issue, and of course the check engine is now off.

Any recommendations?

Thanks,

dnlpnd

[grc]

Jerry:

I plugged the PV back in and retrieved the error codes using your instructions. (see below)  Without starting the bike, the top two error codes cleared, but "P2185 HIST CURR ETC sensor high" will not clear on the Dynotjet provided generic tune.  So, needless to say, the check engine light will not go out.  Therefore, until I get to the bottom of this, I restored the original tune and cleared the errors.  Everything is back to pre-PV status, the error codes reset without issue, and of course the check engine is now off.

Any recommendations?

Thanks,

dnlpnd

P2185 is a code for the engine coolant temperature sensor.  If there is no fault with the stock map and there is a code with the PV map, I'm guessing the PV folks did something wrong.  I'd give them a call and let them know.  I think they may have given you a map for a Twin Cooled bike, and a RK isn't Twin Cooled.  It looks like the ECM with the PV map in it is looking for a coolant temp sensor and of course there isn't one.

Jerry

[dnlpnd]

P2185 is a code for the engine coolant temperature sensor.  If there is no fault with the stock map and there is a code with the PV map, I'm guessing the PV folks did something wrong.  I'd give them a call and let them know.  I think they may have given you a map for a Twin Cooled bike, and a RK isn't Twin Cooled.  It looks like the ECM with the PV map in it is looking for a coolant temp sensor and of course there isn't one.

Jerry

Here is the reply I received from my Dynojet inquiry today:

dnlpnd,

Sadly, I send you a tune for a twin cooled motor, your bike being air cooled threw an error with the wrong type of tune. The last tune I send should not throw that error. Sorry.

Power Vision Technical Support Specialist

I have completely lost confidence in the Dynojet provided ECU maps.  This guy who answers sales AND tech support inquiries has contradicted himself multiple times, he fires off responses without having all the facts, and has made several blunders.  This third different map he has sent me is probably some POS map that he changed a single parameter from liquid to air-cooled to make the error go away.  It is anyone's guess what bike this map was created from, if any.  No wonder why they have not published a map for the 2014 CVO tourers on their website.

I've seen behind the curtain of The Great Oz (Dynojet) and it ain't pretty! 

[skratch]

why don't you call dynojet and talk with them directly to address your concerns?  i've not had to deal with them as far as editing a map, but with licensing and have had no problems at all.  i was dealing with roy hartman (he's a tech, not sales).  maybe he can help....