quiksilver235
New member
I've been wanting to do this for some time, so here it goes. The point of this write-up is to explain how I've configured my PCV with Auto-Tune (PCV-AT) for good gas mileage without taking a hit on performance or cooling. For me one big advantage of the PCV as a tuner option is the ability to easily set-up a map or hardware switch and be able to toggle between two maps. With the basic PCV you can load two distinctly different maps, but this write-up is about setting up the switch with Auto Tune (AT), which is very different in operation. DynoJet calls it a "map switch" for the basic PCV (no-AT) and a "hardware switch" for Auto-Tune. To use Auto-Tune with or without a switch the Map Switch option under Device Tools > Configure must be disabled and to use a switch with Auto-Tune go to the Enable Hardware Switch option under the Auto Tune section and check it. They are two completely different features and you can't use the Map Switch option (two different base maps) with Auto-Tune.
With AT, instead of having two different base maps to choose from you have the option of running the base map in open-loop mode (AT inactive) and that same base map in closed-loop (AT active) using leaner target AFR's. The way I approached it was to create a rich base map for those rare times when you need extra cooling and lean, mileage-optimized Target AFR tables to run on most of the time. Compared to the basic PCV that switches between two different base maps, this effectively accomplishes the same thing when set-up properly, but first let's look at a few fundamentals. The PCV-AT software is divided into three pairs of tables, each representing front and rear cylinders--the base map, target AFR, and trim. There is also one ignition-advance table for both cylinders, but although it it does not auto-tune it retains the bike's on-board knock-sensing capabilities.
Open-loop: No AT, no feedback from the O2 sensors, runs on the base map only. All EFI bikes without O2 sensors
run in open-loop mode.
Closed-loop: AT with feedback from the O2 sensors, writes to the trim tables on the fly.
Base Map: This is the basic map from which the PCV operates.
This is my base map for Cyl. 1. On the x-axis you can see throttle position (TP) and on the y-axis RPM's. If you'll look at 2500 @ 10% TP you'll see a value of "8", which means the PCV is demanding 8% more fuel than the ECM is dictating for that RPM and TP. You have a range of
With AT, instead of having two different base maps to choose from you have the option of running the base map in open-loop mode (AT inactive) and that same base map in closed-loop (AT active) using leaner target AFR's. The way I approached it was to create a rich base map for those rare times when you need extra cooling and lean, mileage-optimized Target AFR tables to run on most of the time. Compared to the basic PCV that switches between two different base maps, this effectively accomplishes the same thing when set-up properly, but first let's look at a few fundamentals. The PCV-AT software is divided into three pairs of tables, each representing front and rear cylinders--the base map, target AFR, and trim. There is also one ignition-advance table for both cylinders, but although it it does not auto-tune it retains the bike's on-board knock-sensing capabilities.
Open-loop: No AT, no feedback from the O2 sensors, runs on the base map only. All EFI bikes without O2 sensors
run in open-loop mode.
Closed-loop: AT with feedback from the O2 sensors, writes to the trim tables on the fly.
Base Map: This is the basic map from which the PCV operates.
This is my base map for Cyl. 1. On the x-axis you can see throttle position (TP) and on the y-axis RPM's. If you'll look at 2500 @ 10% TP you'll see a value of "8", which means the PCV is demanding 8% more fuel than the ECM is dictating for that RPM and TP. You have a range of