I don’t believe there is a playback function on the PV…..however the logs generated are fully compatible and supported in PCSS. Reviewing data in WP8 is fantastic and has tons of flexibility. Also, just so you’re aware the PV is fully supported in all ways in PCSS.

@@ThePowerFarm thanks for the enlightenment.

Happy to help. Send me what files you have and any relevant notes. [email protected]

OK, sometime today. Thanks.

Yup, that's one approach. You could also just apply the difference between the original torque values and measured torque values to the existing TBETC values, +/- some fudge factor and run with that. For example, if it used to make 100 lbs-ft and now makes 130 lbs-ft at a certain condition, you could apply a 30% change.

Your bike isn’t DBW /ETC from what I recall. Regardless, always plenty to learn. You can get a ton of work done and develop a refined calibration for your bike with the tech included with a PV or PV3 (Autotune Basic, using OEM NBo2’s). Lots of AT sessions, lots of datalogs, use WP8 Data to review / analyze and guide you in your calibration changes.

No idea. It all comes down to a desired AFR at various operating conditions. The tuners job is to then "turn the knobs" to get the actual AFR to match the desired AFR. If the tuner has a different POV on what ideal desired AFR's are at various operating conditions, that could explain some of it.

Looks like the same version is now posted, but with a later expiration date

Why does it expire? These products are $400+. Can you download it again after it expires?

PCSS has 3 main applications; WP8 Data, WP8 Dyno, and C3. I believe the only thing that’s linked to an expiration is C3 (for editing maps/tunes) and C3 is also based on permissions in regards to what you can see / do. I think part of it is to ensure people update to use the latest versions, get the latest definitions, ensure everyone is on the same page so tech support doesn’t have to worry about this version or that version.

@@ThePowerFarm So instead of having a version that just works or giving a simple update message that might not be needed if the software already is working as needed, they think there's going to be less customer service questions about a hard expiration date with no explanation? Guess i'm buying a PCV and not having to worry about it with the old software. People seem to really not like the PC6 anyway.

@triple7988 Yeah and the 15% limitation is ridiculous. They made a performance product that can't perform just to sell to California. PCVs are getting harder to find for certain bikes so good luck.

Well, the Autotune Pro feature built into the PV is essentially a 1 stop shop. It's setting up the tune in a manner that allows simple and straight forward corrections to the VE table based on the deviation between desired AFR and actual AFR measured by the Autotune wide band control module. Tune Lab in C3 is a super flexible tool that uses custom python scripts (like coding language) that are provided, or can be developed to do any sort of correction that you'd like. Technically speaking you could set up your tune in C3 to do the exact same thing that the setup process in the PV does, and then crunch the data after the fact in Tune Lab. If tune lab scares you, a guy could simply write a custom channel in WinPEP 8, it's a lot more straightforward and easier to use for non-programmer types compared to Tune Lab. Sounds like creating a video on custom channels might be my next production.

Restrictions? Public users get "level 1" / basic permissions, whereas Dynojet Authorized Resellers get "level 3" / Pro permissions. So you're a public user I suppose? There will likely be a way to unlock additional calibration control in the future.

@@ThePowerFarm yes. I have no control over anything other than fuel, which I don’t need changed. I wanted throttle maps, decel cut, ais disable, 02 disable, engine braking reduced…for the FJ09 none of these things can be changed. I learned this too late because all the literature says these are all adjustable. I also have friends who have the same power Vision and have full control of all parameters. The software is totally ruining a great product like the PV3 restricting access to these important parameters. Hopefully we get access back soon Fingers crossed

@@brandt69420 out of curiosity how long would you need this level of control? I get that having everything all the time as standard would be excellent, but I would think once you get things dialed in you would leave it be? But while you're dialing things in a higher level of control would be advantageous

I just need it for one tune. I have my fueling pretty close…an hour would be perfect.

Where to find tunes? You can always use the Dynojet website to submit a tune request. You can always “work from scratch”, ie. use your original tune.

Dynojet Authorized Resellers are eligible to be granted "Pro Level Permissions". This results in more calibration items being exposed and editable relative to the normal public permissions. At some point in the near future, this same level of control (Pro Level Permissions) will be available to the average Joe, but only if the Average Joe is 49 State and "Rest of world", ie. not in California.

@@ThePowerFarm Thanks for the responce and the helpfu videos. I will wait to see how much money DJ wants to give me permission to do something I was able to do for free before. May have to wind up dumping the PV and TT.

Is the tune up to date? If tables are missing you need to update the PVT tune file. You can do this in WinPV or C3. Just need a PV plugged in with the latest firmware. You can email me the file too and I could take a look.

@@ThePowerFarm yes it´s up to date. i miss it on more maps. winPV can´t go higher in the % of twist. in C3 i can do 30% in 35% in WinPV 30% is still 30%

I believe the values in the "Max Throttle table" are "TP% at certain RPM (y-axis) and of modeled power (x-axis) to achieve the target power (or torque)". The "Max Throttle Override" gets added to that value, so conceivably you could overshoot the power slightly or significantly, and if the overshoot fails a plausibility check, the ETC system will shut down the power. I was looking at an stk file in the video, and that's why the "Max Throttle Override" has redundant 100% columns. They are truly there in the ECU calibration, but when you're working with a PVT or DJT file the firmware for each respective file type / device will do a "copy-to" function to fill in those cells with values that match the first 100 percent column.....if that makes sense

There should be a Settings menu to adjust various thresholds to allow learning. I would have to look to be sure, or you can always open a Support ticket with Dynojet directly

If you update your firmware, you should be fine. There was an update made to increase the temp threshold to 410 degF

Sorry, the thresholds are actually hard coded, unlike the Power Vision which has end user adjustable thresholds. Current thresholds for the PV3 are: Min AFR for AT to be learning = 9.5 Max AFR for AT to be learning = 19.5 Min MAP for AT to be learning = 22.5 Kpa Min Engine Temperature for AT to be learning = 180 F Max Engine Temperature for AT to be learning = 410 F Min VE for AT to be learning = 1 Max VE for AT to be learning = 200

@@ThePowerFarm that’s weird it always says engine temp too high (ET:H) when it hits 250

And you have updated to the latest firmware? If so, run around and gather some data logs and email them to me. There should also be a session log that will exist on the PV3 Drive send that as well.

Licenses are saved on your dynojet.com account and you can retrieve them at any time. Some folks also make a habit of creating a folder for each VIN / customer and saving them locally on their computer, or supply them to their customer (if they charge for it, since technically the workshop "owns" the license, not the end customer)

That is a developer only feature. If you can get your hands on a raw bin you could always open that in any old hex editor.

Yes can read the ecu with Autotuner and open it with WinOls. So I do car ecu's, but with bikes I don't have knowledge at the moment, for that i buyed a powervision now

Very Good. The Autotuner device is a nice tool.

The Power Vision tab in C3 only appears when you have a Power Vision plugged in. Not a Power Vision 3. In order to convert PVT to a DJT, it needs a real deal original Power Vision.

PCSS > App Launcher > Help > License Manager > and expand to see "Global Permissions". If you see "Permission_UserLevel_3" then you have Pro Permissions.

Same reply as the other video comments: Are you a retail customer/enthusiast or a dealer? If you are a dealer, there is a path to get Pro Permissions for C3

@@ThePowerFarm I’m tuning for HD Geneva Switzerland How to get the path with Pro Permissions? Thanks

Do you deal with a Dynojet distributor? If so, inquire with them, they should know the process to enable. If you run into an issue, just contact Dynojet corporate offices.

Are you a retail customer/enthusiast or a dealer?

@@dannyhourigan5377 customer

That means your computer's USB doesn't "see" the Power Vision, or there's a conflict with another software application like WinPV or the Power Vision Update Client.

So at the bottom of my power core program it says it’s connected and I’ve checked all updates in power coin website and power core

That’s odd, I’m not sure what to make of it. Perhaps h install and reinstall. What version of PCSS are you using?

I’d be happy to do that, just need to find the time my friend.

@@ThePowerFarmwell if your ever in Maine at The Starting Line I would pay you for a class on this subject. Thanks for these videos, very well done and easy to follow. Dave

Are you working on a Harley? If so, I can’t give you the password, but I can help you manage your tune file and get you where you want to go. Email me [email protected]

When you enable Target tune, it changes various parameters in the calibration. That’s it. If you are not aware, the tune edits and the required hardware result in full-time close loop fuel control based around the wideband O2 sensors. You put in a target AFR and it is respected absolutely. The expectation is that you have target tune hardware on the bike, which is the control module, two wide band sensors, along with the connection to the OEM narrowband sensor inputs. If you are looking to correct your VE tables with the target tune hardware installed, there is a mode for that embedded in the Power Vision

If you don’t have Pro Level Permissions you won’t have access to these parameters. Only authorized dealers can be granted Pro Level Permissions.

They should. The only discrepancy I can think of is that previous versions of cam cruncher did not present the values properly. You would manually have to add 11 to them. This new version has provisions to correctly display the appropriate values for M8 applications. If you have noticed a discrepancy, feel free to email [email protected] and I’m sure they will address.

@@ThePowerFarm awesome good information thank you… makes sense now thank you for the reply 🤘🏻

Welcome!

I can sure try to help. Contact info should be on this page dynodantuning.com/

What year and model is your bike, also what is the software level. It’s likely that your software level (in the ECU) doesn’t support heated O2 sensors, but the values applied to your tune to make Target Tune function have this value. It will be fine to continue since your bike likely does not have this parameter.

@@ThePowerFarm It’s a 2007 Sportster. Thank you so much for answering

Do you mean 2021+ models? I didn’t realize 2020’s had downstream catalyst monitors as part of Euro5 compliance. Do you have an stk read of the original file, or a current read of the ECU in stk format. Send to [email protected] for review

Are you using Power Vision or Power Vision 3? Getting a tune is different between the 2 devices.

@@ThePowerFarm pv3

@@thahimothy69 you’re probably looking at a tune file for a Power Vision, opposed to a tune file for a PV3 if I had to guess. The PV3 tune file area requires that you upload your PVinfo file, and then compatible tunes will be presented to you for download. The Power Vision tune file area on the other hand will simply show you all of the tunes and you can directly click on one and download it. If you need help, [email protected] could assist you in finding / getting the tune file you desire.

What bike? What software level? Did you enable via device or via software.

@@ThePowerFarm 2020 RGS. All software up to date following your instructions

@@ThePowerFarm scratch that prior to following your video directions on updating tune I was getting the codes. Post directions no codes.

@@josenicola7463 roger that!

Not yet. Assuming that would be helpful? It’s pretty straightforward, simply plug in the Power Vision via USB and then a tab will appear in C3 labeled Power Vision. On the menu, you should notice an icon to perform the function. Also, if I recall, when you open a PVT that is old in C3 it will prompt you to update it. You can simply select yes just make sure that you have a Power Vision plugged in that is updated / up to date.

FIre away

@@dannyhourigan5377 so when I used the old power vision I had the option to write the tune file to the programmer then directly into the bike. With the pv3 the “send” button is not lit up and I have to manually put the tune in the bike. I also find that some times the tune changes aren’t written. It’s like I have the software on and everything connected up and am making changes to the tune that is in the programmer. It’s so strange

@@rodeheavers the send button is for Power Commander maps. In WinPV for the Power Vision there was an option to “fast flash”, and that simply sent the tune file to the PV, and then initiated the flash, avoiding user operations on the device. Definitely had for dyno tuning. That provision doesn’t exist in C3 for the PV3 or PV4, but it’s on the list of stuff to get done. If an edited item in your tune isn’t committing to the ECU, it’s probably a config / EEprom item. You need to check the box next to the item name when you save the file for it to “commit” to ECU. This only pertains to config items, which should have a little icon of an EEprom chip next to them. Sounds like I should make a quick video.

Likely April. You can import your logs into PCSS right now, but there are a couple of steps to compete this. When the PV4 log format changes to .WP8 you can simply drag and drop, or open …… easy.

@@ThePowerFarm I try to open logs from PV4 and doesnt show anything on the graphs. Im doing something wrong or still not compatible?

PV4 now saves log files as a .WP8 file type. This has been available for a few months now. You simply open the log file in WinPEP8 Data Analysis and pick the channel for the X and Y axis to display the data.

TL Scripts can be utilized in one of two ways. They can be embedded in the template ( mdefinition) of the calibration that automatically download from the Dynojet server or you can manually load them into TL. In the latter scenario, of course you must acquire a script, creating one requires a little bit of coding skill and understanding of calibration editing / tuning experience. Without knowing your exact application, I wouldn’t know if Dynojet has support for you or not but you can always reach out to the tech support group to find out.

@@ThePowerFarm It's the Honda Talon and I found the imbedded script/template but it is kind of useless. The script requires 2 Wideband sensors but as far as I can find, DynoJet only sells a single channel wideband for the Talon so there is no way to make the script work unless you are proficient at Python.