Power Commander PCV Fuel Maps for redhead TE310R?

[Mucci]

As a last ditch effort to fix the hot start issue on my 2013 TE310 I’ve bought a power commander. It and the map is described as being for a TC250 with an aftermarket exhaust.

1. Would the fuel maps be the same for the 310 and the 250?

Mine has the open filter cage and cat. removed already. Stock exhaust.

2. Does anyone have auto tune maps for the 310 redhead they could send me?

Most of the fuel adjustments in the included map are leaning the bike out. My assumption was it was running too lean already since it was popping on decel. I’m curious what other’s have found works.

 

[funmachines]

A 310 will use more fuel than a 250 if the injector is the same.

 

[Johnrg]

Consider the TC was probably delivered with Map 3. Popping on deceleration can also be a sign of being too rich. The map numbers reflect percentage of fuel added or reduced to what is on the ECU. It's all relative to the map on the ecu. You might be best off zeroing out all the cell tables as a baseline and then adding back fuel in 2% increments and test. I might tweak a low range of cells at first and dial in low range, then mid and top end. I can provide my maps to you but again, being based upon Map 3, they make changes to suit that Map. They may reduce fueling in some areas where if was Map 1, you may want to increase fuel in those areas instead. Helps to have a laptop in the field to plug in adjust and ride and test.

 

[Mucci]

Ok that makes more sense (that TC probably had Map 3) because the adjustments are significantly negative:

 

[Johnrg]

On your other thread you mentioned your wide band sensor. The wide band sensor dynojet installed required an 18mm bung on the header where the stock is a 12mm. So that may be an issue where you would need to weld on an 18mm replacing the 12mm. Autotune simply plugs into the PCV. Forget whether two wires or if has a small plug, but could interface with the PCV. Maybe there are some docs on Dynotune's website that breaks down the autotune better or maybe someone at Dynojet would be willing to help.

 

[Mucci]

With Autotune is there no longer an O2 signal going to the ECU?
I tried unplugging my O2 some weeks ago and the bike ran like crap.
Does it require an ECU reflash or special O2 resistor/jumper plug at the bike harness, or does the autotune just make the necessary changes for targeted AFR regardless of what the ECU is doing?

I know I could bring this to a shop with a dyno to get it tuned.... but it's already gotten very expensive. I just want this bike to run without issues. I spent $4-500 doing valves, starter gears, starter rebuild, temp sensor, lithium batt etc. and it didn't fix the hot start. Another $400 on a PCV with a useless map.... I'm trying to not have to spend even more at a tuning shop.

I have the wideband (and a TIG and lathe) so I'm wondering if I can make my own Autotune setup...

- Replace narrowband with wideband. Wideband O2 provides 0-5V signal output telling you the A/F ratio.
- PCV "Analog" input receives a 0-5V signal to make realtime adjustments based on a user programmable table (you key in % change based on input voltages I believe... haven't tried this yet). Dynojet offers this input for things like fuel adjustments under boost in turbo applications.

Say your goal is 12.6 A/F which is 1.75V signal from lambda (http://wbo2.com/2c0/default.htm#outputs). In the trim table fill in 0% for 1.75V. 2.0V from lambda = 13.0A/F. In the table for 2.0 V put an enrichment of 5%. If lambda reads out 1.0 V (11.0 A/F) put a leaning of -10% in the table for 1.0. (Those percentage figures are just examples. I don't know if they're accurate.)

Is there any reason this wouldn't work?

 

[Johnrg]

I know when I went from Map 1 to Map 3, I never removed my O2 sensor. Actually, Zipty did the re-map while I was there. It may be that Map 3 ignores it. The prior model required a jumper plug I believe. Maybe Map 1 utilizes it though Map 3 does not. I don't really know for sure.

I understand completely with spending.

Autotune has a table (you check the box in options/environment options) to set AFR and a second table that displays the trim. I would think if your sensor provided the same signal/voltage it would work.



**blue/blk wires connect the map switch.

 

[Mucci]

I got the maps you sent John, thank you!

Autotune has a table (you check the box in options/environment options) to set AFR and a second table that displays the trim. I would think if your sensor provided the same signal/voltage it would work.

View attachment 106073

blue/blk wires connect the w/b sensor.

View attachment 106074

Ahh perfect. I was afraid the autotune wideband fed its signal through the special autotune connector port. Welded in a wideband bung today right next to the OE O2 sensor. I’ll run both first then see what happens if I disconnect the narrow band.

 

[Johnrg]

I just realized that the two wires have got to be my map switch. Sorry about that. Too simple. It's the side connector. Am packing for a trip at 3am and just realized my error.

 

[Giack Husky310R]

If with the 02 sensor unplugged the bike runs like crap you are not in MAP3 (aka full power mode) where 02 signal is not required. First you have to make sure what map are ypu running in the ECU by senting it to a shop with an HST tool before thinking to solve the hot start issue (that I also had)

 

[Mucci]

If with the 02 sensor unplugged the bike runs like crap you are not in MAP3 (aka full power mode) where 02 signal is not required. First you have to make sure what map are ypu running in the ECU by senting it to a shop with an HST tool before thinking to solve the hot start issue (that I also had)

Ahh! Thanks for the verification there. It helps a lot knowing it hasn't been reflashed.

I had the assumption this was the case so I welded in a M18 bung for the wideband O2 next to the narrowband. My plan is to try feeding the wideband signal into the "analog" port like I said above. Looking at the instructions this seems possible:



I'm also referencing this how-to video from Dynojet for anyone interested:

View: https://youtu.be/XGmT9rvQZ-A?si=Yhzsm7AW9-Tdwhw_&t=248

 

[Mucci]

Well I was able to verify the ECU isn't counteracting the PCV, but this hot start issue still has me scratching my head.

I now have the wideband and PCV hooked up.
Stock the bike idles around 14.0 with speed at 2000rpm.
In the 0% throttle column I tried increasing fuel 5%, then 10, then 15, then 20. At 20% I'm seeing 12.3 AFR.

After each adjustment step, with the bike fully warmed up, I'll kill it, wait a couple seconds, then try to restart it with the button. It will crank and crank until the battery gives all it's got and the bike just will not restart. If I wait 5min it'll stumble it's way to starting again.

When cranking I'm always seeing around 18:1 AFR, regardless of the trim adjustment. I'm not sure if this is the sign of an issue or if it's just hard to get an accurate reading at cranking speed. Does the PCV have a delay? Does it make adjustments while cranking?

I have no idea what it could be at this point. Maybe I'll go check the valves for the 4th time...?

 

[Johnrg]

Wish I could be of more help. Only things I can think of:

Setting throttle position in Power Commander V – Dynojet Research (zendesk.com)

Potentially bypass the temp sensor?

I would assume the pcv would just run a set a/f till running and then adjust if with autotune.

 

[Mucci]

I'm going to continue diagnosing this in this thread so it's all in one spot. Unfortunately the PCV isn't all I was hoping it'd be.:

http://www.cafehusky.com/threads/2013-te310r-hot-start-issue-can-not-solve-it.92752/