PCV MAPS and Polaris ECU Flashes
- Thread starter gerrman
- Start date
S
sonday_2
Member
QUOTE=akrevrider;2269861]Stock pipe, newest DT map. Will post more after this weelend's ride.
I called Jim @ DT and asked hin to e-mail Chad's latest map to me.
akrevrider[/QUOTE]
Sounds good..what flash do you have and elevation your riding.
which flash you have for that map u have now? I would like it if you dont mind
I called Jim @ DT and asked hin to e-mail Chad's latest map to me.
akrevrider[/QUOTE]
Sounds good..what flash do you have and elevation your riding.
which flash you have for that map u have now? I would like it if you dont mind
Not specifically for high altitude no. Bring the map up on your screen in the PCV software and look at the notes at the bottom of the table. On SLP's for instance it recommends you turn on an accelerator function in the PCV for low altitudes. I would guess the DT maps are probably all good but do keep in mind some or all of these are for an SLP pipe too which I have. If you don't, read the notes and if its a map for an SLP piped sled you may want to see if you can find one for a stock pipe, they will be around or on DT's site.
If there are no notes, go to the top under the view menu and you can turn notes on.
If there are no notes, go to the top under the view menu and you can turn notes on.
Just some follow up on this thread. I rode last weekend and had further chance to test out things. At this stage I only connected my ethanol wires and continued with the SLP map. Definite difference from last ride so the overall 5% leaner condition with the wires plugged together was a big help. Sled ran amazing all day in all aspects. Midrange fat burble seems much less of an issue, top end was fantastic.
Unfortunately season is over for me now so I'll pick up on this again next fall. My next step is to try the DT Chad map which has a little less fuel again in the mid and see how it works.
Overall great season on the Dragon, sled absolutely rips, and in the words of my riding buddy on his M1 Cat, "that's the best running 800 I've ever seen"
Hope it sticks!
Unfortunately season is over for me now so I'll pick up on this again next fall. My next step is to try the DT Chad map which has a little less fuel again in the mid and see how it works.
Overall great season on the Dragon, sled absolutely rips, and in the words of my riding buddy on his M1 Cat, "that's the best running 800 I've ever seen"
Hope it sticks!
Just a note on the TPS settings.
The .930 volts is a value that is based on the Initial position of the TPS in relation to the Closed throttle plates.
As an example, the TPS output could be set at .930 even with the throtle plates closed...That would be one poor running sled!!
The baseline calibration give you a starting position or "ground zero" in which to adjust the idle voltage to.
Some sleds are spot on..other are not... worth checking... also, IMO...worth setting the sync between the two throttle bodies.
I really like that the PCV can be syncronized to the actual TPS value...
Great read guys.... keep up the good work!!
The .930 volts is a value that is based on the Initial position of the TPS in relation to the Closed throttle plates.
As an example, the TPS output could be set at .930 even with the throtle plates closed...That would be one poor running sled!!
The baseline calibration give you a starting position or "ground zero" in which to adjust the idle voltage to.
Some sleds are spot on..other are not... worth checking... also, IMO...worth setting the sync between the two throttle bodies.
I really like that the PCV can be syncronized to the actual TPS value...
Great read guys.... keep up the good work!!
Just some follow up on this thread. I rode last weekend and had further chance to test out things. At this stage I only connected my ethanol wires and continued with the SLP map. Definite difference from last ride so the overall 5% leaner condition with the wires plugged together was a big help. Sled ran amazing all day in all aspects. Midrange fat burble seems much less of an issue, top end was fantastic.
Unfortunately season is over for me now so I'll pick up on this again next fall. My next step is to try the DT Chad map which has a little less fuel again in the mid and see how it works.
Overall great season on the Dragon, sled absolutely rips, and in the words of my riding buddy on his M1 Cat, "that's the best running 800 I've ever seen"
Hope it sticks!
Just a quick follow-up myself for everybody. Tried DT Chad MAP three weeks ago. Engine had a burble both in the mid and top end. SLP MAP the week before only had a burble in the mid range. SLP said to try their MAP with the accelerator function engaged. Have not tried that yet. Like GKR my season is done(3 weeks ago). Will continue with this next season. GKR, thanks for your input and help with the PCV. It is great to here your machine runs assume. GKR's setup and mine are basically the same right down to the PCV. My 09 Dragon 163, like his, runs assume. Look forward to passing on more info on this next season to everybody.
A
akrevrider
Well-known member
I have a DTR map for the 14 Jan 10 re-flash. Nothing for the Latest flash.
PM sent.
akrevrider
S
sonday_2
Member
ya, pm sent..i seen one in hcs but all numbers are in less than 10..
Just a clarification on the syn thing and having it spot on likely is not that big of thing but you be the judge.
I am going to use round numbers here because it is the idea that matters and set if way off from what most would see if some defalt numbers were already set in the PC5. If you set the idle voltage at 1 volt and the WOT voltage at 5 volts in the PCV this determines there the motor is running in the cells in the PCV.
With this setting the PC5 Believes, if the ECM is sending a value of 1 volt or less you are at a zero throttle plate opening (idle). If the ECM is sending out a voltage reading of 5 volts or more you are a 100 percent throttle opening. So now look at the cell values in the PC5 and they are RPM and percent throttle and the fuel values only change with a 10% thottle position change(this is important later).
Take the 5 volts(wot) minus 1 volt(idle) and you have a 4 volt range from idle to wide open so 50 percent is represented in the middle of this. So 4 volt divide in half is 2 volts add that to the idle voltage of 1 and you get 3volts.
Based on this set up when the ECM sends out a voltage of 3 volts the PC5 is saying you are at 50% throttle and will be adjusting your fuel based on the cell value in the 50% colum and the RPM you are running.
Let change that to some real ECM numbers and see what happens; Idle is closer to 0.91 volts and WOT is closer to 4.5 volts. 4.5 minus .91 divided by 2 is 1.79volts add that to the idle voltage and you get a voltage of 2.7volts.
This is the voltage that the ECM is sending when you are truly at 50% throttle. (Not the same as the 3 volts above.)
So in this case the throttle voltage that represents half throttle in the ECM is 2.7 volts but the PC5 thinks that is only 42 % throttle because it thinks 3 volts is 50% throttle. That is an 8 percent error in the TP reading and the cells in the PC5 are 10%. This is over half the cell value so(5%) so you are getting a rounding error and will be running in the wrong sell bout 30% of thie time(problem -Yes) .
If the setting is only 0.02 volts high at idle and .02 volts high at WOTasmight be the case with some preset numbers install in the PC5 from a good shop the same calculations reslut in the following.
PC5 thinks half throttle is 2.72 volt and ECM’s half throttle is 2.70 This is a 0.6% error and the cell ranges in the PC5 is 10% (the fuel adjustment only change with a 10% change in throttle position). Likely not noticeable
I am going to use round numbers here because it is the idea that matters and set if way off from what most would see if some defalt numbers were already set in the PC5. If you set the idle voltage at 1 volt and the WOT voltage at 5 volts in the PCV this determines there the motor is running in the cells in the PCV.
With this setting the PC5 Believes, if the ECM is sending a value of 1 volt or less you are at a zero throttle plate opening (idle). If the ECM is sending out a voltage reading of 5 volts or more you are a 100 percent throttle opening. So now look at the cell values in the PC5 and they are RPM and percent throttle and the fuel values only change with a 10% thottle position change(this is important later).
Take the 5 volts(wot) minus 1 volt(idle) and you have a 4 volt range from idle to wide open so 50 percent is represented in the middle of this. So 4 volt divide in half is 2 volts add that to the idle voltage of 1 and you get 3volts.
Based on this set up when the ECM sends out a voltage of 3 volts the PC5 is saying you are at 50% throttle and will be adjusting your fuel based on the cell value in the 50% colum and the RPM you are running.
Let change that to some real ECM numbers and see what happens; Idle is closer to 0.91 volts and WOT is closer to 4.5 volts. 4.5 minus .91 divided by 2 is 1.79volts add that to the idle voltage and you get a voltage of 2.7volts.
This is the voltage that the ECM is sending when you are truly at 50% throttle. (Not the same as the 3 volts above.)
So in this case the throttle voltage that represents half throttle in the ECM is 2.7 volts but the PC5 thinks that is only 42 % throttle because it thinks 3 volts is 50% throttle. That is an 8 percent error in the TP reading and the cells in the PC5 are 10%. This is over half the cell value so(5%) so you are getting a rounding error and will be running in the wrong sell bout 30% of thie time(problem -Yes) .
If the setting is only 0.02 volts high at idle and .02 volts high at WOTasmight be the case with some preset numbers install in the PC5 from a good shop the same calculations reslut in the following.
PC5 thinks half throttle is 2.72 volt and ECM’s half throttle is 2.70 This is a 0.6% error and the cell ranges in the PC5 is 10% (the fuel adjustment only change with a 10% change in throttle position). Likely not noticeable
CK,
Your thinking is correct but where your theory is off is that the cells in the PCV map are not at 10% intervals. The first 6 columns only represent 20% of the throttle range so this is not a linear relationship. After the first 6 columns it jumps to 20% for each cell. What this means is the map is much more sensitive to changes in throttle position for the first 20% than the last 80%. In fact the first six cells are based on 2%, 3%, 5%, 5%, 5% variance in throttle position values. Based on this the sync does become more critical around idle then WOT. Thing is with the 800 most of the issues appear to be a lean spot in the low to mid range so thats where fuel is typically added. If you look at the latest Chad O map from DT it adds fuel real early in the throttle position, in fact 15% more fuel at 2% throttle and 3500RPM which is just coming off clutch engagement.
I wish I could do a screen dump of a map and paste it in here, it would be much more clear.
Not sure if I'll change your mind on this but as far as I can say, do the sync. It's very easy and will eliminate this variable. God knows on the 800 the right combination of variables can be the difference between a great performer and a dog.
Your thinking is correct but where your theory is off is that the cells in the PCV map are not at 10% intervals. The first 6 columns only represent 20% of the throttle range so this is not a linear relationship. After the first 6 columns it jumps to 20% for each cell. What this means is the map is much more sensitive to changes in throttle position for the first 20% than the last 80%. In fact the first six cells are based on 2%, 3%, 5%, 5%, 5% variance in throttle position values. Based on this the sync does become more critical around idle then WOT. Thing is with the 800 most of the issues appear to be a lean spot in the low to mid range so thats where fuel is typically added. If you look at the latest Chad O map from DT it adds fuel real early in the throttle position, in fact 15% more fuel at 2% throttle and 3500RPM which is just coming off clutch engagement.
I wish I could do a screen dump of a map and paste it in here, it would be much more clear.
Not sure if I'll change your mind on this but as far as I can say, do the sync. It's very easy and will eliminate this variable. God knows on the 800 the right combination of variables can be the difference between a great performer and a dog.
