Your Dynojet Questions are Answered!

[DynojetResearch]

Team Pigeon,
You are able to use the WB2 instead of the Autotune. It is the same raw circuitry inside which will supply you with an AFR and autotuning function, but the WB2 is capable of driving an external gauge - the Autotune is not. It also has an input for another analog signal. This WB2 is meant to serve as a universal standalone monitoring system for individuals wishing to watch the Air/Fuel Ratio their machine - be it an Automobile, Watercraft, Snowmobile, etc .... without needing a PCV for fuel control.
IF you do intend to purchse one of these to pair with a PCV, be sure to include the CAN communication cable and the termination plug in your order -- as the WB2 does not come packaged with these items.

And YES - You can also power up the LCD with a 9V battery and it will light up allowing you to make gauge configuration changes, logging setup, etc... To do this, you would need to attach the Positive 9V terminal to either the red wire in the PCV harness, or the Red wire in the CAN cable running to the Gauge. A small pigtail harness that you create yourself would be the easiest way to do this as Dynojet does not offer any sort of plug in external connection.

~T.J.

 

[charger0926]

if i have the autotune disabled will i see a a/f reading on the screen at 9.99 or do i have a faulty sensor. i just installed it a day ago so i hope that it is not bad as it is brand new and my understanding is that you dont have any warranty on the sensors.

thanks
charger

 

[DynojetResearch]

charger0926,

After installing the autotune, you will see a 9.99 when starting your machine.
This is the warm-up phase of the sensor and you'll need to give it time for the ceramic to warm up allowing it to measure the air/fuel content of your exhaust. This will be the same whether you have Autotune Checked or not....
Once this warm-up is complete, then you'll start seeing the true AFR.
If the sensor Never warms up to start giving readings, then the 12V power source that you have tapped into does not have enough amperage capacity (~2.75A) to fully heat the sensor.

~T.J.

 

[charger0926]

with that being the case, i have had it running for approx 5 minutes with no change to the 9.99 reading. i also swapped with another new sensor with no change to the reading. as far as the 12v source, it is tapped into the ignition switch circut and is powering the autotune, at least the power light is on, could i possibly have the sensor wiring harness plugged wrong into the autotune itself?

thanks for all of the info

charger

 

[DynojetResearch]

When the Red light on the Autotune (AT) is flashing, the sensor is still in the warm-up phase. Until the Red light illuminates solidly, it will not read values into the Software other than 9.99. Also, verify that your ground location is sufficient.
The connection between the PCV and AT is also crucial. Ensure that the CAN communication cable is plugged securely into either of the ports on the PCV and then to the AT. Next, the small black CAN termination plug that says "Must Use" must be clicked securely into one of the remaining open ports on either the PCV or AT. Since you are seeing 9.99 display in your software, the two units are communicating successfully - so I doubt that there is a problem with this connection.
The wiring entering the enclosure of the AT-200 box should be as follows:
(With the screw terminal strip facing you, positioned on the lower right hand side of the box)
-From top to bottom:
White
Gray
Black
Yellow
Red
Blue

For further clarification on how to install the unit, please consult your instruction sheet included with the AT-200 kit -- or click here http://www.powercommander.com/downloads/UserGuides/AT200/AT-200.pdf

~T.J.

 

[Team Pigeon]

Team Pigeon,
You are able to use the WB2 instead of the Autotune.

Ok just received my package a couple days ago, awesome service fellas. Wideband 2 is installed tonight. My Auto-tune AT200 is now for sale, brand new harness, AF sensor, term plug, Can comm cable (when I get it next week).


I wish that salesman had of told me I needed a CAN comm cable before he shipped my parts. Air-fuel is a nice and simple setup, less wires and a much nicer harness than the AEM wiring. We'll see how long the gauge face lasts.


One problem I had tonight was that all units hooked up, I couldn't get my TPS to zero in the calibrate menu. If was stuck starting the map around idle rpm but at 40% trottle. Good thing for the cell tracer to show you where you're at. Tried and tried to reset it for zero but got nowhere. Finally unplugged the laptop computer AND the WB2, replugged laptop and I could get my zeros. Plugged in the WB2 and it was all good and sorted.

Why does this problem occur?

And a BIG thanks for helping us out here on the forums. Your posts are to the point, factual and easy to read. Keep it up!

 

[ZeeeR9]

ZeeeR9,

Great questions and I'm glad to see that you're diving into the PCV ready for the fun season.

A1) Using the autotune on the stock machine without your modifications is an overkill step to take -- but do so if you wish. This will cement the operations of the PCV in your mind as you go through the tuning cycle. Most times, stock machines with an autotune will not need show large amounts of fuel trims to hit your desired ratios (at least we always hope that the OEMs can put together a coherent fuel map -- but this is not always the case). Enabling the autotune after ALL of your modifications are installed will make the process much quicker, but doing it one piece at a time will tell you how much the air/fuel flow has been changed with respect to each mod. Sometimes this is neat to see the resulting map changes firsthand.....

A2) Steady application of throttle is by far the only way to give autotune the chance to build you a map. Normal riding with the blips and stabs of throttle really throw off the exhaust gas readings because the ECU can insert Accel Pump pulses, turn of the injectors when chopping the gas, and any other random event it chooses. The key here to remember is that the PCV is piggyback system and will only add/subtract on top of what the ECU already wants to do. If you induce these choppy throttle movements and the ECU jerks the duty cycles around, the PCV will tune incorrectly. Your plan to ride at constant 5%, then 10%, then 15%, etc....throttle positions is perfect.

A3) Octane of fuel does not change how many part of fuel + parts of air are going through your engine. While octane may alter the burn of the fuel (hotter/colder) the composition of the fuel mixture must remain the same inside the engine because it has the same efficiency, needing the same fuel volume.
I will caution against oxygenated fuel or fuels containing ethanol. These fuels have a molecular composition with a % of oxygen already in the fuel. This results in an air-rich burn and leaner conditions if you do not increase the fuel (actual Liquid part) injected.

Thanks for these questions!!

~T.J.

T.J. I have a giant load of respect for your product and it ability to adjust and improve performace of a snowmobile!!! WOW, I have been playing with the PCV and autotune setup with my CFR 1000 for the last few weeks and I can say that it works awesome.
I did as I said and got some base numbers from the stock setup(no clutch adjustments, not that that matters) and It certianly cleaned up the stock map some.(just an info for me test is all) Then I bolted on my Y pipe, big air intake and silencer(all from one specific manufacturer) and loaded a base map (with AFR's)supplied by them. I have the autotune on a switch so the last couple of times out I would switch it on and autotune, then download the info apon my return home, have a look at it and then the next time out do the same,(having never accepted the trims, just got the numbers from the first time and then let the autotune overwrite the numbers from before for the second time etc.) I have yet to accept the trims that I have logged from each trip.(they are saved though) each time the numbers were a bit different, some didn't change, some did, in each case but so were the conditions(to be expected)

Now, I have taken a look at the numbers after I accepted the trims to the base map,(dynojet software only) what I have noticed is that for instance when the number in the base map was 3 and the number in the same posistion in the trim was -3, after I accepted the trims, this number would then be -1, not 0. Am I reading this correct? would it not just be straight math between the two tables(if you are adding 3 to start with and the autotune number takes -3 away, should the accepted trim not be 0. I have notice this with other numbers also. Can you shed some light on this for me? Is there a formula that the software applies when the trims are accepted that is more advance the addition and subtraction?

Also, I have seen in the last couple of posts here something about a CAN plug terminal? I am not sure this is installed in mine as I bought it used but all the stuff was in the original box and I didn't install it unless the previous owner did. Now is this crutial to the function of the Autotune and PCV working correctly. I have verified that my AFR sensor is working when the laptop is plugged into the sled and running. So I assume it is working. So it it imparitive that this terminal be installed?

Thanks again for your help

 

[DynojetResearch]

One problem I had tonight was that all units hooked up, I couldn't get my TPS to zero in the calibrate menu. If was stuck starting the map around idle rpm but at 40% trottle. Good thing for the cell tracer to show you where you're at. Tried and tried to reset it for zero but got nowhere. Finally unplugged the laptop computer AND the WB2, replugged laptop and I could get my zeros. Plugged in the WB2 and it was all good and sorted.

Why does this problem occur?

And a BIG thanks for helping us out here on the forums. Your posts are to the point, factual and easy to read. Keep it up!

Team Pigeon,
This is an interesting issue that I've never seen before.
Just speculating that you may have been trying to calibrate your throttle only by having the 9V battery hooked up that I described above?? If this was the case, the 9V would only be powering up the processor, 5V rail, and just enough to light up the LCD. It does Not pull up the channel power which occurs when your machine is operating taking in 12V through the PCV harness Only. Channel power is required to see real-time data streaming in PCV software. The analog signal of the TPS would be floating then at voltage above zero. Thus - calibrating the throttle is only to be performed when the engine is running....or when full 12V is being run through utilizing the OEM diagnostic tools/connections.
If you Did have the sled running and were trying to calibrate the TPS, I find it odd that this would be happening. Programmed inside each PCV are the minimum and maximum voltages that we measure during data collection/development. We compare these to the tech manual to set the bounds of what customers would be expecting to see when they fire up their machine. Then, they can fine tune their voltages in Power Commander Tools > Calibrate > Throttle Position (press reset at idle, then stab to full throttle to record maximum voltage, click OK.) Interesting issue - and I may try to duplicate your situation.

And thank you for your kindness. I appreciate the opportunity to provide insight and will always help a fellow sledder in need!

~T.J.

 

[DynojetResearch]

T.J.
Now, I have taken a look at the numbers after I accepted the trims to the base map,(dynojet software only) what I have noticed is that for instance when the number in the base map was 3 and the number in the same posistion in the trim was -3, after I accepted the trims, this number would then be -1, not 0. Am I reading this correct? would it not just be straight math between the two tables(if you are adding 3 to start with and the autotune number takes -3 away, should the accepted trim not be 0. I have notice this with other numbers also. Can you shed some light on this for me? Is there a formula that the software applies when the trims are accepted that is more advance the addition and subtraction?

Also, I have seen in the last couple of posts here something about a CAN plug terminal? I am not sure this is installed in mine as I bought it used but all the stuff was in the original box and I didn't install it unless the previous owner did. Now is this crutial to the function of the Autotune and PCV working correctly. I have verified that my AFR sensor is working when the laptop is plugged into the sled and running. So I assume it is working. So it it imparitive that this terminal be installed?

Thanks again for your help

ZeeeR9,
The reason you are not seeing a +3 and -3 equaling out to a zero is because the trims applied in the PCV are not Additive - they are Multiplicative. Meaning that the numbers are not simply one table plus the next plus any other adjustments you have in place. This is done to keep the system independent of the order that the trims are applied.<!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:TrackMoves/> <w:TrackFormatting/> <wunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <woNotPromoteQF/> <w:LidThemeOther>EN-US</w:LidThemeOther> <w:LidThemeAsian>X-NONE</w:LidThemeAsian> <w:LidThemeComplexScript>X-NONE</w:LidThemeComplexScript> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <wontGrowAutofit/> <w:SplitPgBreakAndParaMark/> <wontVertAlignCellWithSp/> <wontBreakConstrainedForcedTables/> <wontVertAlignInTxbx/> <w:Word11KerningPairs/> <w:CachedColBalance/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> <m:mathPr> <m:mathFont m:val="Cambria Math"/> <m:brkBin m:val="before"/> <m:brkBinSub m:val="--"/> <m:smallFrac m:val="off"/> <m:dispDef/> <m:lMargin m:val="0"/> <m:rMargin m:val="0"/> <m:defJc m:val="centerGroup"/> <m:wrapIndent m:val="1440"/> <m:intLim m:val="subSup"/> <m:naryLim m:val="undOvr"/> </m:mathPr></w:WordDocument> </xml><![endif]-->
For Example: TPS table trim of 25 and a Pressure table trim of 50 is a Total Trim = 1.25 * 1.50 = 1.875 ...Therefore the total trim at that point is 87.5
Another Example: TPS table trim of 25, Pressure Table trim of -10, Accel Pump trim of -15, Start up fuel trim of 15:
1.25 * 0.90 *0.85*1.15 = 1.09... Therefore total trim is 9
The same is true with your autotune values. Inputting a 3 in the TPS table is a (1.03) and a -3 in the autotune is a (0.97).....so (1.03)*(0.97) = .9991 which is below zero. Because this value is under 1, the trim becomes minus one from the logic inside the PCV including the decimal (minus sign) as part of a significant digit.

The CAN plug terminal you read about(CAN termination resistor) is a small black plastic plug that connects to one of the adjacent ports on either your PCV or the AT. It is essential to have this plugged in to have the AT function and to see readings in your software. Without it, you would not be seeing readings in your software. Most likely, the prior user of your equipment had the termination resistor already plugged in and it is still inserted into one of the CAN ports.

Good luck out there. Sound like you're having fun and learning as you go!

~T.J.

 

[ZeeeR9]

ZeeeR9,
The reason you are not seeing a +3 and -3 equaling out to a zero is because the trims applied in the PCV are not Additive - they are Multiplicative. Meaning that the numbers are not simply one table plus the next plus any other adjustments you have in place. This is done to keep the system independent of the order that the trims are applied.
For Example: TPS table trim of 25 and a Pressure table trim of 50 is a Total Trim = 1.25 * 1.50 = 1.875 ...Therefore the total trim at that point is 87.5
Another Example: TPS table trim of 25, Pressure Table trim of -10, Accel Pump trim of -15, Start up fuel trim of 15:
1.25 * 0.90 *0.85*1.15 = 1.09... Therefore total trim is 9
The same is true with your autotune values. Inputting a 3 in the TPS table is a (1.03) and a -3 in the autotune is a (0.97).....so (1.03)*(0.97) = .9991 which is below zero. Because this value is under 1, the trim becomes minus one from the logic inside the PCV including the decimal (minus sign) as part of a significant digit.

The CAN plug terminal you read about(CAN termination resistor) is a small black plastic plug that connects to one of the adjacent ports on either your PCV or the AT. It is essential to have this plugged in to have the AT function and to see readings in your software. Without it, you would not be seeing readings in your software. Most likely, the prior user of your equipment had the termination resistor already plugged in and it is still inserted into one of the CAN ports.

Good luck out there. Sound like you're having fun and learning as you go!

~T.J.

Thanks for the explaination on how the trims are applied TJ, my autotune module did have the Can terminal plug in it alread thats why I didn't see it.

Great help as always.!!! Cheers

 

[sdcc]

ZeeeR9,
The reason you are not seeing a +3 and -3 equaling out to a zero is because the trims applied in the PCV are not Additive - they are Multiplicative. Meaning that the numbers are not simply one table plus the next plus any other adjustments you have in place. This is done to keep the system independent of the order that the trims are applied.<!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:TrackMoves/> <w:TrackFormatting/> <wunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <woNotPromoteQF/> <w:LidThemeOther>EN-US</w:LidThemeOther> <w:LidThemeAsian>X-NONE</w:LidThemeAsian> <w:LidThemeComplexScript>X-NONE</w:LidThemeComplexScript> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <wontGrowAutofit/> <w:SplitPgBreakAndParaMark/> <wontVertAlignCellWithSp/> <wontBreakConstrainedForcedTables/> <wontVertAlignInTxbx/> <w:Word11KerningPairs/> <w:CachedColBalance/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> <m:mathPr> <m:mathFont m:val="Cambria Math"/> <m:brkBin m:val="before"/> <m:brkBinSub m:val="--"/> <m:smallFrac m:val="off"/> <m:dispDef/> <m:lMargin m:val="0"/> <m:rMargin m:val="0"/> <m:defJc m:val="centerGroup"/> <m:wrapIndent m:val="1440"/> <m:intLim m:val="subSup"/> <m:naryLim m:val="undOvr"/> </m:mathPr></w:WordDocument> </xml><![endif]-->
For Example: TPS table trim of 25 and a Pressure table trim of 50 is a Total Trim = 1.25 * 1.50 = 1.875 ...Therefore the total trim at that point is 87.5
Another Example: TPS table trim of 25, Pressure Table trim of -10, Accel Pump trim of -15, Start up fuel trim of 15:
1.25 * 0.90 *0.85*1.15 = 1.09... Therefore total trim is 9
The same is true with your autotune values. Inputting a 3 in the TPS table is a (1.03) and a -3 in the autotune is a (0.97).....so (1.03)*(0.97) = .9991 which is below zero. Because this value is under 1, the trim becomes minus one from the logic inside the PCV including the decimal (minus sign) as part of a significant digit.

The CAN plug terminal you read about(CAN termination resistor) is a small black plastic plug that connects to one of the adjacent ports on either your PCV or the AT. It is essential to have this plugged in to have the AT function and to see readings in your software. Without it, you would not be seeing readings in your software. Most likely, the prior user of your equipment had the termination resistor already plugged in and it is still inserted into one of the CAN ports.

Good luck out there. Sound like you're having fun and learning as you go!

~T.J.

Thanks Again.... Great info!!

 

[ZeeeR9]

Well Had a slight melt down!!

Let me first say I am posting this for info to other, Kind of a give back to the people that provide information on these sites that I use all the time.
ALSO, it is in NO WAY, a power commander problem. It was simple a test that I was trying that went bad..LOL and I decided to post it here because the people on this posting here I think will know what I am talking about and can provide some good feedback. So that being said I will explain what I have experienced.
I have spent the last few weeks testing and tuning my CFR 1000 with approx. 1200miles on it, mod's were a Y-pipe, big air intake, and a silencer. that is all. I then added the awesome Dynojet PCV with Autotune to the setup. I have been building maps based on a provided map with AFR ratio from the manufacturer of the Y pipe and silencer, along with the tuning Info TJ has provided here on this tread. I have been tuning in the 0-5000RPM range and accepting numbers and then tuning in the 6500-7300 range and accepting numbers, things are working perfect, no issues, maps are getting great numbers, piston wash and plugs look fine, and I am pretty much ready to accept a map as my new base and run the **** out of this thing...(cause it's haulin like a raped ape).
So, ONLY thing I noticed in my sessions was that at around 6000rpm something funny always took place, best way to explain was bog or a hesitation and I could feel it and here it in the silencer. Now, I would only feel it for a second sometimes due to the fact that I was tuning below that RPM and then above it. Also the power valves open at 6300rpm so you are never really riding in that range anyway. Keep in mind I have trail rode this sled for about 500miles this year also with great results, not much can touch it on the top end...(insert smile) No problems on WOT runs at all.
So, last Saturday I had some time to do some final tuning and the conditions were perfect on the river in front of my house(flat and clear going for miles), nice and close to do my steady throttle runs and come back and look at the numbers, accept and go again. well after warm up I switched the autotuner on and drove for about 3 miles(total miles at that point was about 3.5), around the 5-5500rpm range, but once I jumped up to the 6000 range and got this hesitation again, so at that point I decided to hold it in that range to see if the autotune would log some info and I could get an idea of what might be going on... WELL, about 25sec into that thought it was over. Melt down! Just like someone hit the kill switch...LOL I instatly knew then that what I was feeling was a lean condition for sure...LOL no kidding.. So, I went home, pulled the top end off and found both pistions were skuffed on three sides each (almost like a 4 corner cold sieze) (hopefully I can add pictures at the end of this story...LOL) needless to say it ruined both cylinders also.
So, I won't go into detail about map numbers but I went back and anylized my trims and accepted maps etc., that I have been recording all along and found that it was at about 40% throttle that this was happening and on some of my test maps etc it was adding 10-12 for fuel in that range. So that day I started on a map that was 3 trims/accepted maps back and it didn't have those high numbers in at that range. Why did I do this, well, again, the conditions were better for holding the throttle in the right range then they were when I did my last tune session.
So whatever is taking place right before the power valves open with those mod's it is getting hot right at that point and that is the result if you drive in that range...
I am posting this for info to others and looking for opinions and thoughts but I am in NO WAY say this was a PCV issue, It was NOT. I will have my engine back together this weekend and will use the info I have learn and add the fuel I need in that area(using the dynojet products) to make sure that doesn't happen again. That is what makes the PCV and AT set up worth it. Yes some EGT gauge's might have helped too probably but let me say this happend super fast...
Well that's my story, a little long but hopefully others that see this same bog/hesitation in there setup at a certian rpm range will have read this post and won't have a meltdown.

Felt the sticker in the picture really said it all...LOL
Scott

 

[DynojetResearch]

ZeeeR9,

That is an awful experience to have your engine burn down like yours did, but a fantastic learning process that you've went through.
As you witnessed, the burn gets hot and lean in the midrange - right around 6000RPM.
Part of this lean area can be cured by adding more fuel - as you saw with the +12% in your prior-used Autotune Trimmed map - but only for a short time as EGT's creep up. The main culprit is the timing of this range being advanced to 24* the speed the sled through the power valve opening region. Holding the throttle (for 25 seconds - eesh) in this range is never recommended as these Arctic Cat's really heat up.
The Autotune may have tried to add more and more cyclically to hold the AFR down at the specified level, and it maxxed out to the default +20% maximum enrichment value - which still wasn't enough. This + - 20% can be adjusted in customer software to suit your needs.
Also in this range (40%TP, 6000RPM) a common AFR value used on other machines is ~13.0. However, these 1000s like to be kept very cool and an AFR in the low 12's is more appropriate.

Thank you for sharing your findings on the sled! A beneficial experience for tuning- though I feel your pain for the burndown.
Hopefully the rest of your season has went without a hitch!

~T.J.

 

[sledheadd]

I guess this is a question!!
How long before the pro rmk power commander is off nation wide back order ?
Thanks
I have one on order and was wondering if I will get to use it this year?

 

[Insaneboltrounder/sjohns]

Any info on the timing control PCV's? For some reason I think these are really going to rock with hi and low alt settings?

 

[jeepin270]

ttt

 

[DynojetResearch]

sledheadd,

I have not heard of the PCV for the Polaris being on back order at all. In fact, I show that we have 30 of them in Las Vegas shipping headquarters at this time.

sjohns,

The PCV-CDI with ignition control for the 2007-2013 Arctic Cat 800 and 1000cc snowmobiles has been released for over one month and our dealers/kit builders are excited to have them. These will give the user full fuel control (-100%/+250%) over the entire RPM/TP range, and also +/-20* of timing adjustment.
They will still hold 2 maps just like all other PCV's so you can have a more aggressively timed map for higher elevations - just as you say. All you need is a 2 position switch, and you're on your way!
Launch control is another great feature available with this PCV.
What other specific information would you like?

~T.J.

 

[tchriste]

Hi T.J.
I have been working with a PCV and autotune on my 09M8 going on 3 years now. I just recently picked up a LCD-200 and have installed the LCD and the autotune and set it all up so I can track TP, RPM, duty cycle and AFR. I was wondering if it was possible to turn on and off the autotune via the LCD-200? Thanks.

 

[Insaneboltrounder/sjohns]

sledheadd,

I have not heard of the PCV for the Polaris being on back order at all. In fact, I show that we have 30 of them in Las Vegas shipping headquarters at this time.

sjohns,

The PCV-CDI with ignition control for the 2007-2013 Arctic Cat 800 and 1000cc snowmobiles has been released for over one month and our dealers/kit builders are excited to have them. These will give the user full fuel control (-100%/+250%) over the entire RPM/TP range, and also +/-20* of timing adjustment.
They will still hold 2 maps just like all other PCV's so you can have a more aggressively timed map for higher elevations - just as you say. All you need is a 2 position switch, and you're on your way!
Launch control is another great feature available with this PCV.
What other specific information would you like?

~T.J.

Wow... im dying to see some results with the timing control

 

[DynojetResearch]

Hi T.J.
I have been working with a PCV and autotune on my 09M8 going on 3 years now. I just recently picked up a LCD-200 and have installed the LCD and the autotune and set it all up so I can track TP, RPM, duty cycle and AFR. I was wondering if it was possible to turn on and off the autotune via the LCD-200? Thanks.

tchristie,
That sounds like a great setup for your M8!
The LCD is the Perfect tool to accomplish your datalogging.

The LCD cannot turn on/off the Autotune function. The AT feature is toggled on/off in a separate part of the memory much like the Accel Pump or Start-Up fuel features. The LCD does not have control over this block of memory.

Noteable however - Did you know that you can utilize any 2 position switch to turn on/off the Autotune function?
Simply check this box shown below, and wire the two ends of the switch into terminal strip in the holes Closest to where the harness exits the enclosure. (This is switch input 1)
When the switch is closed, AT will function trimming the fueling to your specified AFR value. When open, AT is turned off and it will not trim your fueling, nor will it save attempted trim values without applying them for review later.