Dynojet Auto Tune Module

  1. Fuel Moto or Dynojet will set up your fuel table for best results, but you can edit these values to suit your needs. Can I use the Target Tune module for the AutoTune process? Absolutely, the Target Tune module works excellent for the AutoTune function and it has its own Target Tune-Auto Tune mode.
  2. . Install the Auto tune module near the PCV. Connect the Auto tune module to the PCV using the supplied CAN cable. It does not matter what port the cable is connected to. Install the CAN termination plug into the open port of the Autotune module. This is the small BLACK plastic connector in the kit.
  1. Dynojet Auto-tune Reviews
  2. Dynojet Autotune Kit
  3. Power Commander V

View and Download Dynojet Auto Tune user manual online. Wideband 02 controller for power commander V. Auto Tune Automobile Accessories pdf manual download. Install the Auto Tune module near the PCV. Connect the Auto Tune module to the PCV module using the supplied CAN link cable.

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Early on the beta test program I wanted to take advantage of the powerful set of tools built in to the Power Core Software Suite. Recognizing these tools were intended for dyno operators that had wideband o2 sensors with the associated hardware that goes with dynamometers i.e. DJ250i, there was not an easy method for the end user to bring in wideband o2 AFR data into the Power Core Software Suite.
To solve this, Dynojet made hardware available to me through a modified Power Commander V with Autotune wideband o2 setup. An earlier post here shows me modifying my Indian headers to accommodate the wideband o2 sensors which take an 18mm bung. I also wanted to retain my narrowband OEM sensors that have a 12m bungs. You can see that post here.
With the help of Dusty at Dynojet, (he is Senior Project Manager, Dynojet Research), I have been going down the road of user tuning my bike. After a nimrod moment on my part, which he got me back on the right path, the end result is a very good running bike. The effort to tune my bike was minimal. The hardest part being hitting as many different operating parameters possible. (Hitting the cells for the Requested AFR versus RPM versus Load).
I decided to shoot a video describing the method that is used to help others that might have the Power Commander V Autotune already installed or the dyno operator that wants to start tuning Indian motorcycles. (Not the best quality, but hey...I'm retired!)

Dynojet Auto-tune Reviews

The procedure is straight forward enough. The first thing is to select a Tune that is close to your engine's hardware configuration as it relates to the Air Cleaner, Cams, and Exhaust.
Startup the Power Core Software Suite and open the C3 module. Open the tune file and select the Target AFR Table. Select and change all the 14.7 cells and change them to something reasonable...13.5 to 14. The first time I did this I picked 13.5 simply to ensure my tuning run would be rich. Later on I went with 13.8:1. By changing the cells that have a 14.7 AFR to another value, you are instructing the ECU to operate in open-loop operation for that cell. Since we will be tuning the VE table, we need to know just how far off the measured AFR is compared to the Target AFR, so very important we do not operate in a close-loop operation.
Once you are satisfied with the Target AFR table, save the file with a different name and flash this tune into your ECU.
Hook up a computer running the Power Core Software Suite to your PVCX while it is connected to the diagnostic port of your bike as well as connect the Power Commander V Autotune unit to the computer. This will bring in a wealth of information from the ECU as well as the AFR 1 & AFR 2 data into the C3 module. Perform a data log while riding the bike, make an effort to hit as many different operating conditions as possible while avoiding deceleration fuel cut-off. (Easier said than done!)

Dynojet Autotune Kit

Once you are satisfied with the data run, save the log file. In the C3 module, select the TuneLab menu option and load in the built-in equation for VE correction based on the Rear Cylinder. You can use either one of the AFR channels for correction, but based on information from Dynojet, our engine's rear cylinder tracks the target AFR well..so we pick that one to correct for VE.
Once you run the equation and note the VE changes, save this tune file (using a different name) and flash this to your ECU. Repeat this process as long as it takes to get a stable VE table built from the data runs.
After you are satisfied your VE Table is accurate (measured AFR tracking well with the Requested AFR for the rear cylinder) it will be time to correct the front cylinder using the IPW Comp. Front table. Load in the VE corrected tune and perform the same process as before, but in this case select the built -in correction for IPW Comp Front corrections based on the AFR(1) data.
Once you see the measured AFR for the front cylinder tracking well with the Requested AFR, you are done with additional corrections. You now have a tune file that has an accurate VE table for your engine!
Now you should adjust the Target AFR to put it back in close-loop operation in areas that make sense. One way to do this is to select all the cells in the table and select the Stock value button to change the table back to the factory stock values. Note that running the stock AFR table will make the engine run very rich in a lot of areas. I believe this was picked by the engineers to be in a safe range when the engine is not in close-loop area of the table. This would be due to the VE table not matching well with the engine (production variations) or if a user modified their A/C and/or exhaust without re-flashing the ECU.
Because our VE table now accurately models our engine's air flow characteristics we can assign leaner AFR values in the Target AFR Table and not worry about being too lean. Better performance and better MPG operation!
The last step I do is make one final data log run with the final tune loaded in. I then review the data paying close attention to my AFR (1)/(2) versus the Requested AFR as well as looking at my Long Term and Short Term Fuel Trims for close-loop operation. These data points will tell you exactly if your tune is accurate or not.
One of the nice things about tuning your bike while riding is that the finish tune file will closely reflect your riding habits and style. While there is no substitute to a dyno tune, this is the next best thing!

NOTE: I have stopped maintaining a file share point for these equations. If you require these equations, please contact me via email and I will supply them. This is for NON-COMMERICAL USE ONLY.
Please contact me if you are a professional tuner and would like additional information on advanced tuning equations that FuelMotoUSA and I have developed and/or advanced dyno tuning classroom and webcam series that are being offered throughout the year.

If you find a value in these series, consider a donation to craigbennett1960 at yahoo dot com via PayPal. It is considerable work to maintain this blog and reference material.

I have teamed up with FuelMotoUSA to offer Advanced Tuning Services for folks that wish to take their tune to the next level. This service provides the user with access to excellent base tunes developed by FuelMotoUSA and then tuned to your engine using the methods (as well as proprietary tuning techniques developed while tuning the Indian and Victory Motorcycles).

I have also written Python equations that take both narrowband and wideband data and tunes the whole fueling table at once. This technique works well when performing maintenance corrections when running both sensor types. Those equations are part of the advanced equation package I've written to aid pro-tuners in developing tunes from the ground up for any performance configuration they may be presented with. These equations are part of the Advanced Tuning Course being offered through FuelMotoUSA throughout the year.

For additional information, please email me through my contact info here or through FuelMotoUSA here.

Power Commander V