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I know this is the common legend but I don't think it is correct, or at least not the full story. If it were true one blip of the throttle past 1/4 turn would always fix it, and it did not. Ever. There is some moving average or cumulative buffer that over time if not corrected enough gets too...

OK good. So this means what I read was wrong, 2016 ES single spring is still approx as stiff as gen 2 was in hard mode, and stiffer than the first 42 mm in soft mode. Subjectively the gen 3 in soft mode feels stiffer than the gen 2 in hard mode, but that may be due to other dfferences.

The 2016 base (non-ES) OEM rear shock is now a KYB unit. So it is definitely not the same as 2013-15, whether it has a stiffer/softer spring(s) or not have no idea. I have read that the 2016 ES spring rate is same as gen 2 (676 lb/in) so softer than 13-15 (over 900). But you get true preload...

I'll take the footpeg lowering brackets. PM'd you for details.

Yes. It richens up mixture briefly on throttle transitions. You can set it by how much and how many crank revolutions of enrichment, how much throttle threshold etc. However if you are smelling gas and bogging like it is too rich already off idle and other throttle/load transitions, you may...

Sath182, What exactly is the problem you're having with your SV? I see you do have some values in the 2% column on your AFR table. Very interesting that they made a 2009 model with EFI but without an O2 sensor for 49 states, and then one with for CA. It may be they just took the O2 sensor...

I downloaded the SV650 maps, interesting thing is they've zero'd the 2% column in the AFR table. And some really big numbers on some of those base maps, including the 2% column. So the AT will never try to adapt there, but the PCV will be adding a lot of fuel. Honestly I am not very impressed...

One other important conclusion from the above testing session, but not so much the testing itself,the warm up ride prior: ============================================================= When I went out for a warm up ride using the map from the long weekend ride, I paid very close attention to...

Been having a very productive discussion off line with another long-suffering gen 2 FJR + PCV + AT victim, Mr. Canoehead. What we were trying to figure out, among many things, was how fast the AT works to update AFR and trims table values, and whether it is targeting AFR directly in real time...

Comments on the above ride, map, and PCV + AT. 1. This was exactly the kind of ride that previously would have the bike running progressively worse, limping home nearly unridable. In fact it is over much the same route & elevations that caused these problems before. 2. Subjectively I am...

Update here. Got a nice 400 mile ride in yesterday. Still running the 50% map above, half the values of the DJ PCV 001 FJR map. AT on, +/-10% trim limits. AFR target table same as previosuly, from OTS DJ maps 001/002. Have not saved any trims yet, so this is still working off the pristine...

Short update. Loaded up the 50% 001 map (1/2 the cell values in the fuel map from DJ OTS 001) and went for a quick 50 mile ride, elevation from low of 7200 to 12k ft and back. AT trim limits were +/-10%, same AFR target table as 001/002. Had typical stumble off idle prior to warm up but this...

I had not noticed as large a discrepancy in the trims vs corrected fuel maps after trims had been applied. But I will look for it. I just checked the zero maps and trims that I ran, when applied there were only couple of cells in the fuel map different from the trims, and those were only off...

I ended up using the web form here https://www.powercommander.com/powercommander/Contact/powercommander_sales_support.aspx I tried emailing back to the email address from which the guy responded but never heard from him again. I must say after thinking on this for a few days I am disappointed...

I've seen that but not done any research on how easy it is to use, what it can log, memory, ease of use, etc. Was bummed to find out LCD200 was not very well executed.

Hey Mr C., Now I remember. You are correct, Roger found that the BMW Motronic ECU still uses the O2 sensor input even in open loop mode. So even with a scaled, tweaked wideband input it is still working and if you scale it the right way you can spoof it to richen or lean out the AFR, you just...

Well if you go back to post #18, look at map 001, and compare to the AFR table I posted above (also from map 001), you'll see some interesting stuff. Namely that Yamaha ECU was running far leaner in the lower throttle, lower rpm/throttle % range (judging by how much fuel the 001 map adds) and...

There's a guy over on Advrider who has done some pretty cool stuff with the LC-2 with oilhead BMW's, RogerRT I think is his name. I think he sells a kit, did you get one of his? I like the data acquisition capability. I had already purchased a PC3 + wideband for my oilhead GS and was very...

Yes it is, I was surprised by that too. What is also interesting is even with those "rich" AFR's, the DJ maps 001/002 are much LEANER than stock in places (neg fuel). By this I take it to mean, relative to these AFR's, that the stock ECU is too lean at lower rpm/lower throttle, and too rich...

So let me try to summarize what has been learned. 1. AT200 is always adjusting fuel in each cell, targeting the AFR table, up to the limits specified in the set up configuration. It cannot adjust in real time past that limit. It takes 10 or more "hits" per cell in order for a trim value to...