To build a complete and thorough map for a snowmobile, the machine must be run under strenuous load on an engine dyno, and also field tested to ensure the tune is satisfactory under all loading conditions. Running a machine on an engine dyno often involves adding auxiliary cooling sections to keep the engine temperature under control, a precision and isolated connection to the crankshaft, as well as many other details which are far more complex than just rolling a car/bike onto a wheel dyno and tightening some axle straps. Many years ago, Dynojet manufactured a snowmobile chassis dyno which measured track HP by removing the stock skid and replacing it with a rigid skid containing measuring idler wheels at the rear. Swapping skids isn’t a quick process and the cooling system must still be addressed to make multiple runs with the goal of ending with a complete map. All in all, the time and effort required to create a stellar tune for one sled is greatly hindered by the mechanics of the machine, while Dynojet must focus on cranking out broad reaching support for all types of Powersports toys. Also, even though Montana is beautiful and known for its massive swings in weather, company don’t always have snow to go play in to verify company tuning meets Dynojet performance standards. Access to each and every OEM’s machine is also crucial to building a solid tune database, and MT dealers don’t order any of the trail machines, thus only mountain sleds would be tuned (and yes some sleds running the i.e.: CFI2 engine in the Polaris mountain sled contain an alternate calibration relative to their short track counterparts).
Most people describe the combustion stroke as a bang or explosion, but this is not accurate. During the combustion stroke, there should not be an explosion, but rather a controlled burn. Under proper operating conditions, the spark plug should create a flame-front with the air/fuel mixture which causes the gasses to expand and push the piston back down the cylinder. When Knock, detonation, or pre-ignition occurs, the air/fuel mixture is ignited at an improper time in the cycle. Many times these terms are used interchangeably though they are technically different. Detonation is an uncontrolled combustion event which occurs after the spark event. Pre-ignition is an uncontrolled combustion event which occurs before the spark event. Knock (pinging) is the actual noise that can be audibly heard if detonation is bad enough. Most OEM knock sensors are basically microphones tuned to listen for a specific frequency to detect this noise. When some is describing knock, they are generally referring to detonation. Severe detonation over an extended time can damage pistons, rods, rod bearings, and other engine parts. If you can audibly hear knock, then it’s time to verify your tune and fuel. Which brings us to company next point, octane. A fuel’s octane rating is a measure of a fuel's ability to resist detonation. The higher the octane rating, the more resistance it has to detonation. Many of the vehicles that are supported by Dynojet products have a knock sensor. While a knock sensor is a great tool to correct for bad ignition events, they are reactionary… meaning they do not change anything until an event has occurred. Other vehicles Dynojet supports do not have a sensor at all meaning proper fuel and a proper tune for the installed parts is even more critical.
Dynojet offers different maps for the US market and the European market due to the differences in the fuels. In most cases the fuel available in Europe will make a bike run much richer than the fuel available in the US. For this reason company recommend that you use a map that coincides with the region in that you live in. Although company have seen some European maps work well for US bikes so it may be worth trying.
If you experience any problems with cruise control, or 6th gear indicator light on a newer Harley Davidson Touring bike with a Power Commander V installed. In the Power Commander software go to Power Commander Tools/Configure/Harley ECM Data. Uncheck the box next to Diagnostic Port Enabled. Click OK. Click Send Map.
No, the Power Commander is a fully sealed unit. It is not necessary to cover the unit to protect it from water. The most important thing is to make sure the port plugs are used.
The most common problem company see with returned Power Commander is damage to the wiring harness. If the Power Commanders’ wiring harness is cut or nicked by the frame or sharp bracket it can short to ground. Once this happens a number of symptoms may be present, overly rich running, hesitation, stalling, etc. company suggest very closely inspecting the harness for any signs of damage. Small cuts may be difficult to see. If any damage is found, you can simply retape that area, unless the wiring is significantly shorted.
No, all Power Commanders utilize a nonvolatile memory (it does not require constant power to maintain it). The only way a map can be “erased” is to use a computer to load a new one in place of it.
Most Power Commanders are powered by the injectors on the bike. When you turn the key on, the fuel pump gets power and primes the fuel circuit. When this happens, the injectors get power, and the Power Commander also gets power and lights up. After a few moments, the fuel pump has pressurized the system, and usually shuts off. If the fuel pump shuts off, the injectors’ loose power, and the Power Commander shuts off. If you attempt to start the bike when the Power Commander is off, the bike may take longer to start than normal, until the fuel pump comes back on. The fuel pump may come on instantly, after a few engine revolutions, or on some bikes seemingly not at all. If the fuel pump does not come on, the bike will not start. company recommend starting the bike once you turn the key on. Do not wait for the fuel pump to shut off, or a check engine light to go out.
Decel popping is caused by the detonation of unburned fuel in the exhaust pipe. This happens with high flow exhausts that allow more fresh air to be pulled into the pipe, causing the exhaust temperature to rise and detonate any unburnt fuel. Ways to reduce and possibly eliminate this popping are listed below and can vary between Harley-Davidson motorcycles and others. Exhaust leaks can cause decel pop, make sure the exhaust is sealed completely at the motor, and at any other connections. Harley-Davidson: 1. For older Magnetti-Marelli fuel injected bikes, adjusting the fuel table to remove fuel can help reduce popping. Highlight the zero percent column from 2,000 rpm to redline and enter in values from -40 to -50. Run the bike and see if the popping has reduced. Sometimes, the throttle position may not show zero at idle and should be correctly adjusted with the bike at full operating temperature to make sure it is reading zero. 2. On newer Delphi fuel injected bikes, company have found that adding fuel is needed to reduce popping. Highlight the zero percent column and instead of using negative numbers, try adding fuel to the map. Start with putting a value of 25 in the cells and see if the popping has reduced. 3. Adjusting the ignition table could also help in deceleration popping. Advance the timing in the zero percent column 3 to 5 degrees to see if popping has been reduced. Metric and other: 1. Block off the fresh air injection systems. This will reduce the air being fed into the exhaust, causing the higher exhaust temperatures and detonation. 2. Many of today’s bikes (post 2007 or so) shut the injectors completely off during deceleration. If this is the case no adjustments made by the Power Commander, or any piggyback device, can help reduce this problem. On bikes that keep the injectors on during deceleration adjustments to the fuel table in the zero percent fuel column from 2,000 rpm to redline may help reduce popping. A value of positive or negative 15-40 should be added and can reduce popping if it is still noticeable. Do not do any changes below 2,000 rpm due to the fact that it could affect fueling at idle.
This message will appear if you try to load a map from a different make or model than the Power Commander is connected to. (i.e. attempting to load a Harley map to a Suzuki).
If you are getting a hard, or no start problem with a Power Commander installed you may need to have the CKP (crank position sensor) on the bike checked for its output voltage. When they get to the lower limits of their specified range (weak) they can cause errors when the Power Commander is connected. It is a very common occurrence on the older Magnetti Marelli equipped bikes. Sometimes the sensor can pick up metal particles from the crankcase, removing the sensor and cleaning it off may correct the problem. If the sensor tests out at a voltage near or at the lower limits of the specified range, the sensor should probably be replaced as it is an indication that it will soon fail completely.
On the Power Commander IIIUSB, just go to Tools, Demote map to Basic. With the Power Commander V, this setting is found under Map Tools, Advance Demote map, Fuel Tables (TPS). Change to Basic. If Basic is not an option, you will need to Delete AutoTune tables first. To do this go to Map Tools, AutoTune tables, Delete tables. Once this is done, the option to change to Basic fuel tables should be available.
Dynojet Research do offer “built-in” ignition timing adjustability and ignition controlled features (Rev X-tend, Launch control, Pit-lane Speed Limiter, etc.) on the Power Commander V module for a select few single and twin cylinder models. Three and four cylinder models would require an additional Ignition Module accessory for this capability, if available.
No, at this time Dynojet has not developed software for any other computer operating system than Microsoft Windows. Every version of Windows since 95 SP2 will run all of company current software.
Dynojet makes about 500 different Power Commanders; they are pretty much unique to a certain year/model vehicle. A Power Commander for one vehicle, most likely will NOT work on a different vehicle. There are exceptions to this rule; a similar model from the same manufacturer might use the same Power Commander. If you have any questions, just give us a call or email for fitment questions
The Power Commander is a tuning tool to adjust fuel, and on some models ignition timing. Just adding a Power Commander to a completely stock vehicle usually does not increase peak horsepower. It usually will improve drivability, throttle response, and mid-range horsepower and torque. If the vehicle has been modified in some way to increase airflow through the motor, the Power Commander can provide the correct amount of fuel for those modifications. This will often give an increase in overall horsepower.
Dynojet Research Inc. ("Dynojet") warrants this product against defects in material and workmanship for the period of one (1) year. The warranty period begins with the date of original retail purchase.