[rocker22]

Just got an email from Chris Kelly at Dynojet. He said the Power Commanders for the Fury started shipping this week and should be available to order from local Dynojet dealers next week.

 

[J.A.T.O.]

Did he mention a price and if the aftermarket pipes will need any kind of baffle for proper back pressure?

 

[rocker22]

Did not mention either of those. I think teh price is listed on the dynojet web site at around $350 if I remember correctly. Baffles should not matter as the Power Commander is fully adjustable.

PS: Nice profile pic!!

 

[PREDATOR]

It wont be the Power Commander "V" though, since the Fury does not have O2 Sensors. Just FYI I don't want you guys to think you got jipped

 

[cycho]

It wont be the Power Commander "V" though, since the Fury does not have O2 Sensors. Just FYI I don't want you guys to think you got jipped

Hmm, Powercommander website lists the part as "Power Commander V", part # 16-014. Power Commander V Support, Find Installation Guides and Maps
Am I missing something?

 

[BrooklynBoy]

Hmm, Powercommander website lists the part as "Power Commander V", part # 16-014. Power Commander V Support, Find Installation Guides and Maps
Am I missing something?

No, your right...

It's a Power Commander V and you can get the Auto Tune AT-200 if you want to ADD an oxygen sensor to it...

The Auto Tune is not a bad idea... it constantly adjusts for all conditions (riding and modifications made)

 

[Señor Gar]

My understanding is that the Power Commander V works with downloaded maps designed for your modifications OR for an additional $250 you can add the accessory AutoTune AT-200 and install the supplied wide band O2 sensor in the exhaust to monitor the fuel mixture. The AT-200 then sends this information to the Power Commander V and automatically corrects your air/fuel mixture while you ride. At this time you would need a 2 into 1 exhaust for the single O2 sensor although Dynojet is currently developing software to allow using two AT-200 kits to AutoTune each cylinder individually.

If you wish confirmation you can contact Chris Kelly [[email protected]] who is very good at replying to eMails.

 

[cycho]

... using two AT-200 kits to AutoTune each cylinder individually.

Yikes! That's like $850 in PCV and AutoTunes! Any idea if the cross over in the Cobra Swept Speedsters constitutes a 2 into 1 exhaust?

 

[Señor Gar]

Any idea if the cross over in the Cobra Swept Speedsters constitutes a 2 into 1 exhaust?

I would think so provided the O2 sensor was installed in the middle of the crossover if that is possible. Still, I'd check with Chris Kelly at Dynojet.

 

[Señor Gar]

More thoughts on Fuel Control

If Honda put two O2 sensors on the Fury as they do on the VTX1800 we probably wouldn't be looking at the PCV and AutoTune. What worries me with a V-Twin is the two cylinders appear to operate differently. The fury rear exhaust cam runs 8° ahead of the front one and I'd like to know why. Water cooling shouldn't be an issue especially with the rear cylinder first in line from the water pump. Unevenly spaced intake strokes (#1>412°>#2>308°>#1...) on a common intake probably affects charge density. In any case the EFI map should be set for the differences. The PCV simply adds or subtracts duration to the injector pulse width based on the map you download OR it can be switched to follow the AutoTune O2 controlled signal. In theory it should all work.

I’m not sayin yea or nay but the following post on another forum does raise questions. Read one rider’s experience and see if you are willing to pioneer this adventure: http://www.mybikeforums.com/forums/showthread.php?t=16038

Personally, I’d be tempted to keep a little backpressure in my aftermarket pipes and considering the size of the Fury’s air cleaner element I’m not sure that the Spike air cleaner from Low & Mean would flow much differently so I’d stick with the stock fuel management system provided the bike continued to run well. We are all afraid of lean and hopefully we can recognize the associated drivability issues so I’d be gripping my wallet and going for a ride before making any expensive decisions.

 

[PREDATOR]

You are correct about the 2 cyclinders operating differently.

As my bike was getting tuned, it was mentioned that even though there are 2 fuel supply lines, it looks like the front cyclinder might be robbing some of number 2's fuel. Not too big of a deal.

I'd highly recommed getting your bike tuned if you are doing any type of modifications with the Intake or Exhaust.

As for the Power Commander V, you will need 2 O2 Sensors, one for each bank

 

[Señor Gar]

Notes from the Service Manual

As my bike was getting tuned, it was mentioned that even though there are 2 fuel supply lines, it looks like the front cyclinder might be robbing some of number 2's fuel....As for the Power Commander V, you will need 2 O2 Sensors, one for each bank

For the record the front cylinder is #2 and the rear is #1 possibly because the rear is first to TDC.

On this one I am guessing but I expect the PGM-FI is sequential and all the fuel from each injector should enter it's respective cylinder so I am wondering what you saw to indicate that the front cylinder is running richer than the rear if that is what you are saying?

Although your recommendation to use 2 O2 sensors with the PCV would be ideal and I am assuming you are including AutoTune, the system is not yet programmed for more than one O2 sensor on Metric bikes. Just Harleys get 2 for now.

 

[Stonewheel]

Here's some possibly relevant info from a company which makes the kind of gauges I've been interested in; direct quote:

Put your bike on the dyno and....

If you surrender your bike to the hands of another they are going to stick a probe up your pipe to see what's going on. Long rubber tubes, pumps and gas analyzers. There's a lot wrong with this. First off, there is the nasty secret of reversion where the pesky 15 psi of outside air rushes back up the pipe to skew the sampling data. Then there is the fact that you have blocked the exhaust flow with your anally fixated device. Thirdly, there is the time delay of the sampling which means you are always "behind", no pun intended. Fourthly, the load on a dyno does not reflect what you see in the real world.

You are better off running the bike in the real world and watching the O2 display which essentially operates in real time. It will reflect your particular riding style and will save you a lot of money compared to those $200.00 to $400.00 dyno sessions. If dyno numbers are your mantra then do all the tuning in the real world with the RSR Air Fuel Gauge...Then put it on the dyno. The dyno operators are usually amazed on how well the bike runs..."What did you do to it?" is the usual response.

RSR Air/Fuel Ratio Gauge

I don't even *pretend* to know much about proper A/F mixtures, other than the fact that getting it right makes a big difference in how well your bike runs, be it racerbike or more of a cruiser-style rider like our fury's. This website has a lotta info on it that looked good however. The very top, blackfaced gauge is the one caught my attention, however, it requires either one or two O2 sensors, which apparently the fury doesn't have. They sell the gauge with sensors, but it may be just way more trouble than it's worth for the kinda riding I do; I don't know enough about it to know for sure. Lotta guys here know more than me about it; be interested in any feedback if anyone has some...

 

[Señor Gar]

Here's some possibly relevant info from a company which makes the kind of gauges I've been interested in...

Brilliant web site and I'd say you are heading in the right direction!

Personally I'd go for this one since the Fury (or any other uneven firing single crankpin V-Twin) will always produce different results in each exhaust pipe.

For an excellent primer in V-Twin exhaust design have a lengthy read of their experience here:
RB Racing LSR 2-1 Exhaust Technology

 

[PREDATOR]

For the record the front cylinder is #2 and the rear is #1 possibly because the rear is first to TDC.

On this one I am guessing but I expect the PGM-FI is sequential and all the fuel from each injector should enter it's respective cylinder so I am wondering what you saw to indicate that the front cylinder is running richer than the rear if that is what you are saying?

Although your recommendation to use 2 O2 sensors with the PCV would be ideal and I am assuming you are including AutoTune, the system is not yet programmed for more than one O2 sensor on Metric bikes. Just Harleys get 2 for now.

Here is a Dyno Chart from my bike running the Viper 2 exhaust. Notice the 2 numbers, each line represents either bank 1 or bank 2

It's a slight difference, nothing to big to be concerned about though

 

[chopped]

Brilliant web site and I'd say you are heading in the right direction!

Personally I'd go for this one since the Fury (or any other uneven firing single crankpin V-Twin) will always produce different results in each exhaust pipe.

For an excellent primer in V-Twin exhaust design have a lengthy read of their experience here:
RB Racing LSR 2-1 Exhaust Technology

And where in the world are you going to put that gauge???? It would look horrible on the handlebars and useless anywhere else.

 

[Señor Gar]

And where in the world are you going to put that gauge???? It would look horrible on the handlebars and useless anywhere else.

It's a thing of beauty to the incurable gearhead. The rest can simply mount it temporarily until their baby is dialed in. Cheers!

Here is a Dyno Chart from my bike running the Viper 2 exhaust. Notice the 2 numbers, each line represents either bank 1 or bank 2

WOW 161 ft lbs of torque and 129 hp! Or did I get that wrong??? Could it be two seperate runs? BTW the Viper 2 into 1 with the longer rear pipe is a great choice for max ft lbs. That design is the official gearhead's choice : form follows function and in your case looks very good as well.

 

[PREDATOR]

WOW 161 ft lbs of torque and 129 hp! Or did I get that wrong??? Could it be two seperate runs? BTW the Viper 2 into 1 with the longer rear pipe is a great choice for max ft lbs. That design is the official gearhead's choice : form follows function and in your case looks very good as well.

HaHa, don't you wish

Those are seperate runs for each bank. The tuner used a probe to measure all that do-dads that they measure

 

[pitbullfury]

As much as I'd hate agree with garc, he's right, those are run vs. run numbers, I have the same type charts from my blackbird's time on the dyno.