I'm running the FuelPak but I'm real intrigued with the PC AutoTune. I'd like more info on it --- is it a true auto-tune (like the factory ECU)?
The Ecu for the raider is an unprogrammable open loop system. Open loop because it can make adjustments via the sensors. But it is very limited.
The PCV can work in two ways. As a closed loop system where it runs your map without adjustment (the stock ECU will still make some minor tweeks for altitude if I'm correct). The nice thing with the raider is that the motor doesn't have issues when traveling from sea level to a mountain climate...so a closed loop system can will still work well.
If you add the Autotune, the Autotune will act as a true open loop system, the PCV runs the map, the autotune correcting the map itself as you go (sampling at 80 times per second). With the autotune your getting everything but air reversion (especially with short pipes) can have an effect on the o2 sensor readings causing the map adjustments to be off in certain cells. My preference is to only use the autotune to create your map than disable it and run the PCV alone and a static map slightly tweeked by your stock ECU for altitude (even though this tweek isn't necessary).
Okay, so the FuelPak is a closed loop system as well, right? If it's better to run the Autotune in a closed loop system, why would I want to purchase it? Is it that much better than the FuelPak (which I'm actually quite pleased with) and if so, how? The only issue I have is I do a lot of elevation-change riding and I disagree with not much difference...I've always had a very noticeable dropoff in torque at altitude.
Ok. In a nutshell.
1. The original cobra and Vh fuel pak...total disaster...don't get it...most can't get them to work properly and end up selling them for a loss. these are the dip switch one's.
2. The new cobra power pro...open loop system (adjusts on the fly)..new tech for bikes (uses the crank case sensor and other sensors, not exactly bulletproof and there have been a lot of people with problems. It not a flexible unit from a tuning standpoint...it tunes for you..you do nothing and can only adjust idle on the second version. Its basically a magic box. I would not suggest it for really short pipes. Think of this as similar to your closed look ecu in that its a black box with little adjustment but in the power pro's case is open since it adjusts on the fly.
3. THe PCV the problem with the autotune is that if you leave it in open loop mode, it will change the base map that you have created with it. So if you have a map you really like, it'll tweek that away from where you might like it in some cells. Because of air reversion...especially in short pipes this could lead to big changes in some cells...usually causing your bike to run rich in those cells. For a better explaination check out my autotune how to. On my LAC wicked curves pipes and other short pipes like the mortons this reversion is a problem and causes some of the cells to get out of whack. TO solve this use the PCV to make your map and make adjustments (it adds more adjustable options to the PCV) and then disable it so its not changing your values.
I prefer to run my map, which i've optomized in everyway possible in close loop mode because I like max power. The little adjustments due to altitude can barametric pressure can be adjusted by the stock ECU. Even if they aren't one master tuner found that if you optomize a map at sea level (ca) then ride to mountain (co) and optomize that map again it only changed by 3% AFR. This is well within both the stock ECU and the acceptable AFR range for this motor. It really says a lot about the robusticity of the Yamaha 113. You'd never be able to do this on a harley because those motors vary more from sea to mountain level. Also the jugs on an HD usually run different maps that are about 10% different. The raider's jugs run about 3% differnent which is why we don't have to do dual cylinder tuning like the HD's do.
Last, with any altitude change you're going to get a drop in HP which also leads to a drop in noticeable torque from your butt dyno. However, the map to run the motor isn't going to change that dramatically. Look at the folks who run pikes peak....they are running 6-900 horses just so that when they reach the top of the mountain they still have competitive horse power...those folks are running the same map or carb settings the entire way...the altitude just kills the output of the motor...no way around that. I guess you could set up a programmer with multiple maps and then manually switch them during the climb but it still would help the output of the motor enough to make it worth wile and the risk of switching your attention to do it worth while.
Hope that makes since.