Awesome, Thanks Mcromo.
Only trouble is my Laptop carked it, and my PC is too big to move.
May if I put all my USB extensions together it will get there.
Here's why you really do want to take the time to synch your Power Commander:
Synch the PC III to the T P first.
Think of it this way.
The basic map is in the ECU which the T P is connected to.
The PCIII is a piggy back device.
It does not hold a map, and instead holds a map adjustment.
So when your ECU is ready to send a pulse width signal to the fuel injectors, the PCIII makes a small adjustment to the pulse width signal.
The ECU map is a co-ordinate map based on a matrix of % Throttle Opening X RPM.
(It’s actually more complex than the aforementioned, but for now, view it that way and further below will be a more complete and accurate info on the matter.)
The PCIII adjustment is written into a matching co-ordinate map.
Now think of the two maps as two grids that have to be perfectly aligned with one another, just like two pieces of graph paper stacked so the lines are exactly matched.
When you synch the PCIII to the T P, it's just like the graph paper analogy I described above.
To give you an idea of what can happen if you don't, here is a real world example. Engine at 2 % throttle opening, RPM @ 1500. PCIII Closed Throttle Position error of + 3 %. What happens is that the PCIII will alter the ECU 2 % x 1500 RPM output with a 5 % x 1500 RPM based pulse width adjustment, and the fueling will be wrong for the actual engine condition.
My 919 was out 2 %.
My son's 600 GSXR was out 5 % !
The mapping the ECU holds is actually more complex than described above.
If you want to know more about it, read on:
Firstly, the ECU actually contains two maps, one is a Speed-Density Map, the other is a Speed-Throttle Map.
Secondly, both of them are 3 axis X x Y x Z maps, not simple X x Y 2 axis maps.
But the Power Commander only adjusts two of the three axis, namely the RPM and Throttle Position axes.
The ECU selects which ‘Speed map to use.
(Which also means there is a transition zone between the two, and that zone will surely vary as a function of a number of parameters inputted to the ECU to enable the change map decision.)
Both Maps determine a required volume to be injected, said volume controlled by the ECU issued pulse width signal to each injector, all being highly reliant upon a stable and standardized fuel rail pressure level in order for the determined volume delivery requirement to even be possible on a repeatable basis.
The Speed-Density Map is used for Low Loads X Low TP % Openings, and is dominated by the MAP and RPM (my understanding is that high RPMs under no load are controlled by S-D M’).
The Speed-Throttle Map is used for Higher Loads and Larger Low TP % Openings, and is dominated by the % TP Opening and RPM.
Because the PC is a piggyback device only, it does not hold complete maps. It only holds map changes on a RPM x Throttle Position co-ordinate map basis, for continuous real time layering upon the respective RPM x Throttle Position co-ordinates of the two ‘Speed maps in the ECU.