Could you elaborate on this and post # 14 a little more please. I have a pcIII but have not installed it yet( waiting for winter). I'm very curious about your comment on the springs, I'm planning on fork work soon and have an Ohlins shock to install too.
With the stock front as softly sprung as it is, it doesn't take much to get it diving. Once you get it diving and give it chance to unload, it'll spring right back up. Imagine your throttle as an on off kill switch. Each "off" will engine brake dive the front end. The subsequent "on" will spring it back up. If you have poor mapping down low, worse yet with too much throttle slack, and find yourself having to continually play the throttle back and forth, the front end gets going up and down. This is first hand experience speaking, not theoretical imagination and maybe you have experienced it too. Stock 919 mapping sucks. The base map loaded into the PCIII is not very good either. Bad mapping = bad fueling = poor combustion = fluctuating engine output. I found the stock map and the PCIII map to be poor, stock was worse. At 2500 and lower RPMs and small throttle openings with a 1/3 to 1/2 temp gauge condition, the throttle was like an on /off switch. It literally bucked on me. Roll off in 1st gear slow traffic and it dived, crack it open a bit and it jumped and rose. I learned to soften it with some clutch slippage. Ok, so you want a good map, those can be had for free off this site, and that will get you in the zone map wise if all you have is the basic PCIII map in your new PCIII. But mapping alone is not enough. Unless the map is perfectly synchronized with the factory ECU's throttle positioner, things won't be happening at the correct time. Here's why. The map is a two axis co-ordinate based map that relies on specific combinations of RPM and % throttle opening. For example, one co-ordinate is a 2 % Throttle Opening x 1750 RPM point, at which the ECU will signal the fuel injectors to be open for a certain and very precise duration in order to deliver a set amount of gasoline. Then you install a PCIIIusb with some map in it. The PCIIIusb piggybacks on the ECU and alters the ECU's map by whatever the difference is between the PCIII map and the map in the ECU. BUT if the PCIII is not synch'd to the ECU, then the PCIII map adjustment will be shifted from the correct co-ordinates. Imagine this. The bike is at 2 % Throttle Opening and 1750 RPM, but the PCIII is out of phase by + 3 % re Throttle Position. The result will be that the ECU will get a PCIII instruction that is actually for a 5 % Throttle Opening position, even though the bike truly is only at 2 %. The fuel injectors will be told to stay open too long, and will deliver too much gasoline. It will run rich, and could bog. Of course, the opposite scenario can also occur. This is why you have to synchronize the PCIIIusb to the bikes Throttle Positioner.
Is the above what you are looking for ?
If not, just say what else you are looking for and I'll do my best.
I've also redone my front end, 0.925 kg/mm springs, and revalved, all towards heavy track day useage. The stiffer front end has also helped.
If you want more info on the Throttle Synching, I have put together a canned package of info that I've sent to others. There's maps included, as well as some map comparisons. Just send me a PM with an e mail address that can accept attachments, and I'll send it your way.