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Dynojet Power Commander V Reviews

Dynojet Power Commander V Reviews – MO tested: Dynojet Power Commander V and Rottweiler Performance Power Plate for the KTM 790 Duke Adding mid-range power while still playing within EPA noise restrictions and the closed EFI sandbox.

In my lost youth, things used to be so simple. You’d take your new home, install a “Closed Course Only” aftermarket exhaust, and (if you were smart) install a jet kit on the carburetors. The result was significant gains in strength and weight. Today, things are a bit more complicated. Carb dump kits are illegal in some states, making it harder for OEMs to piggyback EFI systems to change what the EPA dictates to be your air/fuel ratio. At the same time, it is very difficult to get hold of the changeovers in some areas.

Dynojet Power Commander V Reviews

Dynojet Power Commander V Reviews

While exhaust manufacturers have responded by building EPA-compliant slips to limit noise, the result has been limited power gains. My experience with the Akropovič “Slip-On Line” ($860) from the KTM PowerParts catalog illustrates this challenge. Once the slide was bolted into place, a visit to the dynamometer revealed some sad news: a loss of 0.8 peak horsepower. While the kit, IMO, looked and sounded better (not to mention the 2.1lb weight savings), some

Dynojet Harley Davidson Auto Tune Kit For Power Commander V

Rons mocked me for my stupidity. At that time, I promised to increase the horsepower of the KTM 790 Duke.

Being out of my depth with this challenge, I reached out to KTM guru and head of Rottweiler Performance Chris Parker to see if he could help me with my challenge. While within the range of products/services that Rottweiler provides, my order is relatively small. After all, Rottweiler makes adventure bikes capable of finishing fourth in the six-day Sonora Rally Against purebred racing bikes. My requirements were simple: no extra noise (i.e. I was keeping my engine cold), no understeer, and no Check Engine light (a common side effect of bypassing the EFI system’s anti-imaging features). disconnection of O2 sensors).

During my initial conversation, Parker said he would clean up the log and fit it within the EFI limits to achieve my goal. I just needed him to finish developing his new intake kit, the Power Plate, before we could move forward.

Simplicity is sometimes the best approach. The Rottweiler Performance Power Plate offers reasonable gains with even more potential for more competitive exhaust systems.

Dynojet 15 028 Power Commander V For 2007 Flht/flhx/flhr/fltr

The Rottweiler Power Plate replaces the solid air cover with one that has a large opening. Since this opening is behind the air filter (which remains in use), some means of cleaning the incoming air must be included. To do this, Parker turned to oiled foam filter material, as used in many bicycle intakes. The rear kit includes the plate and three different filters, one for street use and two for racing applications. Installation is as simple as oiling and installing the filter, then screwing the Power Plate bolt onto the air box. The total time was only 10 minutes.

To get the most out of this intake change, the intake must be adjusted to match the exhaust being run. This presents its own challenges.

Before we get into the Power Commander V review, we need to define what the closed and open sections of EFI are. In its most basic sense, a closed loop is a table with one axis being the rpm range and the other being throttle positions where the end user has no control over the air/fuel ratio. These are set by a combination of ECU and O2 sensors to meet mandatory emission standards. Unfortunately, the ideal air/fuel ratio for emissions is not the same for maximum power. The good news is that in the open part of the rpm range, the ECU takes control, giving tuners free rein on the mix to find more hidden horsepower.

Dynojet Power Commander V Reviews

For those interested in providing full power (read the pilots), the ECU’s iron coil can be bypassed by disconnecting the O2 sensors and using a Power Commander to control the entire EFI board, but this causes the Check Engine light to come on. mentioned above – or worse. , a lightweight home mod on some bikes. And the bad news is that with each new model year, compliance tightening gets tighter. Never fear though, tuners have an active game of cat and mouse with OEMs to extract the best possible performance from their engine.

Mo Tested: Dynojet Power Commander V And Rottweiler Performance Power Plate For Ktm 790 Duke

The box looks the same for all s, but the wiring diagram developed for each individual model makes installing the Power Commander a simple plug-and-play.

If you’ve been riding for a while, you’re probably already familiar with Dynojet and its versatile EFI tuner, the Power Commander V. When many riders think about bikes like the 790 Duke, which has a large round section. from rpm/throttle, the Power Commander won’t do anything until open circuit is reached, they forget that the PCV also controls the ignition timing.

Parker used this trick with his schematics for the PCV on the LC8c engine. He then optimized the air/fuel ratio to facilitate the transition from closed loop to open loop to redline. The result is what power riders like me are looking for: more power without an error message (because the O2 sensors still do their job in between, the EPA has full control over it).

Installing Power Commander V is very easy. While you don’t have to be a skilled enough mechanic to access the fuel injectors and ignition coils, actual installation is a simple, model-specific plug-and-play. You may have to use a Posi-Tap or two, but generally, the wires need to be cut. The most common difficulty people face is mixing yarn color combinations. The red/yellow wire is different from the yellow/red wire.

Dynojet’s Power Commander V With Fuel And Ignition Control

After 90 minutes of spinning, I started it up and the 790 came to life. In the morning I went to the dynamometer for adjustment. The dyno numbers were clear, and with every engine rev above 4,200 rpm, the LC8c produced more power. More importantly, the drop in the middle order has almost completely disappeared. Vise versa…

In a symptom neither Dynojet nor Rottweiler could initially explain, the engine dropped from 3000-4200 rpm. It was terrible. Many problems arose and Dynojet technical support was very helpful. The final decision was made to replace the PCV warranty. I copied the Rottweiler maps to my PC and waited for the new unit.

Being the adventurous soul he is (and enjoying a challenge), Parker offered to fix my bike problem, and honestly, by this point, I was hoping I’d done something stupid to my setup. Well, the bikes did the same thing on the Rottweiler dyno and on the MotoGP Werks where we do most of our MO testing. So, out of curiosity, Parker pulled out a Force Commander from his inventory and installed it.

Dynojet Power Commander V Reviews

I can’t tell you how amazing it is to receive two defective units in one product review (I even checked the serial numbers to make sure the first one wasn’t returned to me by accident), and Parker says that, out of the thousands of Power Commanders he sold, his returns were number one.

Aomc.mx: Dynojet Power Commander V Ktm 690 End/smc 19 21

While the peak power is high, the soft space mount is a real-world benefit. The availability of peak torque is already good at 1,100 rpm.

With Power Commander finally up and running, the next step was to run a baseline with a custom airbox and no map on the PC. Then we run the Rottweiler street map with Power Plate. While I expected an improvement in the top end from the combination of the more relaxed airbox and the ability to control the fuel, I was surprised to see most of the impact in the midrange, which showed improvement from 4,000-7,000 rpm. with the biggest gain at 5,400 rpm, where the increase was 3.5 hp or 7%. Torque saw a similar gain of 3.3 lb-ft. but 1, 100 rpm ago. The modified system offers more power throughout the rev range, except for a few hundred rpm between 7,000 rpm and 8,000 rpm. Peak power was just 0.9 hp smaller at 96.0 hp. While the power curve isn’t entirely flat, the main effect of this change was to cancel out the weak spot in the mids, while slightly improving power everywhere else.

When the 790 was flying with the Rottweiler map and Power Plate in place (even while troubleshooting the Power Commander), I was impressed with how tighter, more responsive the midrange felt – though I have to admit that the placebo effect (and maybe the another whine coming from the airbox) led me to believe that the peak power had also improved. Dynos don’t lie, and the Rottweiler dyno showed that I have

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