Told PCV Not Recommended.....By Dealer

Cheap route for best running bike - TuneECU + duno time. ~$300

Good route with detailed tuning - TuneECU +PCV + Dyno Time. ~$650

Most Flexible Route with most tuning ability - TuneboyLIVE + PCV + Dynotime + LC2. ~$1250

Absolute Overkill Route - TuneboyLIVE + PCV + Autotune + LC2 + Second O2 bung + PC ignition + dyno time = ~$1750

Each has its strengths and weaknesses. The most expensive option gives you 8000 RPM potential for bikes that can't use the old 9000 RPM tuneboy tune, 2013.5 and newer Roadsters. Also gives you a lot of features like ignition kill quick shifting, launch control, multi maps, etc

Pick you power goal and choose what feature set you want.

So where does the LC2 second O2 bung go if you already have PCV and Autotune?

I read in link below they can also use one LC2 for each cylinder and presumably one O2 bung for each header. When is this happening on your beast? There is always more for AOK

LC-2 Wideband O2 Digital Air/fuel Ratio Controller

EasTexRIII said:

Paul, you better make sure you can run his 2012 roadster tune on your 09 classic ecu first! Wasn't there an ecu difference at some point between 09 & 12?
Better check on that

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yeah there was a change to ECU firmware for Roadsters and then again mid 2013 so some run the early roadster map some the later which is still the same till present
As to OP's question your dealer is only allowed to install Triumph tunes which are inadequate, if you have acces to a GOOD dyno tunner that knows TuneECU, or you can contact me and i can either give you a TuneECU tune that will give a "close enough" tune that will keep you safe or go for a PCV + AT (Power Commander Five + Auto Tune, then run one of my tweaked tunes in your ECU and "My AFR Map" which will get you even closer

warp9.9 said:

Besides I've seen bulls map and I am still not sure why his tuner shut down his L tables and just tuned with the F tables. I was curious if he had a breaking dyno or a inertia. Not sure if those are the right words as I surley am no expert.

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Warpo,
That tune is not current.
I've a different one now.
I shall relay your concerns to Nels.

1olbull said:

HA! HA! I just responded this in another thread -
My tune guru said my PC5 was unnecessary with a Tune ECU Dyno.
I disconnected it, leaving it hooked up in case I ever went with N 2O.
For two years all has ran excellent!

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Why have you not gone the n20 route ? I have been toying with this idea for a while now . Obviously the noz suppliers tell of only sunshine , but yet to get a definitive answer to long term effects ?

1olbull said:

Warpo,
That tune is not current.
I've a different one now.
I shall relay your concerns to Nels.

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I not sure I would call it concern. Maybe curiosity as to why it was done. It could be thats how the tune was before he started. There are things about the roadster map I have not figured out. They same map viewed in tune ecu is totally different from what you would see in tune edit by tune boy. It could be tune boy did so extra programing to the map. The main differences are in the use of map sensor and contolling of timing. Bassically in tune boy you have timing tables for when your on the map sensor and timing tables for when you not. It does look like you would have more control with tune boy and a real advantage on a braking dyno. Its like the tune ecu more resembles the old style ecu (when viewed on a laptop) its still would be great on a braking dyno it just does not have the ability to see the changes you decide to make until the ecu is flashed, like the older tune boy.

Prestaged said:

I don't like to pass up an opportunity to tell fellow riders that if you buy a Dynojet product and ever have a problem with it, prepare yourself to be totally screwed over by their "customer service." I will go without before ever buying another of their products.

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Enlighten us !

In most civilized western countries the dealer really can't recommend a power commander or similar device because it is formally illegal to modify anything that will change the emissions performance. Technically, when they do such modifications, it has to be with the realistic expectation that the bike is not going to be ridden on public roads, but will be used in competition or other closed track activities.

It is hard to pretend this when someone is running road tires rather than slicks or knobbies, but some dealers look the other way and enjoy the opportunity for a sale.

Jesse James, custom builder in CA was hit with a very large fine several years ago for doing this sort of stuff as a major business, and I believe that Harley has been bitten for cheating on this with the Screaming Eagle custom kits, many of which have been installed on bikes that were clearly heading out on public roads for the rest of their life.

So ... people will do what they want .... but it is getting harder and harder for dealers to recommend this sort of illegal modification. In this era when many automobiles get better gas mileage than many motorcycles, you can't make any arguments based on low fuel consumption for motorcycles either. I can get 50 mpg on the highway with my wife's Prius, and I rarely get more than 37 mpg on the highway with my R3T, for example.

Prestaged said:

I don't like to pass up an opportunity to tell fellow riders that if you buy a Dynojet product and ever have a problem with it, prepare yourself to be totally screwed over by their "customer service." I will go without before ever buying another of their products.

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Thats interesting I had a faulty Can cable (goes between the PCV and the Auto Tune) rang them up and had it within a week express posted from the States