PC3usb or Chip, not both (am i right)

Ok, Am i right in saying that a chip adjusts the standard preset fuel map to a better fixed smoother fuel map. However this may not suit everyones set up and can possibly reduce the performance in some areas of the power curv/rev band.

A PC 3 does the same in that it changes the fuel map, but it can be adjusted to suite a particular set up when run on a diognostic machine (dyno).

If this is all true then to have both would be pointless. But if you have both and the PC 3 was set up with the chip in place, then removing the chip would mean that the map would be wrong and need re programming.

This would also be the case for cutting pin 16 on the standard eprom as this changes the map for a de restricted setup.

My question is what does an upgraded eprom do that a PC3 doesnt.???uke

Essentially they both do a similar thing so by having both you will possibly be counteracting the other unless the PC3 is mapped to the specific chip. There are differences however. The better chips have advanced ignition maps as well as fuel maps, whereas a PC3 is only fueling maps. Also the chip's maps cannot be altered whereas a PC3 is infinately adjustable.

Some chips such as the standard Arrow chip are a copy of the unrestricted ( wire snip ) map held with the standard ECU. More advanced chips such as Gabro and Dr Rossi chips have better fueling and ignition maps for open race cans and open airboxes.

A performance chip will always be a slight compromise as varying factors will be different from bike to bike. A PC3 is only as good as the MAP stored on it. A downloaded map from the dynojet website really won't do very much. A dedicated map for your bike done by a reputable dyno centre is the only way to get any real benefit from a PC3.

Either of these options however won't give any huge increase maximum horsepower figures. Maybe 2 or 3 horsepower at the top end at the most, but what is important are the gains made in power and torque through the rev range especially between 3000 and 8000 rpm where the engine does most of it's work.

To get more ultimate top end horsepower full exhaust systems and bigger throttle boddies would be needed, again with the correct PC3 mapping or dedicated chip

It does, PC3 is only for the fuel mapping(on this bike, there are others who have both, but are rare ) and the chip also takes care of the ignition timings. But eproms usualy come as a "close match", so if you want to get all out of your bike then you will also have to add a pc3(i know you know )

In real world both add very little power, but can cure some running problems if you have any(power dips), if not than dont bother .
But if you race your bike, where every HP counts, than its a good idea.

probably not needed, but I'll throw it out there. PC makes an ignition module as well that is capable of changing your ignition timing to maximize gains from the PC3's advanced fuel maps. Again, small gains are to be expected, but a smoother curve and better fuel economy is always a plus. advanced setups...say a 1060 kit w/race cams or a supercharger/forced induction setup would see the most benefit from both devices used together

So what you guys are saying is that a chip will advance or retard the ignition to go with higher intake and exhaust mass. If this is the case then i wonder why a PC3 cant do the same. I also question weather the change in ignition should be tuned to a particular bike and set up, as in the case of the fuel map, and not mass produced in fixed form.

I haven’t found a ignition module from Dynojet for the RSV yet.

It breaks down like this.
In a Eprom is quite a bit info stored.
There are 2 maps for fuel and ignition for each cylinder.
It changes per revolution and throttle position.
Rev limiter, TPS, Rev counter, fuel acceleration pump parameters, cold of hot enrichment ect.

Aprilia has put a few quid in developing they’re bike so you should imagine the fueling should be ok.
But they have a lot of laws to follow and the bike has to run on our premium gas and the rubbish in some other countries.

So if you can find out what info does what you can change things.
So you put some knock and lambda sensors on a bike and hire a dyno for a day or two and start fiddling.
Then you remove the air filter and pull off the lid.
Try some different mufflers, advance the ignition a bit.
Throw in some extra fuel here and there and after a year or 2 you might find things to improve.

Some Eproms are spot on and some aren’t.
State of maintenance like valve clearance ect. all have influence on the outcome.
I think the best thing to do is get a Eprom for your setup and have a dyno run to watch the air to fuel ratio, not only just with full throttle.
If it is not ok you could adjust it with a powercommander.
If you decide to change your exhaust or valve timing you can have another run to get the AFR back on track.

So a PC is a nice tool but with only the right AFR you won’t gain many ponies.
And it is not about absolute power, it is about how it runs around town and how it accepts throttle when you drive out a corner.

we are not taking about a closed loop system so it won't adjust it selve.

Please don’t get frustrated like me but drive your bike and enjoy it.
Most of my rides are test drives and I am missing out on the fun sometimes.