Coming from the perspective of a tuner with real-world experience in motorsport tuning, PV3 works, and quite well. The biggest competitor at the time is a promising standalone, which is (or rather, may be) a step-up from a standpoint of tuning capabilities, but may or may not be legal under different motorsport rules.Well people want something that works.
'They' is subjective. No two people want the same thing. A professional tuner would likely jump at the ability to use scripting as it breaks away from hard-and-fast rules of what you can and cannot do with a tuning platform.And they want to be able to use it without having to know how to use proprietary software and scripts.
Auto-tune is generally something frowned upon by professional tuners as it can really get you into trouble. There is no such thing as a true auto-tune without some type of feedback loop (human, dyno, or a combination of them and others).That other thing auto tunes to your desired AFR rather than being so manual like the PV3.
I would like to give Aracer a try just to give a good comparison from a tuners perspective, however Aracer decided to lock their software down, so you cannot try it out in 'offline' mode. If anyone wants to loan me a Super2 for comparison purposes given my background, I'd be happy to give you my unfiltered review of the side-by-side.Aracer comes with an ECU purposed for performance and parameter specific for said reason so it is much faster and accurate at achieving those goals.
Dynojet and all this other shit just Flash/Piggyback a Stock ECU meant for reliability and environmental regulations.
Which sucks cause I own all this with decent knowledge and success of how to tune with these, but still thinking Aracer...
While there is a lot of superfluous stuff in the OEM ECU, using a full standalone on a single-cylinder air-cooled bike is somewhat overkill, in my opinion. The biggest thing you'll get with a standalone (generally speaking here... NOT talking about Aracer) is motorsport-related features such as:Right on the money. There's a lot of stuff in the OEM that ultimately makes it more difficult to achieve the desired result. A replacement ECU designed to run an engine without the need to support systems needed for compliance is pretty straight forward / not a lot of "stuff" to get in your way from a tuning perspective. If you chose to work with the stock ECU, you just need to find a competent tuner familiar with the best tools for the job........or be willing to dive in an learn.
-Anti-lag (won't work on a single cylinder)
-Knock sensing (most OEM stuff has this... the Grom does not)
How many of those are you gonna use on a single cylinder, air-cooled, NA Grom? BBK or not, most of those will be useless or just toys for street riding.
So, to sum it all up, here's my thoughts on the Aracer vs. PV3 (the only two worthwhile tuning solutions for the Grom, IMHO):
Buy the PV3 + wideband kit for a street bike or regulated race bike.
Spend more and buy the Aracer if you want to fine tune spark timing on a dyno to get the last 0.1 hp out of your bike (given the knock sensing capabilities). The other features are just added benefits. If you have a race bike, make sure you can run a standalone before buying the Aracer.
All that said, I do NOT know the quality of the Aracer knock sensing. This is an incredibly complex system requiring crank position sensing, knock window timing, frequency filtering, etc. and I have no clue how well it has been engineered.
Lastly, buy a forward-facing slide carb. with as short of a runner as you can get if you just want to brag about your peak horsepower number. Fuel injection is NOT going to add much in terms of performance on such a simple motor.