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POWERCDI: POWER AND CONTROL. Revolutionary engine control unit for enduro, cross and motard racing motorbikes. It's the only one that comes with USB cable, software and the innovative Dynamic Power Control.
NEWS!! Coming soon: PowerCDI for KTM / Husqvarna TPI
Do you want total control and freedom to remap your engine? Do you want power and throttle response from your engine, but you also want them to be manageable? The solution now exists, and its name is PowerCDI.
PowerCDI is an aftermarket engine control unit that replaces the standard one on your bike, ATV or kart. Not only it is the most advanced CDI on the market in the traditional sense, enabling all users (since the software and the USB cable-interface or Bluetooth module are standard) to remap the engine with total freedom, it also provides real-time telemetry, a precise inertia dynamometer (please check the sections below for a more throughout description of this feature), and many other features unseen in any other CDI. The most peculiar is the DynamicPowerControl: thanks to the intelligent use of electronics today we can have what would have been impossible otherwise, a powerful and responsive engine, which is at the same time extremely manageable. Implementing mechanical solutions (such as weighted flywheel, decreased compression ratio and/or increased squish clearance, overly rich mixture, or even various types of restrictions on the exhaust) aimed at improving manageability, is always an inevitable compromise that tends to cause lazy engine performance, and, consequently, to cause loss of power and response even in those situations where they are instead necessary, like in hill climbing, or when jumping obstacles. Thanks to PowerCDI, weakening the engine through these mechanical interventions is no longer needed, it’s indeed strongly discouraged.
PowerCDI is the only engine control unit equipped with Dynamic Power Control, an exclusive system capable of widely modulating the ignition timing (and, in the fuel injection models, the amount of fuel) in real time, and in this way of actively controlling the engine output to precisely link its response to the throttle, making even the most nervous and powerful engine more linear and easier to exploit, but keeping its performance under load. Developed specifically for off-road and different from all other traction controls, it is the result of many years of R&D and testing by many riders of all levels on all types of terrain. Contrary to other systems, no wheel sensors are used, this not being a classical traction control system but an unprecedented and innovative power control. The system prevents unwanted slipping but still allows the rider to drift and wheelie at will. The engine is extremely controlled at constant throttle (as if the flywheel had great inertia, which is simulated by electronics), controlled when you slowly open the throttle, but still responding in a reactive way when accelerating rapidly, constantly offering the driver the choice between power and control.
With PowerCDI and the dynamic action of the DPC, the rate of rise of the engine speed is always and only precisely linked to the throttle position and the speed at which the rider opens it, i.e. opening the throttle slowly is interpreted as a request for control, while opening it quickly is interpreted as an instant power demand and thus met in a very different way than the previous situation. This means, for example, that if one keeps the throttle in a constant position on a soil full of holes the DPC will oppose the otherwise inevitable increase in engine speed (and slipping) caused by the rear wheel bounce, but if the throttle gets opened quickly the engine will respond just as quickly to the driver’s command. Thanks to PowerCDI’s DPC the engine responds only to the will of the rider, not of the terrain.
The DPC is an advanced electronic solution, free from the compromise which comes with the mechanical ones, and it actually suggests setting the engine “mechanically” in the most performant and responsive way. Moreover, thanks to electronics, the engine response will be softened only in those situations in which it’s actually necessary to do so, and in a manner significantly more evident and effective than any mechanical setting could achieve, without the unavoidable limit of the power being reduced always and in any case - even with the engine under load - of the traditional mechanical interventions.
This objective is accomplished thanks to a sophisticated algorithm fruit of many years of intensive research and development on different bikes and thousands of hours of testing by riders with different needs and capabilities. The system, processed by a modern CPU with the highest computing performances ever reached by any other control unit for motorcycle use, is completely adjustable and customizable by everyone, amateur rider or expert, according to their own preferences and needs, thanks to the software and USB-cable interface or Bluetooth module, standard on every PowerCDI, which allows the user to freely edit the parameters of the DPC customizing every aspect of engine response to the throttle input and the maps, considerably increasing the performance of the engine where they are lacking and there is scope for action compared to the original maps (for example, at low RPM’s of the KTM and TM 2 strokes of the latest years, that are much limited by the original mapping), eliminating the annoying “deceleration surges” (also known as pipe-bangs) of the big 2 strokes, and even reconfigure your PowerCDI unit to move and reuse it on many other 2 or 4 stroke bikes, thus also making it a good investment, not a purchase dedicated to only a single, specific model and year of bike, like happens with other engine control units.
POWERCDI: POWER AND CONTROL. Bring the most modern, advanced and exclusive technology to your motorbike. Do you want to know more? Click on the items below.
PowerCDI is an aftermarket engine control unit that replaces the standard one on your bike, ATV or kart. Not only it is the most advanced CDI on the market in the traditional sense, enabling all users (since the software and the USB cable-interface or Bluetooth module are standard) to remap the engine with total freedom, it also provides real-time telemetry, a precise inertia dynamometer (please check the sections below for a more throughout description of this feature), and many other features unseen in any other CDI. The most peculiar is the DynamicPowerControl: thanks to the intelligent use of electronics today we can have what would have been impossible otherwise, a powerful and responsive engine, which is at the same time extremely manageable. Implementing mechanical solutions (such as weighted flywheel, decreased compression ratio and/or increased squish clearance, overly rich mixture, or even various types of restrictions on the exhaust) aimed at improving manageability, is always an inevitable compromise that tends to cause lazy engine performance, and, consequently, to cause loss of power and response even in those situations where they are instead necessary, like in hill climbing, or when jumping obstacles. Thanks to PowerCDI, weakening the engine through these mechanical interventions is no longer needed, it’s indeed strongly discouraged.
PowerCDI is the only engine control unit equipped with Dynamic Power Control, an exclusive system capable of widely modulating the ignition timing (and, in the fuel injection models, the amount of fuel) in real time, and in this way of actively controlling the engine output to precisely link its response to the throttle, making even the most nervous and powerful engine more linear and easier to exploit, but keeping its performance under load. Developed specifically for off-road and different from all other traction controls, it is the result of many years of R&D and testing by many riders of all levels on all types of terrain. Contrary to other systems, no wheel sensors are used, this not being a classical traction control system but an unprecedented and innovative power control. The system prevents unwanted slipping but still allows the rider to drift and wheelie at will. The engine is extremely controlled at constant throttle (as if the flywheel had great inertia, which is simulated by electronics), controlled when you slowly open the throttle, but still responding in a reactive way when accelerating rapidly, constantly offering the driver the choice between power and control.
With PowerCDI and the dynamic action of the DPC, the rate of rise of the engine speed is always and only precisely linked to the throttle position and the speed at which the rider opens it, i.e. opening the throttle slowly is interpreted as a request for control, while opening it quickly is interpreted as an instant power demand and thus met in a very different way than the previous situation. This means, for example, that if one keeps the throttle in a constant position on a soil full of holes the DPC will oppose the otherwise inevitable increase in engine speed (and slipping) caused by the rear wheel bounce, but if the throttle gets opened quickly the engine will respond just as quickly to the driver’s command. Thanks to PowerCDI’s DPC the engine responds only to the will of the rider, not of the terrain.
The DPC is an advanced electronic solution, free from the compromise which comes with the mechanical ones, and it actually suggests setting the engine “mechanically” in the most performant and responsive way. Moreover, thanks to electronics, the engine response will be softened only in those situations in which it’s actually necessary to do so, and in a manner significantly more evident and effective than any mechanical setting could achieve, without the unavoidable limit of the power being reduced always and in any case - even with the engine under load - of the traditional mechanical interventions.
This objective is accomplished thanks to a sophisticated algorithm fruit of many years of intensive research and development on different bikes and thousands of hours of testing by riders with different needs and capabilities. The system, processed by a modern CPU with the highest computing performances ever reached by any other control unit for motorcycle use, is completely adjustable and customizable by everyone, amateur rider or expert, according to their own preferences and needs, thanks to the software and USB-cable interface or Bluetooth module, standard on every PowerCDI, which allows the user to freely edit the parameters of the DPC customizing every aspect of engine response to the throttle input and the maps, considerably increasing the performance of the engine where they are lacking and there is scope for action compared to the original maps (for example, at low RPM’s of the KTM and TM 2 strokes of the latest years, that are much limited by the original mapping), eliminating the annoying “deceleration surges” (also known as pipe-bangs) of the big 2 strokes, and even reconfigure your PowerCDI unit to move and reuse it on many other 2 or 4 stroke bikes, thus also making it a good investment, not a purchase dedicated to only a single, specific model and year of bike, like happens with other engine control units.
POWERCDI: POWER AND CONTROL. Bring the most modern, advanced and exclusive technology to your motorbike. Do you want to know more? Click on the items below.
- DPC (DynamicPowerControl), the innovative dynamic management system of the engine power output, available only on the PowerCDI, which makes even the most powerful and nervous 2 stroke engines much easier to manage, but also brings significant benefits on 4 stroke engines.
- Thanks to the software and USB-cable interface or Bluetooth module, provided as standard equipment on every PowerCDI, you can create or freely edit all engine maps according to your needs (and with our technical support and our motoring experience at your disposal with no extra costs), for each gear (if the gear sensor is installed) using the TPS, being able to choose up to 12 different configurations on the handlebar (which may be useful to try different setups or maps without the need to bring a PC with you), record the telemetry from the engine and from the sensors connected to the PowerCDI, and update the firmware if necessary.
- Telemetry, i.e. recording all the data from the sensors (NOTE: every input is recorded for each revolution of the engine, so the time resolution is as high as physically possible and there is no aliasing): ordinal and time reference of the current engine revolution; RPM; throttle position (TPS); gear number (if the sensor is available); selected map (switch) on the handlebar; state of the rev limiter; diagnostic information on the stator and pickup and many other information to evaluate the performance of your engine.
- With its exclusive Dynamometer function, doing an acceleration test on a flat straight while recording telemetry, PowerCDI software derives the torque and power curves using exactly the same physical principle underlying the functioning of the inertia dynamometers. You can thus have your private “test bench” and personally evaluate the results of your work on the carburetor, exhaust, maps, and understand where and what you have gained or lost with your modifications. You get a dyno for free.
- Advanced combustion control: thanks to PowerCDI you can eliminate the "deceleration surges" (also known as pipe-bangs) of 2 stroke engines, improve the regularity of operation at idle, increase torque and power, linearize the erogation at every throttle position, etc.. through the creation of 4D maps (RPM,TPS,Gear).
- Freely configurable rev limiter (also on 2 stroke engines) with hysteresis and specifiable RPM for each gear (of course a responsible use of the function is recommended, but remember that our technical support is at your disposal).
- Thanks to a highly sophisticated converter-circuit, PowerCDI extracts much more energy from the stator than the original Kokusan unit, and produces a spark from 4 to 7 times more powerful (PowerCDI name comes from this feature). This results in easier starting of the engine, less misfires and greater immunity to fouled spark plugs, which are often found in 2 stroke engines.
- Direct control (high-side) of two 12V lines up to 10A total, eg. for fans, injectors or powerjet.
- Direct interface with sensors: temperature of the engine coolant (and consequent ability to automatically control the fan); wheel sensor (to log its speed); gear sensor; TPS; and many others, used for their specific purposes and logged / shown on the recorded telemetry.
- Interfacing with optional modules (electronic fuel injection, electronic clutch actuator, exhaust valve actuator, gear sensor, microSD logger with GPS and more).
- It's a valuable investment: when you change your motorbike you can remove your PowerCDI from the old bike and mount it on the new bike, by simply updating the maps and configuration parameters through the USB cable and software (standard) to reconfigure the PowerCDI for the new bike (see below for a list currently supported motorbike models).
In short: Maximum traction. Maximum control, also when skidding. More safety. Less unnecessary acceleration / surge and therefore less physical fatigue.
What good is having forty or more HP, when in many real situations you cannot put them all on the ground? The solution is not to reduce the power, because there are situations where having plenty available is really useful or necessary, the solution is to have as much power as you can have, but have it in a way that is manageable and effective.
Among the many functions of PowerCDI aftermarket engine control unit, the one that distinguishes it most from other CDI's is the DPC (DynamicPowerControl), an original and highly innovative function which increases considerably the control that the pilot exerts on the engine and it does so without the need of wheel speed sensors or other sensors outside the TPS (Throttle Position Sensor, which can be installed on bikes that are not originally equipped with one).
Through a sophisticated control of the combustion implemented by DPC dynamically modulating the ignition advance (and in some extreme cases even by acting on the spark energy in accordance with particular, complex schemes) PowerCDI is able to instantly adjust the torque and therefore the power supplied by the engine, effecting corrections, even very large ones, in just a single revolution of the engine, corrective actions that even the most talented driver cannot perform with comparable speed and accuracy on the throttle. But the purpose of the DPC is never to replace the driver, on the contrary, the aim is to make the engine much more obedient to his/her commands, making the throttle response more linear, predictable, manageable and consistent. For example, if you suddenly reach a slippery ground, but you keep on maintaining a constant throttle, the engine may suddenly raise its RPM's (start skidding) not in response to a command of the driver, but to a disturbance from the soil. Well, the DPC opposes to this, but on the contrary it does not if the driver opens the throttle quickly, because this is a clear signal that the driver wants power, to wheelie or to skid, and in this case the wheel slip is actually desired and should not be thwarted. Although it may seem a traction control, the DPC has a very different approach to the problem, and is the result of seven years of study and testing by riders of all levels on all types of terrain.
Not only the acceleration, also the surge gets under control: the surge is the derivative of the acceleration, that is the speed with which the acceleration (and therefore the thrust of the engine) is changing. It is a very important parameter, which in PowerCDI is kept under strict control. In this way, during acceleration changes the transmission of power to the ground is maximized, the rear suspension shakes less, and the muscles of the driver experience less struggling to find the right tension to maintain the correct position.
Also the low gears (like the first) become much more easily manageable, but without the loss of power inevitably caused by the soft maps or by mechanical solutions that always reduce power in a fixed manner, as the DynamicPowerControl manages the power dynamically, on every single revolution of the engine, without any delays, and it does so with a dynamic range unimaginable with the traditional systems of manual selection of the maps. In other words "hard and soft at the same time", all under the control of the throttle, but with an extremely wide dynamic range, impossible to achieve with traditional maps. To make it simple: by managing the throttle in a delicate, cautious, slow way (like it is naturally/instinctively done on very slippery soils), you get a very smooth response from the engine, heavy flywheel-like inertia and strong contrast to skidding if caused by the soil, while managing the throttle in a fast and aggressive way, you get an engine with correspondingly quick throttle response, as much as it is mechanically capable of, and you can still wheelie or skid as much as you want. Fitted with a processor with computing power that has never been used on a motorcycle before, only the electronics of PowerCDI, the most sophisticated, allows these innovations, there are no competing solutions, much less mechanical-based ones, which may lead to results even remotely similar.
No more "short-blanket": thanks to the exclusive DynamicPowerControl you get perfect control of your engine directly on the throttle, even on extremely slippery soils, but you still have all the power and responsiveness of your engine, when and where you need them. POWERCDI: POWER AND CONTROL.
What good is having forty or more HP, when in many real situations you cannot put them all on the ground? The solution is not to reduce the power, because there are situations where having plenty available is really useful or necessary, the solution is to have as much power as you can have, but have it in a way that is manageable and effective.
Among the many functions of PowerCDI aftermarket engine control unit, the one that distinguishes it most from other CDI's is the DPC (DynamicPowerControl), an original and highly innovative function which increases considerably the control that the pilot exerts on the engine and it does so without the need of wheel speed sensors or other sensors outside the TPS (Throttle Position Sensor, which can be installed on bikes that are not originally equipped with one).
Through a sophisticated control of the combustion implemented by DPC dynamically modulating the ignition advance (and in some extreme cases even by acting on the spark energy in accordance with particular, complex schemes) PowerCDI is able to instantly adjust the torque and therefore the power supplied by the engine, effecting corrections, even very large ones, in just a single revolution of the engine, corrective actions that even the most talented driver cannot perform with comparable speed and accuracy on the throttle. But the purpose of the DPC is never to replace the driver, on the contrary, the aim is to make the engine much more obedient to his/her commands, making the throttle response more linear, predictable, manageable and consistent. For example, if you suddenly reach a slippery ground, but you keep on maintaining a constant throttle, the engine may suddenly raise its RPM's (start skidding) not in response to a command of the driver, but to a disturbance from the soil. Well, the DPC opposes to this, but on the contrary it does not if the driver opens the throttle quickly, because this is a clear signal that the driver wants power, to wheelie or to skid, and in this case the wheel slip is actually desired and should not be thwarted. Although it may seem a traction control, the DPC has a very different approach to the problem, and is the result of seven years of study and testing by riders of all levels on all types of terrain.
Not only the acceleration, also the surge gets under control: the surge is the derivative of the acceleration, that is the speed with which the acceleration (and therefore the thrust of the engine) is changing. It is a very important parameter, which in PowerCDI is kept under strict control. In this way, during acceleration changes the transmission of power to the ground is maximized, the rear suspension shakes less, and the muscles of the driver experience less struggling to find the right tension to maintain the correct position.
Also the low gears (like the first) become much more easily manageable, but without the loss of power inevitably caused by the soft maps or by mechanical solutions that always reduce power in a fixed manner, as the DynamicPowerControl manages the power dynamically, on every single revolution of the engine, without any delays, and it does so with a dynamic range unimaginable with the traditional systems of manual selection of the maps. In other words "hard and soft at the same time", all under the control of the throttle, but with an extremely wide dynamic range, impossible to achieve with traditional maps. To make it simple: by managing the throttle in a delicate, cautious, slow way (like it is naturally/instinctively done on very slippery soils), you get a very smooth response from the engine, heavy flywheel-like inertia and strong contrast to skidding if caused by the soil, while managing the throttle in a fast and aggressive way, you get an engine with correspondingly quick throttle response, as much as it is mechanically capable of, and you can still wheelie or skid as much as you want. Fitted with a processor with computing power that has never been used on a motorcycle before, only the electronics of PowerCDI, the most sophisticated, allows these innovations, there are no competing solutions, much less mechanical-based ones, which may lead to results even remotely similar.
No more "short-blanket": thanks to the exclusive DynamicPowerControl you get perfect control of your engine directly on the throttle, even on extremely slippery soils, but you still have all the power and responsiveness of your engine, when and where you need them. POWERCDI: POWER AND CONTROL.
With every PowerCDI unit comes, standard, a USB cable-interface and PC Windows software (which can be used also on Mac OS X and Linux through emulators such as Parallels Desktop / Wine or virtual machines as VMware).
Thanks to the PowerCDI software, the user can edit all the parameters and ignition and (if present) injection maps, those of the DPC and of other devices eventually installed (electronic exhaust power valve, electronic clutch, etc..), update the firmware, and to record telemetry from the engine and from all sensors connected to the PowerCDI.
Tens of parameters are transmitted in real-time through the USB cable, allowing monitoring of the sensors and of the engine in fine detail: everything is recorded on every single revolution of the engine, thus the time resolution is extremely high and there are no distortions from undersampling or aliasing. In the produced file you will find for each engine revolution: ordinal and precise time reference to the current engine revolution; RPM; throttle opening % (TPS); gear number (if the sensor is present); map (switch) on the handlebar that was selected; engine coolant temperature (if the sensor was available); absolute pressure / temperature / relative humidity (if the sensors were available) and computed air density; GPS data (if present); wheel sensor (to record vehicle speed); revlimiter state; diagnostic informations on stator and pickup and other fault-finding diagnostics; more informations in case further sensors or modules are present.
Telemetry is a valuable help in the search and optimization of motorcycle setup, as well as in diagnosis and fault finding.
All the informations of telemetry (and dynamometer, see below) can also be exported as Excel files (.TSV) for processing and archiving, even independent of the PowerCDI software.
Thanks to telemetry, it is also possible to obtain the torque and power curve of the engine (see the Dynamometer section).
All of this can be done with standard PowerCDI equipment, without having to buy software licenses or interfaces: in the PowerCDI they are standard, and all future software upgrades are free.
Thanks to the PowerCDI software, the user can edit all the parameters and ignition and (if present) injection maps, those of the DPC and of other devices eventually installed (electronic exhaust power valve, electronic clutch, etc..), update the firmware, and to record telemetry from the engine and from all sensors connected to the PowerCDI.
Tens of parameters are transmitted in real-time through the USB cable, allowing monitoring of the sensors and of the engine in fine detail: everything is recorded on every single revolution of the engine, thus the time resolution is extremely high and there are no distortions from undersampling or aliasing. In the produced file you will find for each engine revolution: ordinal and precise time reference to the current engine revolution; RPM; throttle opening % (TPS); gear number (if the sensor is present); map (switch) on the handlebar that was selected; engine coolant temperature (if the sensor was available); absolute pressure / temperature / relative humidity (if the sensors were available) and computed air density; GPS data (if present); wheel sensor (to record vehicle speed); revlimiter state; diagnostic informations on stator and pickup and other fault-finding diagnostics; more informations in case further sensors or modules are present.
Telemetry is a valuable help in the search and optimization of motorcycle setup, as well as in diagnosis and fault finding.
All the informations of telemetry (and dynamometer, see below) can also be exported as Excel files (.TSV) for processing and archiving, even independent of the PowerCDI software.
Thanks to telemetry, it is also possible to obtain the torque and power curve of the engine (see the Dynamometer section).
All of this can be done with standard PowerCDI equipment, without having to buy software licenses or interfaces: in the PowerCDI they are standard, and all future software upgrades are free.
With the PowerCDI you can also obtain the torque and power curve of your engine: just take a (preferably 3rd or 4th gear) acceleration test on a plain straight road, recording telemetry (the USB cable and the software are standard).
Using the telemetry data acquired in the test mentioned, the software derives the torque and power curve according to the same principle used in the inertia dynamometers, i.e. by continuosly (at every engine revolution) measuring the rate of RPM increase, rate that is proportional to the torque delivered by the engine at net of the frictions (which if desired can be found and subtracted by carrying out an inverse engine brake test). Thanks to additional data (wheel circumference, transmission ratio, vehicle and driver mass, air density (for SAE J1349 correction), Cx and section), the software derives actual torque and power ratings and curves.
The system works exactly under the principles of a roller-type inertia dynamometer, but instead of accelerating a roller of known mass, we accelerate the vehicle+driver mass on a straight flat road. Even without inputing any of the mentioned variables (circumference, mass, etc..) thus without having results in a known scale (Cv/HP and Nm) the system can still be invaluably useful for relative comparisons.
It is thus possible (even without inputing the physical data mentioned above) to evaluate how much the engine has lost or gained and where, from a change to jetting, exhaust system, ignition and/or fuel map, combustion chamber, or any other engine modification, simply repeating the dyno test on a straight flat road while recording the telemetry and subsequently processing it with the software, which will obtain from the recorded data the new torque curve, which can then be overlapped and compared with the previous one to evaluate the effects of the modification made, and thus to guide the engine tuner's work with objective data, even if it's only relative and not in an absolute scale (Nm).
It is therefore a very useful tool for tuning or modifying your own engine and a tool that can be used with standard equipment (USB cable and software are included in all PowerCDIs).
Only PowerCDI allows you to have both tuning and measuring and diagnosis tools that only the big teams could afford.
Dyno test of a YZ 250 which shows several opportunities to intervene to linearize the power delivery of the engine through the creation of ad-hoc maps.
Using the telemetry data acquired in the test mentioned, the software derives the torque and power curve according to the same principle used in the inertia dynamometers, i.e. by continuosly (at every engine revolution) measuring the rate of RPM increase, rate that is proportional to the torque delivered by the engine at net of the frictions (which if desired can be found and subtracted by carrying out an inverse engine brake test). Thanks to additional data (wheel circumference, transmission ratio, vehicle and driver mass, air density (for SAE J1349 correction), Cx and section), the software derives actual torque and power ratings and curves.
The system works exactly under the principles of a roller-type inertia dynamometer, but instead of accelerating a roller of known mass, we accelerate the vehicle+driver mass on a straight flat road. Even without inputing any of the mentioned variables (circumference, mass, etc..) thus without having results in a known scale (Cv/HP and Nm) the system can still be invaluably useful for relative comparisons.
It is thus possible (even without inputing the physical data mentioned above) to evaluate how much the engine has lost or gained and where, from a change to jetting, exhaust system, ignition and/or fuel map, combustion chamber, or any other engine modification, simply repeating the dyno test on a straight flat road while recording the telemetry and subsequently processing it with the software, which will obtain from the recorded data the new torque curve, which can then be overlapped and compared with the previous one to evaluate the effects of the modification made, and thus to guide the engine tuner's work with objective data, even if it's only relative and not in an absolute scale (Nm).
It is therefore a very useful tool for tuning or modifying your own engine and a tool that can be used with standard equipment (USB cable and software are included in all PowerCDIs).
Only PowerCDI allows you to have both tuning and measuring and diagnosis tools that only the big teams could afford.
Dyno test of a YZ 250 which shows several opportunities to intervene to linearize the power delivery of the engine through the creation of ad-hoc maps.
La Carburazione Perfetta, seconda parte: Pratica. [not yet available]
La Carburazione Perfetta, terza parte: Argomenti avanzati. [not yet available]
Actually PowerCDI supports or can support most of the single-cylinder carbureted enduro, motocross, trial and motard 2 stroke bikes from KTM, Husaberg, Husqvarna (by KTM), Beta, TM, Gas Gas, Fantic, and 4 stroke bikes from KTM, Beta, TM, Husqvarna, Husaberg, Suzuki and Kawasaki. We have also developed inexpensive modules (for the most just connectors' adapters) to extend the support also to other models that use a different system than the ones previously listed, e.g. the Yamaha YZ 125 and YZ 250, which are thus also supported. To use the PowerCDI on another bike, in every case where it is physically possible to adapt it, there's no need to purchase another control unit, it's sufficient to reconfigure it (with the help of our very renowned technical assistance, even through remote assistance) and, if necessary, to add an inexpensive connectors' adapter. PowerCDI supports more different vehicles than any other CDI, and can of course be used also on road bikes, ATV's and karts. For vehicles (e.g. karts) that we still do not directly support, we can supply the connector with wires already crimped on the terminals, so all you have to do is to connect them to the pickup, stator, ignition coil, etc.. being able to fully rely on our extensive technical support, including remote assistance for the unit configuration and the creation of custom maps, thanks to objective feedback resulting from telemetry and the exclusive dynamometer function. We can extract the maps from your original CDI, to be used as a starting point: we provide this service unlimitedly free of charge to all our customers, just send us your CDI (that we will send back usually the next day), from which we will extract the maps and we will add them to our already huge collection, enabling you to use them as a base and develop them further, if you want, with our engine experts' help who also offer extremely valuable support in carburetor, fuel injection setup and all the other aspects of optimal engine tuning.
The electronic fuel injection is already supported in the firmware and soon interface modules (connectors adapters) will be put on the market for support where possible of some 1-injector fuel injected vehicles. They are relatively inexpensive add-on modules which will thus enhance the investment already made on the PowerCDI, which then will also support fuel injected bikes/ATV's/karts, in addition to 2-stroke and 4-stroke carbureted ones that already are, almost all, supported. For the more sophisticated motorbikes, especially those with 2 injectors, such as TPI, we will shortly offer (more details here) a dedicated, and specific PowerCDI model.
Also other modules will be developed and marketed for extending the engine control unit functions, for example an electric actuator for the clutch featuring automatic, anti-stall or slipper function, all while maintaining the original clutch basket and at the cost of the lone actuator, so with a much less expense than replacing the clutch with another mechanical one, and with greater versatility. Even this function is already supported in the firmware, and the actuator module is in an advanced stage of design.
PowerCDI exploits very effectively the gear sensor on the bikes where it is already available as standard. And, in those bikes where it is not, adding a gear sensor, it is possible not only to customize maps and engine response depending on the gear in use, but also to enable the quick shifter function, that is the power cutting during a gear change, thus allowing to change gear while maintaining the throttle wide open with no need to engage the clutch. These accessories are usually offered on the market in the form of additional control units, at the price of several hundreds EUR, while with the PowerCDI it will be enough just to buy a sensor and to enable the function, which is already supported in the current firmware.
Even the direct management of the electronic exhaust power-valve of the 2-stroke engines is already supported in the firmware, and the module for the TMEES (the electronic power-valve by TM) is already on the market, allowing the PowerCDI to make also the function of the second original control unit, the one that controls the exhaust valve, thus PowerCDI lets the user map in 4D (RPM, TPS and gear) the power-valve with total and absolute freedom. A kit with an actuator is under development to transform to electronic power-valve the KTM and other brands' one, to let the PowerCDI directly manage the power-valve, and it is possible to keep the management of the oil-injection pump in those bikes (eg. Beta) that provide it.
PowerCDI is a powerful and versatile electronic brain featuring countless functions. It is designed to be expanded in all possible ways. These and other features, combined with the adaptability and thus portability to many vehicles, make PowerCDI a cost-effective and long lasting investment, unlike the other control units dedicated to a single bike's model and year, even regardless of the countless functions available only on the PowerCDI.
All software and firmware updates are free of charge lifetime, simply download the update and run it, after having connected the USB cable (which is standard), thereby increasing the functions or improving the system (already extremely mature today, the PowerCDI is tried and tested: it is mounted on several bikes since several years ago).
The electronic fuel injection is already supported in the firmware and soon interface modules (connectors adapters) will be put on the market for support where possible of some 1-injector fuel injected vehicles. They are relatively inexpensive add-on modules which will thus enhance the investment already made on the PowerCDI, which then will also support fuel injected bikes/ATV's/karts, in addition to 2-stroke and 4-stroke carbureted ones that already are, almost all, supported. For the more sophisticated motorbikes, especially those with 2 injectors, such as TPI, we will shortly offer (more details here) a dedicated, and specific PowerCDI model.
Also other modules will be developed and marketed for extending the engine control unit functions, for example an electric actuator for the clutch featuring automatic, anti-stall or slipper function, all while maintaining the original clutch basket and at the cost of the lone actuator, so with a much less expense than replacing the clutch with another mechanical one, and with greater versatility. Even this function is already supported in the firmware, and the actuator module is in an advanced stage of design.
PowerCDI exploits very effectively the gear sensor on the bikes where it is already available as standard. And, in those bikes where it is not, adding a gear sensor, it is possible not only to customize maps and engine response depending on the gear in use, but also to enable the quick shifter function, that is the power cutting during a gear change, thus allowing to change gear while maintaining the throttle wide open with no need to engage the clutch. These accessories are usually offered on the market in the form of additional control units, at the price of several hundreds EUR, while with the PowerCDI it will be enough just to buy a sensor and to enable the function, which is already supported in the current firmware.
Even the direct management of the electronic exhaust power-valve of the 2-stroke engines is already supported in the firmware, and the module for the TMEES (the electronic power-valve by TM) is already on the market, allowing the PowerCDI to make also the function of the second original control unit, the one that controls the exhaust valve, thus PowerCDI lets the user map in 4D (RPM, TPS and gear) the power-valve with total and absolute freedom. A kit with an actuator is under development to transform to electronic power-valve the KTM and other brands' one, to let the PowerCDI directly manage the power-valve, and it is possible to keep the management of the oil-injection pump in those bikes (eg. Beta) that provide it.
PowerCDI is a powerful and versatile electronic brain featuring countless functions. It is designed to be expanded in all possible ways. These and other features, combined with the adaptability and thus portability to many vehicles, make PowerCDI a cost-effective and long lasting investment, unlike the other control units dedicated to a single bike's model and year, even regardless of the countless functions available only on the PowerCDI.
All software and firmware updates are free of charge lifetime, simply download the update and run it, after having connected the USB cable (which is standard), thereby increasing the functions or improving the system (already extremely mature today, the PowerCDI is tried and tested: it is mounted on several bikes since several years ago).
Authentic Made in Italy: PowerCDI was designed and developed entirely in Italy over the course of 7 long years. During development it was tested for thousands of total hours of operation on various types of motorbikes, both 2 stroke and 4 stroke. It is built using only the highest quality electronic components, and assembled exclusively in Italy. No compromise has been made on the quality, it is a product that was created to aim for maximum reliability, versatility and attainable performance in every respect.
PowerCDI price depends on the destination country (EUR 785.00 - 957.70 EUR, depending on taxes, duties and other charges), and can be purchased through out the form below, where you can ask for informations, and can also specify the destination country, how you want your PowerCDI to be set up the first time, in order to mount it on right away / on the motorbike model which is initially intended for, and receive specific instructions (of the possible need of TPS if not originally available on that model of motorbike, of special wiring, etc..).
With every PowerCDI you get, as standard equipment in addition to the control unit, also the software with its USB-interface cable, a feature almost unique in the market of engine control units, where the few which offer it as an option do it often at a price higher than the one of the control unit itself. In the PowerCDI case instead this important tool is standard and allows everyone to explore the potential of the system, as well as to transfer the system to another motorbike: PowerCDI is a reusable investment, changing bikes you will simply - using the USB cable and the included software - remap the PowerCDI for the new bike, and you can immediately re-use the same unit on your new bike.
All updates of the software and firmware are free of charge, simply connect the USB cable and download the update, thereby increasing the functions or improving the system (already extremely mature now).
A variety of optional hardware modules (interface for electronic fuel injection, electronic clutch actuator, exhaust valve actuator, gear sensor, and others) are going to be marketed to expand the functionality of the base PowerCDI system, without need to change the control unit, which remains the heart of the system, having a great computing capacity to exploit.
These and other features, combined with the portability to other bikes, make PowerCDI a serious and long-lasting investment, respectful of the user and of the spending which has supported.
PowerCDI price depends on the destination country (EUR 785.00 - 957.70 EUR, depending on taxes, duties and other charges), and can be purchased through out the form below, where you can ask for informations, and can also specify the destination country, how you want your PowerCDI to be set up the first time, in order to mount it on right away / on the motorbike model which is initially intended for, and receive specific instructions (of the possible need of TPS if not originally available on that model of motorbike, of special wiring, etc..).
With every PowerCDI you get, as standard equipment in addition to the control unit, also the software with its USB-interface cable, a feature almost unique in the market of engine control units, where the few which offer it as an option do it often at a price higher than the one of the control unit itself. In the PowerCDI case instead this important tool is standard and allows everyone to explore the potential of the system, as well as to transfer the system to another motorbike: PowerCDI is a reusable investment, changing bikes you will simply - using the USB cable and the included software - remap the PowerCDI for the new bike, and you can immediately re-use the same unit on your new bike.
All updates of the software and firmware are free of charge, simply connect the USB cable and download the update, thereby increasing the functions or improving the system (already extremely mature now).
A variety of optional hardware modules (interface for electronic fuel injection, electronic clutch actuator, exhaust valve actuator, gear sensor, and others) are going to be marketed to expand the functionality of the base PowerCDI system, without need to change the control unit, which remains the heart of the system, having a great computing capacity to exploit.
These and other features, combined with the portability to other bikes, make PowerCDI a serious and long-lasting investment, respectful of the user and of the spending which has supported.
I would like to order a PowerCDI or ask for more information.
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LAST UPDATED on August 2, 2019