Coming soon: PowerCDI for KTM / Husqvarna TPI
As product testing will begin soon, we can anticipate that we will offer soon a less expensive (dedicated, and thus economically optimized) PowerCDI ECU for the TPI bikes (and also for, after a simple and quick reconfiguration (that you can do via the Bluetooth and software which are standard on all our PowerCDI M2 engine control units), all Beta and Sherco f.i. 4 stroke models, and on the 2 stroke carburetor Sherco 2018 SE-R Factory 250 & 300 models) in brief named "PowerCDI M2" at a launch price of only EUR 565 + VAT. This new, dedicated and thus less expensive PowerCDI, but still of uncompromised quality and performance, and usable on several bikes (the already mentioned Beta/Sherco f.i. 4st, some Sherco carburetor 2st and other models that will be added in the future), will already provide a lot of improvements compared to the original engine control unit (Continental M3C), but we will also offer an optional "TPI racing kit" (obviously not suitable for Beta/Sherco 4st and Sherco carburetor 2st users) at a launch price of EUR 385 + VAT for the more demanding users and for racing teams which consists in a special, high performance optimized head; a very powerful CDI multispark module; a high energy CDI ignition coil and a couple of additional sensors very easy to mount. A kit that the "normal user" won't necessarily have to purchase, as it's aimed at the most demanding users, thus we preferred to make it optional, to optimize our offer, the price, and to provide also a basic system that anyone can install and, later, can anyway still be upgraded via the "TPI racing kit" to reach excellent performance.
With the PowerCDI M2 alone most of the following improvements over the original bike will be available already, but where you see an asterisk (*) the optional "TPI racing kit" will further improve that function but it will still be available also with the lone PowerCDI M2 anyway, while where 2 asterisks (**) are specified the "TPI racing kit" is indispensible to get that feature or improvement:
More functions will be added with time via (lifetime free) firmware updates, and the PowerCDI M2 engine control unit is already equipped to manage an eventual optional third fuel injector and a gear sensor. PowerCDI M2 can also directly control/drive a stepper motor, eg. for a drive-by-wire future optional upgrade or an exhaust power valve.
- * Significant increase in performance, especially at low and mid RPM's (even more with ** the optional "TPI racing kit", with which the improvement at low and mid RPM will be very marked).
- * Significant increase in the engine's "readiness", but only when the throttle is opened quickly, so to lift the front wheel much more easily (** even at low RPM's) without the original bike's current delays in throttle response.
- Significant increase in the "mellowness" of the engine, but only with constant throttle or otherwise opened slowly, but without losing strength eg. in very steep climbs. So to have a mellow/calm engine when the throttle is held constant or opened slowly, but still a very reactive one when the throttle is whacked quickly, to lift the front wheel in front of logs or holes (this behaviour linked to the throttle speed is due to the DPC - Dynamic Power Control, please see the main website for details).
- * Unable to start or restart the engine in reverse (anti-reverse circuit, which is missing in the original ECU, and can thus lead to dangerous situations). NOTE: the PowerCDI M2 alone will improve this much, but specific anti-reverse hardware circuits and an additional sensor easy to install will be in the ** "TPI racing kit" that will completely solve the problem and make it impossible to run in reverse, not simply highly unlikely.
- Complete resolution of the so called "pipe-bangs".
- * Maximum cleaness of combustion and active prevention of spark plug fouling (already with the lone PowerCDI M2, and much strenghtened with the ** optional "TPI racing kit", thanks to the high performance head and very powerful multispark CDI module and high energy CDI ignition coil).
- Improved idle behavior (anti-stall), even if the original TPI is not bad in this regard, we've seen that this can be improved, so we did.
- * Improved engine start-up, even via kickstart lever. Battery-less function (the original ECU instead needs a battery in good order, else it won't work).
- Full freedom to "jet" it as you want, and via built-in Bluetooth, not just via USB cable. Software as always is supplied as standard, like in the previous PowerCDI models. At first Windows software will be provided, then Android.
- ** It is also possible to considerably enrich the mixture, which is not possible on the original ECU (regardless of the fact that it can not be remapped by the user) because the original ECU (Continental M3C) is an inductive discharge ignition (with a rich mixture the spark plug would foul quickly, especially at low loads), while the PowerCDI M2 with the "TPI racing kit" is a very powerful capacitive multispark discharge ignition (and, because of this, it handles rich mixtures and fouled spark plugs much better).
- Full freedom to make engine modifications (exhaust springs, head, pipe, type of fuel, etc..) as with the PowerCDI M2 both ignition and "jetting" can be tuned or even completely remapped by the user (and our renowned technical support is a guarantee that even the less experienced engine or computer user is guided and followed closely, even by remote assistance). Of course, all maps needed for the "TPI racing kit" will be already provided. You can tailor them to your liking, if you wish, but the maps will be provided already fully developed by us, and more will be added in the future by us or by the PowerCDI users community.
- Full stability of mixture both in time and in changing weather conditions (currently some users of the original TPI complain of incomprehensible and unpredictable variations of "jetting" on their original TPI's, this is due to the limited precision and computational capabilities of the original ECU, and by the absence of a true BARO sensor in the original bike).
- Freedom to increase the percentage of oil injection (from the original 0.8%-1.1%) to a higher value, with the aim to extend engine life and reliability especially if used under harsh conditions.
- Engine protection system (in case of high temperatures, it can be automatically enriched to prevent seizure).
- Complete self-diagnosis indicating via Bluetooth (standard) or USB cable directly where the problem is (eg. injector faulty and which one of the two, fuel pump, oil pump, TPS, MAP, IAT, ECT, Roll-Over, enchanted engine stop button, etc.) which speeds up and simplifies greatly eventual repair operations, intelligently exploiting a system that is complex but that simplifies the diagnosis, permitting the end user to perform repair and mainteinance autonomously as on the previous bike models.
- Extensive "Limp-In" mode, to return to base even with faulty sensors (except TPS), or even with a single faulty injector.
- Oil pump priming possible even without Bluetooth (therefore maximum speed of operation).
- Security functions, like the possibility for the owner to lock / unlock the PowerCDI M2 unit via a Bluetooth command (simply by pressing a button on the smartphone), substantially an antitheft, and also a password to prevent any unauthorized access to the system.
NOTE: We still reserve the right to modify the above list, in particular we're working to try to move back into the basic system some features that are currently planned only in the "TPI racing kit", like eg. the delicate anti-reverse function, so there may be small variations in one way or another.
An official statement will be made in the next weeks. The first models to be supported (mapped) will be 250's, shortly after also the 300's will be added, then we'll add maps for all Beta/Sherco f.i. 4 stroke and some 2018 Sherco 2 stroke carburetor bikes as well. As our tradition, this ECU (intended for vehicles that originally mounted the Continental M3C) will work on several models of bikes after a simple and quick reconfiguration made via software which, together with a Bluetooth interface, is standard on all our PowerCDI M2 engine control units. We want to provide every possible function and feature that our powerful hardware can support, and all firmware updates and maps will always be for free (no payment to unlock features, etc..).
Reach the main PowerCDI site
LAST UPDATED on March 19, 2017