pegasus fuel injection and ignition control systems pfi belt

PFI Pegasus Fuel Injection and Ignition Systems

Pegasus Fuel Injection and Ignition Control Systems

PFI

Belt Drives LTD®

1959 North Main Street Orange, CA 92865

EMAIL: [email protected]

WEBSITE: WWW.PERFORMANCEFI.COMWEBSITE: WWW.BELTDRIVES.COM

(714) 685-3333

Installation Guide and Tuning Manual

PFI Installation Guide © Copyright 2003 BDL 1

mailto:[email protected]

http://www.performancefi.com/

http://www.beltdrives.com/


Legal Disclaimer

• It is the responsibility of the user to ensure proper installation and tuning. BDL is not responsible for any damage which may occur to an engine and/or vehicle as a result of using this product.

• The PFI system is intended for off-road use only and does not meet current California Air Resources Board (CARB), or Environmental Protection Agency (EPA) emissions standards.

• BDL is not responsible for any property damage or bodily injury that may occur as a result of installing this system on your vehicle.

• Fuel injection products manufactured by BDL are subject to change without notification.

Figure 1. V Twin Engine with PFI installed.



1 INTRODUCTION................................................................................................................. 5 1.1 FEATURES ........................................................................................................................ 5

2 BACKGROUND ................................................................................................................... 6 2.1 WHO ARE WE? ................................................................................................................ 7 2.2 WHO ARE YOU? .............................................................................................................. 7 2.3 HOW IT WORKS................................................................................................................ 8 2.4 WHERE TO GO FROM HERE............................................................................................... 9 2.5 SOME THINGS YOU NEED TO KNOW ................................................................................. 9

3 HARDWARE ...................................................................................................................... 11 3.1 HARDWARE INSTALLATION............................................................................................ 11 3.2 HARDWARE NOTES ........................................................................................................ 18

4 SOFTWARE........................................................................................................................ 19 4.1 SOFTWARE INSTALLATION ............................................................................................. 19 4.2 SOFTWARE NOTES ......................................................................................................... 20

5 TIME TO CRANK IT UP.................................................................................................. 21 5.1 STARTING YOUR ENGINE ............................................................................................... 21 5.2 RUNNING YOUR ENGINE................................................................................................ 21 5.3 ENGINE NOTES............................................................................................................... 22

6 TUNING YOUR SYSTEM ................................................................................................ 23

6.1 STARTING THE PFI COMMUNICATION PROGRAM (PFICOMM) ..................... 23 6.2 EXPLORING THE MAP FILE ...................................................................................... 24 6.3 MAIN SCREEN LAYOUT............................................................................................ 25 6.4 ENGINE PARAMETERS............................................................................................... 27

6.4.1 Main Parameters ............................................................................................. 29 6.4.2 Fuel Enrichment ............................................................................................. 30 6.4.3 Start/Fuel Pump .............................................................................................. 30 6.4.4 Injector Timing ................................................................................................ 30

6.5 FUEL MAP...................................................................................................................... 31 6.6 IGNITION MAP................................................................................................................ 35 6.7 REAR CYLINDER TRIM................................................................................................... 36 6.8 WARMUP ....................................................................................................................... 37 6.9 DATA LOGGING ............................................................................................................. 38 6.10 DIAGNOSTICS................................................................................................................. 40 6.11 CLOSED-LOOP TUNING .................................................................................................. 41 6.12 OPENING, SAVING, AND SENDING FILES........................................................................ 43 6.13 SOME EXTRAS................................................................................................................ 44 6.14 TUNING NOTES .............................................................................................................. 44

7 APPENDIX.......................................................................................................................... 46



7.1 COMMUNICATIONS......................................................................................................... 46 7.2 TROUBLESHOOTING ....................................................................................................... 46

7.2.1 Engine Runs Poorly, WOT or idle:.........................................................................................46 7.2.2 Engine gets poor fuel economy:............................................................................................47 7.2.3 Engine has poor throttle response: ......................................................................................47 7.2.4 Engine backfires ........................................................................................................................47 7.2.5 Engine dies completely ............................................................................................................47

7.3 QUICKTUNE ................................................................................................................... 49 7.4 SCHEMATICS .................................................................................................................. 50 7.5 ASSEMBLY DRAWINGS/BOM ........................................................................................ 51



1 INTRODUCTION

The Pegasus Fuel Injection (PFI) system is a self-contained engine management system designed specifically for V-twin motorcycle engines. It is not a “replacement” brain for a motorcycle already equipped with fuel injection. Many attempts have been made to adapt aftermarket automotive fuel injection systems to this style of motor, but the inherent mechanical vibration of an unbalanced engine, along with uneven firing and intake manifold reversions have made this a difficult task…until now. PFI, along with Belt Drives LTD®, started with a clean sheet of paper and designed a system that would meet the fuel and ignition needs specific to this style of engine. There are few bells and whistles, the minimum number of sensors, no automatic choke. What it does do is perform extremely well. The system is easy to install, and easier to adjust. Once on your bike and tuned properly, you can expect: increased power, improved fuel economy, crisper throttle response, easier starting and much more! Adjusting the PFI system is quite simple and there are three options: (1) use the knob on top of the control unit to richen/lean the fuel mixture. Use the stock ignition sensor plate to adjust the ignition timing. (2) Use a personal desktop assistant (PDA) to adjust both fuel and timing as well as other parameters. (3) Use a laptop or personal computer for complete control over your entire system.

1.1 Features • Advanced semiconductor electronics • Controls both fuel and ignition • Sequential timed injection • Single fire ignition • Enhanced fuel atomization • Multiple spark discharge • Easy adjustments by rotary switch, PDA, or laptop • Uses automotive sensors-available everywhere • Teflon coated, silver alloy wire and weatherproof connectors • Machined from billet aluminum-huge 53mm throttle! • Easy to tune-use the spark plug method or use our closed loop control

and dyno tuning! • Accepts most air filters • Designed and made right here in the good ol’ USA!

If you like what you’ve heard so far, read on!



2 BACKGROUND Whether you like it or not, motorcycle fuel injection is here to stay. Motorcycle carburetors work pretty well, but they’re at the end of their design cycle and there isn’t much room for improvement. All major automobile manufacturers have switched to electronic fuel injection and ignition systems and soon 90 percent of the new Harleys will have it too. There are just too many benefits that you see when you switch to the PFI system to not consider it, especially on larger engines. A 125-inch motor certainly has lots of potential, but when we do our baseline testing of these motors, the horsepower numbers are pretty low. Take off the carb/ignition system and replace it with a PFI system, download the proper maps, add the right cam, the proper pipes, and you’ll see instant improvement. Although a PFI system can dramatically improve your engine’s performance, there are certain things it can’t do, such as replace the poor choice of components you may have on your bike. If you don’t have the proper cam, compression ratio, and the necessary airflow from a tuned intake/exhaust, your engine’s potential just can’t be reached. Here’s what WE think:

• Peak power isn’t the same as useable power. Peak power is the maximum power your engine produces…usually at 5500 RPM or higher. Just how often are you at this speed? Not very often. Useable power is your average power over a certain speed range. If you are a drag racer and you run your engine from 2000-6000 rpm, then your useable power is your average power over this RPM range. You can have a lower peak power and still outrun someone if you have more useable power!

• Useable power is what the PFI system is all about. We put more power to the ground at lower RPMs, so when you grab a handful, you GO NOW!! Fuel injection gives you better fuel atomization resulting in more low-end torque and crisper response. Couple this with precise timed fuel delivery and you get a smoother running engine.

• Don’t forget about ignition timing. Too much OR too little advance results in less power. You need the right advance and since we have coupled both the ignition system and fuel system together, you can optimize both at the same time! Proper ignition timing increases useable power and makes the engine run smoother and cooler.

• Exhaust Systems-Straight pipes and unbaffled exhaust systems may look and sound good, but they won’t perform as well as a properly designed system and have less usable power, especially at lower speeds.

• Long duration cams give you lots of high-speed power, but perform poorly below speeds of 3000 rpm. These cams cause air pressure reversions in the intake manifold and this leads to compromised useable low speed power.



• Poorly installed intake and exhaust manifolds can cause air leaks, which can lead to improper air-fuel mixtures and exhaust backfires. Make sure you tighten fasteners to their proper torque ratings.

• Not all air filters are the same! Make sure your air filter system is free flowing. A large volume air system acts as a plenum and can help increase useable power. Gooseneck-style intakes actually help with tuning, as the intake manifold is much too short on most engines.

• Most motorcycles are run for short periods of time, then they sit. Fuel in a float bowl can get “gummy,” leading to main jet problems. The same is true for fuel injection. Make sure you use a gasoline additive in your gas tank to clean your fuel injectors and fuel filter on a regular basis.

Please make sure your engine is in proper mechanical state before installing a PFI system on your bike, as there is no point in trying to tune a bike with a mechanical problem. If you feel there might be a problem with your engine, have a mechanic perform a compression test, leak-down test, change spark plugs, etc. before installing your PFI system.

2.1 Who Are We? Haven’t heard of PFI? Surely you’ve heard of our parent company, BDL®, Belt Drives LTD. They produce some of the best belt drive systems money can buy (as well as other products). You might not know the name PFI, but if you’ve been to Sturgis, Daytona Bike Week, or any of the other bike events, then you’ve seen our pride and joy….the Teresi® Dyno Drag Machine. That’s right-we designed and built it right here in our 5000 square foot research and development facility and tested it for over two years before it hit the road….and it’s been running flawlessly ever since! We’ve seen over 20,000 runs on the Dyno Drag Machine and WE KNOW what it takes to make a bike go fast.

2.2 Who Are You? You may be a great rider, but just how well do you know your bike from a mechanical standpoint? Be honest with yourself. If you are a complete novice, then you have no business installing the PFI system on your bike. Bring it to a professional…everyone, including us, will be happier with the results. Ever taken off your carb? Ever adjusted or changed a jet? Set your timing? We call this the intermediate level. You will be able to perform the installation yourself, easily. For those who have performed any kind of engine work this should be a no-brainer. However, installing the proper map file into PFI takes a computer….please don’t try any form of communication with the brain unless you know what you’re doing. So, what about your computer literacy? Even though most of us have a computer in our house we may not be computer literate. Don’t be discouraged, because there are other ways to adjust the PFI system, plus this may be your calling to begin using a computer. You can make some changes manually, or



even using your PDA, such as a Palm Pilot®. Most of us will use a laptop to make most changes. Of course, there’s nothing wrong with carrying around a PDA and making changes “on the fly” as you ride!

2.3 How it Works We’re not trying anything revolutionary here. We think we know what you want, and we definitely know what you DON’T want. No giant octopus of wires, and you don’t have to cut your wiring harness (are you kidding??) to install the PFI system. No lights blinking thousands of codes at you. Best of all, YOU have complete control of your system and you can tailor it to your specific needs! The PFI software and hardware are very similar to those found on most automobiles, only more refined. Our brain is really over-designed and is much too powerful to control a simple, slow moving V-twin engine and all the mechanical components are over-analyzed. To you this means the PFI system is reliable and the firmware in the brain can easily be changed….VERY desirable features. The PFI system only uses two sensors: (1) engine RPM (2) throttle position (TPS sensor). The TPS is mounted on the throttle body and measures the butterfly angle. The RPM sensor uses a stock ignition pickup, but the small wheel behind it has been replaced with our “special” wheel. The wheel has six teeth with a long slot between tooth 6 and tooth 1. The next tooth after the big tooth tells the brain where top dead center, cylinder #1 is. This is very important, as the brain must know where this point is to perform sequential fuel injection and single fire ignition. The brain then uses the sensor information to determine how much fuel and ignition timing to output to the engine. There is a knob on the top of the brain that adjusts the fuel mixture, and also serves as a choke. There are two LEDs on the top of the brain that turns red or green. Red means the brain is on, and green means the ignition pickup sensor has detected a tooth. The brain controls the injectors, the ignition coils, and the fuel pump. When you turn on the main ignition switch, the brain turns on as well. It starts off by turning on the fuel pump for four seconds, then turns it off until the engine starts. It then sits and waits for inputs from you. If you turn the throttle, it thinks you want to prime the engine before starting and will inject fuel. Pressing the starter button will turn the engine over as well as the pickup wheel. After a couple of revolutions, the brain will detect the first tooth on the wheel and “synchronize” the system. Then and only then will the PFI system start the engine. Then, the brain injects fuel and fires the coils based on the engine position determined from the pickup wheel teeth. This is how we maintain such accurate control over the engine!



2.4 Where to go from Here If you just purchased the system and it’s not already installed on your bike, you should read (or, at least skim) the manual in its entirety. Then, refer to the hardware installation section of this manual and install it on your bike. After hardware installation is complete and you’re sure the system is operating properly, you can refer to the software installation section, followed by tuning your engine. If the system is already on your bike and you just want to tune it quickly, please refer to the Quicktune section in the appendix for a quick overview of our tuning capabilities. On the other hand, if you want a comprehensive review of our tuning software and its capabilities, you can go directly to TUNING YOUR ENGINE. Our website is an excellent source of documentation. We have many smaller, less comprehensive applications notes that address specific areas, such as PDA, closed loop tuning, extra maps, and much more. Check us out at www.Performancefi.com If you don’t know much about fuel injection and you want to know some buzzwords, read the next section.

2.5 Some Things you need to Know AIR FUEL RATIO The ratio of air to fuel that the engine needs for proper

combustion. The chemically correct air fuel ratio for gasoline is 14.7, but no air cooled engine runs very well at this value.

ECU Electronic Control Unit-also known as the brain, it truly is the brains of the system.

EQUIVALENCE RATIO Another way of saying air fuel ratio, but easier. If the equivalence ratio is 1.2, you are 20% rich.

SENSOR The brain gets its information from sensors. They measure things like intake manifold pressure, engine temperature, throttle position, and engine speed.

TPS Throttle Position Sensor. Measures the position of the throttle butterfly valve.

MAP SENSOR A sensor that measures manifold absolute pressure. MAT SENSOR A sensor that measures manifold absolute temperature. RPM Engine speed, measured in revolutions per minute. PDA Personal Desktop Assistant, i.e. a small device like a Palm

Pilot®. LED Light emitting diode. A small light.


http://www.performancefi.com/


MAP A look-up table the brain uses to determine how much fuel, timing the engine will receive based on sensor inputs. Not the same as a MAP sensor

UEGO SENSOR Universal exhaust gas oxygen sensor. Used to measure air fuel ratio.

WOT Wide-open throttle



3 HARDWARE

3.1 Hardware Installation The PFI system consists of two hardware sub-assemblies (1) Throttle assembly (2) Coil assembly. The throttle assembly resembles a carburetor except it has the brain mounted on top of it, plus injectors on the bottom and a throttle position sensor (TPS) on the side. The coil assembly contains the coil, fuel pump, electrical components, and pressure regulator. There is also a unique multi-tooth ignition pickup wheel, which replaces the stock one in the ignition cone, but we use the stock ignition pickup sensor. This pickup wheel, with its many teeth, is the key to sequential fuel injection and single fire ignition. The throttle assembly is designed to attach to an S&S® Super G (53 mm diameter hole) or equivalent intake manifold. If you do not have one on your bike you can purchase one directly from BDL or from S&S, or from anyone that makes such a manifold. The coil assembly is already attached to the supplied top engine motor mount designed for rigid mounted engines. If you have a bike with a rubber-mounted engine, you can use a special adapter available from BDL. 1. ATTACHING THE THROTTLE ASSEMBLY-Using the supplied 3/8-16 x

1.25 bolts, attach the throttle assembly to the intake manifold using the included insulator block using a light film of silicone sealer. Note: It is imperative that you use the supplied bolts as longer ones may interfere with the brain and locktite® is recommended.

2. ATTACHING THE THROTTLE SUPPORT PLATES-Attach the throttle support plate and your air filter backing plate to the front of the throttle. Connect the filter support plates to the cylinder head breather holes using the stock breather bolts.



Figure 2. View of the intake manifold showing insulator block.

Figure 3. Attaching the throttle assembly to the manifold.



3. ATTACHING THE THROTTLE CABLES-Loosen the throttle cables at the

throttle grip, then install the barrels at the cable ends in the throttle wheel. Make sure there is enough play in the system to allow the return cable to function properly. It is imperative you use a dual cable system as a single cable system is not reliable. MAKE SURE THE THROTTLE OPENS WHEN THE THROTTLE GRIP IS TURNED. In other words, do not install the throttle cables backward.

4. INSTALLING THE IGNITION PICKUP WHEEL-Remove the ignition pickup dust cover and stock pickup wheel. If you have an aftermarket ignition system you must remove it as well. Remove the engine timing plug and rotate the engine until it is at top dead center with the camshaft key slot in the position shown. Install the supplied pickup wheel on the camshaft making sure the alignment pin fits securely in the camshaft key slot. Be sure to use Loctite® or equivalent thread locking compound on the supplied bolt. Throttle assembly installation is complete.

Slot must be in this position

Figure 4. View of the camshaft. Keyway must be oriented at 8 o’clock when engine is at TDC. If keyway is at 2 o’clock when TDC mark is visible, you must rotate crank one complete revolution.



Figure 5. Pickup wheel installed, set screw positioned in cam keyway to align. Thread fastening compound must be used on the center bolt.

5. INSTALLING THE COIL ASSEMBLY-On to the coil assembly. Remove

YOUR top engine motor mount and ignition coils. Replace it with the PFI coil assembly while making sure to connect the 6-pin waterproof Deutch® electrical connector between the throttle assembly and the coil assembly. Before removing your coil(s) mark the electrical wire (power wire) used to power the coils, as this is the wire that turns on the PFI system. More on this later.



Figure 6. Installing the coil assembly.

6. CONNECTING THE FUEL SYSTEM-The PFI kit contains a fuel pump

mounted on the motor mount bracket, with three high-pressure fuel lines and a special fuel filter. You CANNOT use a low-pressure fuel filter or stock fuel lines with this fuel injection system!! The kit comes with a special EFI petcock. Start by draining the gas from the tank, then remove the old petcock; install ours. Connect the first fuel line between the petcock and the top of the fuel pump. Connect the second fuel line (#3 AN braided line) between the fuel pump outlet and the fuel rail inlet fitting. Now, connect the last line (fuel return) from the bottom of the fuel rail to the petcock. Make sure all the fuel lines are TIGHT!! You can now install the bolts holding the coil assembly bracket to the engine, as well as the top motor mount.

7. BATTERY/SWITCH CONNECTIONS-Now you are ready to make the rest of the electrical connections. Note there are only three wires to connect; the battery power (POSITIVE, RED/WHITE), the battery ground (NEGATIVE, BLACK), and ignition/run power (POSITIVE, RED AND LABELED IGNITION/RUN)! These wires MUST be connected DIRECTLY to the positive and negative terminals of the battery and the ignition/run switch and nowhere else. Do not connect the three-pin connector to the ignition pickup at this time. Connect the six pin Detuch connector between the two assemblies, then tighten all bolts to the required torque specifications, as the motor mount controls the upper vibration of the engine.

8. SPARK PLUG WIRES-We have included special anti-EMI Magnecor® spark plug wires…..use only these wires. Other wires, especially solid core, do not suppress electromagnetic signals and can interfere with the brain.



BDL assumes no responsibility for system performance if the included wires are not used.

Figure 7. Coil assembly installation and wiring complete.

9. A QUICK TEST-At this point, most of the installation is complete. If all wires are connected properly: Flip on the main power switch. You should hear the fuel pump “whirr” for four seconds…then turn off. This is normal as the fuel pump only runs when the engine is running. Now look at the brain. The red LED should be on. If not, go to troubleshooting.

10. CONNECTING THE IGNITION PICKUP-If the pump runs and the red LED turned on, all is well. Turn off the main switch. It is time to install the ignition pickup and set the base timing. First, thread the three wires of the supplied ignition pickup through the hole in EVO nose cone. Press the wires into the supplied DEUSTCH® connector as shown below while making sure to place wire #1 in position 1, wire #2 in position 2, and wire #3 in position 3. Refer to the included timing diagram if needed. Then connect this connector to the mating 3-pin connector on the brain. DO NOT INSTALL WIRES INCORRECTLY AS THIS MAY RESULT A IN DIRECT SHORT!!

11. SETTING THE BASE TIMING-Is the engine still at top dead center? It has to be to perform the next step. Install the ignition pickup loosely. Turn the pickup COUNTER- CLOCKWISE as far as it can go. Turn the main switch on. The green LED on the brain should be on. Now rotate the pickup CLOCKWISE (slowly) until the green LED on the brain turns off, then keep rotating the pickup clockwise until it turns on again. The engine is now statically timed at 0 DBTC. With a pencil, put a mark on the degree line on the pickup and the inside of the cone. Rotate the pickup 10 degrees



CLOCKWISE and lock it down (marks are visible on the ignition pickup plate). The engine is now statically timed. Hardware installation is complete!

12. BLEEDING THE FUEL PUMP-The fuel pump may have air at this point and will require bleeding. This is accomplished by loosening the #3AN fuel line on the fuel rail and turning on the ignition switch. The pump will run and force air out. When done properly, the fuel pump will rotate with a high pitched “whirring” sound.

13. THE FINAL TEST-Now you are ready to start the engine! Turn off the ignition switch, then turn it on again after 5 seconds. The red LED will turn on. The greed LED may or may not turn on, depending on the position of the engine. You should hear the fuel pump whir, then stop. Turn the throttle grip to 45 degrees with your hand, and you should hear the injectors “clicking.” This feature, which is used to prime the engine, indicates the injectors are functioning properly. Only leave the throttle in this position for around 2 seconds, then return it back to zero. Now depress the starter button, just as you would normally to start the bike. You should here it fire or even possibly start. If so, turn off the engine and perform a complete system check to verify there are no fuel or electrical problems.

14. MAKING PFI WORK FOR YOU-Since the PFI system was designed to work on any V twin engine, you must load the proper file into the brain before testing the bike. If you are capable of doing this, proceed to section 6 to install the proper map file.



Figure 8. Front view of the engine after installation is complete. Any air filter can be installed. Brushed aluminum air filters are available, giving the system a “racing” look.

3.2 Hardware Notes ________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________



4 SOFTWARE

4.1 Software installation The PFI kit comes with a base map for an 80 cubic inch engine with an Andrews® EV-46 cam and a Supertrap®. If you have any engine configuration other than this, you must load the proper map into the brain. This can be done either with a PDA or with a computer. We are assuming you have loaded PFICOMM onto your computer. If you haven’t you must have a computer running Windows® 98, or 2000 and a CD-ROM drive. Run the setup program to install PFICOMM our communications software. 1. Take the supplied electrical communication cable and place the RJ45

connector into the receptacle on the brain. Connect the other side to the computer serial port. If you want to use your PDA instead of a standard computer, you must use the PDA-brain cable/software available from Performancefi.

2. Again, assuming you have installed the PFI communication software supplied in the kit on your computer, start the PFI communication program, then turn on your system using the main switch. When prompted to load all brain info into your computer, reply “yes.” You can examine the contents of the brain directly, but don’t change anything at this time!

3. Because the PFI system was designed to be used on any V twin motor, the proper files that most closely fit YOUR motor must be loaded into the brain. Under the main menu, select “file” then “open.” Find a file that most closely matches your configuration. Then, again under “file” select “send file to ecu” and send. After a couple of okays and prompts, the file will be loaded into your brain (ECU). Software installation is complete!



Figure 9. PFICOMM main screen. Select the file that matches your engine

configuration, then send to brain.

4.2 Software Notes

________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________



5 TIME TO CRANK IT UP At this point, the setup is pretty much complete. You have performed the mechanical part of the installation as well as getting the proper maps into the brain. The PFI system responds very similar to a carburetor in terms of starting/running….just better. However, it is important to understand the nature of the PFI system and just how it responds to your inputs. Again, if you have downloaded a map that is perfect for your engine configuration, then you will be able to crank it up, and ride away! But the PFI system is just so powerful, you’ll want to take a crack at tuning your engine, even if it means just turning the knob on the brain. Remember changing those main jets and getting gas on your hands (and searching for the screws you dropped)? Those days are over.

5.1 Starting Your Engine The PFI system does not have an automatic choke and extra fuel must be introduced manually when the engine is cold or below operating temperature. This is accomplished by turning the knob on top of the brain to the “C” or choke position prior to starting. Please note the amount of extra fuel during choking can be altered (see tuning section). You may also want to add “primer” fuel to the engine before you start it. Assuming the main switch is on and the fuel pump has stopped, by turning the throttle past the ½ point an extra spray of fuel will be introduced into the intake manifold (BE CAREFUL!! Leaving the throttle open for too long with the engine off may flood the system). A couple of quick squirts will do the trick, and it’s usually only needed when cold. With the throttle completely closed, engage the starter button. The engine must turn over at least two times. Slowly open the throttle until the engine starts. Then let it idle at 1500 RPM until it warms up. When warm, turn the fuel knob back to the “normal” position.

5.2 Running Your Engine With the fuel knob in the “normal” position, run the bike as you normally would. Check for throttle response crispness by first rolling on the throttle, then increasing the roll rate. Note that throttle crispness can be changed (see tuning). In high gear, roll into the throttle and put the engine under load to see if it responds. Decelerate and listen for backfires. You can use the spark plug method to see if the engine is running properly. In high gear, roll on the throttle and put the engine under load up to 5000 rpm, then pull in the clutch and kill the engine. Coast to a stop and check the plugs.



If the bike ran great but the plugs seem white, do not be alarmed…Electronic Fuel Injection systems have better fuel atomization and don’t need as much fuel to achieve power, but it you felt a “flat” spot, note the rpm at which it occurred…you can fix this with a PDA or laptop. On the other hand, if the plugs appear to be sooty black, the fuel mixture is too rich. You can then adjust the internal fuel map using a computer, PDA, or you can use the knob on top of the brain to lean the mixture. By rotating the knob counter clockwise towards “L” you can lean the mixture in 5% increments. Try one click and repeat the spark plug test. Note that you can also richen the mixture at any time by rotating the knob clockwise towards “R” to richen the mixture as well, in 5% increments. Do you want to get good fuel economy on the open road? When up to cruising speed, turn the mixture knob counter clockwise towards lean (slowly, one increment at a time) to increase your gas mileage. You won’t have much power and you must be careful not to accelerate hard under this lean condition as you might damage your engine. Don’t forget to turn the knob back to the normal position when you’re done.

5.3 Engine Notes __________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________



6 TUNING YOUR SYSTEM If your bike runs great as-is, fantastic! However, if you have the urge to tinker or have a unique engine configuration, the PFI system allows for complete tuning of the entire system. As stated above, you can do this by using a computer or by using a PDA. Map file manipulation using the PDA is not covered in this manual but a copy of our PDA software PDACOMM is supplied with the installation CD. Please see the second enclosed manual “PDACOMM INSTALLATION GUIDE” for more information.

Map Graph

Map Table

Main ButtonsMain Menu

Graph Menu

Figure 10. PFICOMM main screen layout. Fuel map shown in 3-D mode, both graph and table visible.

6.1 Starting the PFI Communication Program (PFICOMM)

PFICOMM is our communication program used to alter the files stored in the PFI brain. It will allow you to modify parameters as well as maps, store them in a file, load them into the brain, and save your changes. PFICOMM-B, supplied with the kit, allows you to make changes for normal usage. For complete engine control, download our PFICOMM-ADV communication program from our website.



We are assuming you have a computer with Windows® 98, NT, or 2000 as the operating system. After inserting the CD into the computer drive, run the setup program to install PFICOMM. You do not have to have your computer attached to the brain to run PFICOMM. It can run disconnected and you can open/close/manipulate data, but you cannot send/get data to/from the brain. At any time, you can open a file (many are included under “samples”) and examine it. When the brain is turned on and its green LED is illuminated, communication between PFICOMM and the brain is possible. You will see “ECU connected” in the lower left hand side of the screen, just like in figure 9. Starting PFICOMM will force communication with the brain, but you must know which serial port you are connected to. Older computers may only have one serial communications port, thus “COM1.” Newer computers may not have on at all, but you can always purchase a USB to Serial converter. You must know the serial port number you are using. Assuming communication, you will be prompted to “upload ECU contents” which you should do, by responding with a “yes.” A couple of clicks with the mouse to some of the responses will get the entire brain contents and load them into PFICOMM. If you load PFICOMM and the brain LED is illuminated (and the communication cable is in place) but you see “ECU disconnected” in the lower left hand corner of the screen, you have a communications problem. Please see the troubleshooting section for more information.

6.2 Exploring the Map File If you are a first-time user, start by opening the file “EVO-80-EV46-ST.” The map that you will first see on the screen is a graph representing the fuel map. Since the kit is sent with an 80 cubic inch EVO map; you MUST load the proper map that most closely matches your engine configuration from a file into the brain. Listed below are examples of our file naming technique: Engine Type Displacement CAM Exhaust Type EVO 113 EV46 ST-2TO1 EVO 95 EV72 OP-DRAG TC 88 TW55 WB-DRAG Engine type: EVO means Evolution, TC means Twin Cam. Displacement: Self explanatory. Cam: Depends on manufacturer. EV46 is an example of an Andrews® cam.



Exhaust Pipe: Use the initials of the manufacturer followed by two into one or drag. If a given map file doesn’t match your specific configuration, don’t worry. Start by loading a file that closely resembles your configuration, with the engine displacement being most important. Next, make sure the exhaust configuration is similar to yours. For example, if you have drag pipes and your particular pipe is not listed, then select a pipe that is close to your length. Then select a file with a cam close to yours. Cams are spec’d by opening degrees, closing degrees, and lift.

6.3 Main Screen Layout This section describes the main layout of the screen when PFICOMM is open. Please refer to Figure 9 for illustration details. The first form you will see is the serial communications form. It is necessary to select the correct serial port prior to any map manipulation, even if you don’t plan on communicating with the brain.

Figure 11. Serial Communication screen. Make sure you select the correct serial port.

Many new laptops don’t even have a serial port!! This isn’t a problem as you can purchase a USB to serial converter cable to convert one of your USB ports to a serial port. Note: please see the document “Communication using USB” on our website when selecting and buying a USB to serial adapter.



When you select the proper com port, press the “open com port button” which will open the port and minimize this form, exposing the main form.

• If you are using a computer with a serial port, the proper port number will be either “1” or two.

• If you are using a USB to serial adapter, you must find out which port your computer is using before running PFOCOMM.

• If you are using Windows98® PFICOMM may not automatically find all serial ports.

Looking at the top toolbar (main toolbar) on the PFICOMM screen, you see the following menu items:

1. File- Where you open/save/send/get files 2. Palm- Where you open/save Palm® files 3. Engine- Where you access all engine information 4. Maps- Where you access all mapping information 5. Help- Where you get help

Looking at the second toolbar (button toolbar) from the top on the PFICOMM screen, you see the following buttons:

1. Fuel- Main fuel map 2. Ignition- Main ignition map 3. Trim- Cylinder trim map 4. Warmup- Warmup map 5. Tplot- Data time plot 6. Data- Data logging 7. Uego- Closed loop mapping 8. Param- Main engine parameters 9. TPS- Throttle position calibration 10. Diag- Diagnostics 11. Tim- Static timing

Assuming the fuel map is visible (click on the fuel button if not), looking at the

third toolbar (chart graphics toolbar) from the top of the PFICOMM screen, you see icons:

1. Graph selection Choose from a variety of graph styles-many available 2. Gridlines Choose to display gridlines on the graph 3. Table Choose to display the graphs values in tabular fashion 4. Properties Choose the colors, etc for the graph 5. 1D/2D Choose the view the graph in one dimension or two 6. Rotate Dynamically rotate the graph 7. Zoom Zoom the graph



All 3D graphs except the logged data time plot are plotted with engine rpm or time on the “X” axis and a value on the “Y” axis. Each line, or series, represents a throttle position. For example, click on the ignition timing button. When the ignition timing graph appears you see the X-axis as engine RPM, and the Y-axis as IGNITION TIMING in degrees. Each line, or series, represents a throttle position. Here there are two, zero percent throttle and 100 percent throttle.

• Fuel Map Fuel values vs. RPM for 16 throttle percent positions (0,2,4,6,8,10,15,20,30,40,50,60,70,80,90,100).

• Ignition Map Ignition values vs. RPM for 2 throttle percent positions (0,100).

• Trim Map Rear cylinder trim fuel value vs. RPM for 1 (all) throttle position.

• Warmup Map Warmup fuel enrichment vs. Time for 1 (all) throttle position.

• Time Plot Logged data vs. time. Notice the “active” frame on the right hand side of the screen. This frame tells you which TPS lines (series) is visible. You can turn off as many of the lines (series) as you want to make the graph more readable. This is very important when developing your own maps or looking at logged data. However, autosend is disabled when any one of the series are invisible. YOU MUST SEND THE ENTIRE MAP AFTER MANIPULATION WITH ANY SERIES OFF!! There is also a “map manipulator” frame that allows you to scale the map up or down, then send it or get it from the brain. Please note this feature is somewhat dated as each time you manipulate (change) a value in a map, it is automatically send to the brain when autosend is on! However, it can be used to quickly send or get a map from the brain without getting/sending the entire file. The slider bars at the lower part of the screen are used to rotate a 2D view. It is often faster to use these sliders as opposed to the rotate icon on the graph menu.

6.4 Engine Parameters Engine parameters are found by selecting the “engine” menu item, then ‘parameters” or by selecting the “param” button directly. Engine parameters tell the brain overall information about the engine. These parameters include: • Engine Displacement • Number of injectors • Injector pulse width offset • Injector flow rate • Maximum RPM for fuel map • Revlimit RPM • V angle degrees



• Camshaft or crankshaft sync • Fuel enrichment • Fuel pump duty cycle • Fuel starting pulse • Injector timing You cannot change any of these parameters using PFICOMM-B except for the rev limit RPM and engine displacement (you can change them with PFICOMM-ADV. The parameter form is broken into four separate folders: Main parameters, fuel enrichment, start/fuel pump, and injector timing.

Figure 12. Parameter form with main parameters folder tab selected. Clicking on different folder tabs exposes different sub-categories.



6.4.1 Main Parameters

• Engine Displacement-Most important parameter. This parameter is used to account for the extra fuel an engine needs as it increases in displacement. Increasing the engine displacement parameter will effective raise the entire fuel map. An 80 inch motor map file provided by PFI will come with this parameter set to 80, and a 124 inch motor will be set to 124. Because most V-twin engines produce peak horsepower close to their engine displacement ( 80 inch motor produces 80 HP), this value becomes the main parameter in controlling the entire fuel map. However, if you have an unusual engine configuration that doesn’t match any of our map files, just load the one closest to your configuration. If the engine is running lean, you can increase this parameter, and if the engine is running rich, you can decrease this parameter.

o Example: You have a 124 inch motor and you load a 124 inch map. Because of your unique cam/exhaust pipe and head configuration, the map is lean everywhere and you don’t have a dyno to make your own map. You look at the plugs after a wide open throttle run and you think it’s running 10% lean. Increase this parameter from 124 to 136 (10%) to richen up the entire map.

o Special note: You can also use this parameter to re-scale the entire fuel equation is you run out of room in the map.

• Number of injectors-With both versions of PFICOMM, this parameter is set to two. Future versions will allow up to 4 injectors for very large engine race applications.

• Injector offset-The injector offset is the amount of time, in milliseconds, before the injector actually turns on. Mototron® injectors have an offset time of .1 millisecond.

• Injector flow rate-The unit comes with two 60-lb/hr injectors installed. If the injectors are changed to a higher flowrate, changing this parameter will automatically recalibrate the system, allowing you to use your current fuel maps.

• Max RPM for map-The maximum RPM for both the fuel and ignition maps is currently fixed at 7000 RPM. Future versions will allow the user to enter a higher/lower value for better map control.

• Rev Limit-The rev limiter determines the speed at which one of the cylinders cuts off. This parameter can be changed in 100 RPM increments.

• Vee angle-It is possible to change the ignition curve for the rear cylinder, independent from the front. The base timing is set based on the front cylinder, but sometimes it is necessary to vary the timing of the rear cylinder. A typical value for this parameter is 45 degrees.

• Cam/Crank sync-All EVO motors use an ignition pickup on the camshaft, thus cam sync. Twin cam motors use a sensor on the crankshaft, thus crank sync.

•



6.4.2 Fuel Enrichment

• Rich TC-Rich time constant. This parameter controls how long it takes

for the software accelerator pump to decay. A typical value is .1 to .2 seconds.

• Rich peak mult-Rich peak multiplier. Used to scale the throttle position rate thus determining how much extra fuel will be injected by the software accelerator pump. Typically set to 10.

• TPS threshold-Throttle position threshold. Below this threshold, no extra fuel will be injected. Usually set to 1 degree

• Max Pulse-Maximum fuel pulse allowable by the software accelerator pump, in milliseconds. Usually set to 5 milliseconds.

• TPS TC-Throttle position sensor time constant for the software accelerator pump, in milliseconds. Usually set to 5 milliseconds to eliminate throttle vibration noise.

6.4.3 Start/Fuel Pump

• Start Pulse-Controls the amount of fuel entering the engine during cranking. Typical value is 200.

• Fpump val-Fuel pump value. Used to control the speed of the fuel pump. Currently set for a maximum of 125 HP. Can be increased for race engines. Typical setting is 165.

• Crank RPM-Controls the RPM below which start pulse is used. Typically set to 500 rpm.

• Idle RPM-Controls the RPM below which idle pulse is used. Typically set to 1000 rpm.

• Idle TPS-Controls the TPS below which idle pulse is used. • Idle Pulse-Fuel pulse used when operating condition is below idle TPS

and RPM.

6.4.4 Injector Timing Injector timing on a Vee-twin engine is different than other engine configurations because of its asymmetric nature. There are 315 degrees between top dead center going from cylinder one to two, and 405 degrees between top dead center going from cylinder two to one. Since there is a common manifold into which fuel is sprayed, it is important to ensure fuel from injector 1 doesn’t enter cylinder 2 and vice versa. Thus, all fuel delivery for cylinder 1 must occur before intake valve 1 closes (same is true for cylinder 2). Just what does this mean? It means we must control the END OF INJECTION, not the beginning.



The end of injection is measured from TDC during compression. A 360 end of injection means the end of injection will occur 360 degrees after TDC compression, or around the time the intake valve begins to open. Varying injector timing may increase low end throttle response and cylinder filling variations, but using the default setup works very well. End of injection is set to 360 degrees by default.

• Tooth 2-Tooth number when cyl #1 is at TDC, compression. • Tooth 9-Tooth number when cyl #2 is at TDC, compression.

Deg Tooth Event Notes 0 2 TDC COMP#1 45 3 90 4 135 5 BDC IVC#2 180 6 BDC EVO#1 225 7 270 8 315 9 TDC COMP #2 360 10 TDC IVO EVC#1 Default injection for cyl 1 405 11 450 12 495 X13 BDC EVO#2 540 X14 BDC IVC#1 585 X15 630 X16 675 1 TDC IVO EVC#2 Default injection for cyl2 720 2

Special note:

Parameters cannot be altered in the text box directly. You must select a value from the corresponding listbox. Click on the listbox value and it will be updated in the textbox. Click on the send button to send all parameters.

6.5 Fuel Map This is the one map that will make the most difference when tuning an engine. Because changes in exhaust systems and cams alter the airflow entering the engine, the fuel must be altered. Although you can probably run a baseline map made for an 80 inch EVO with any EVO configuration, you won’t see the biggest gains in useable power until the fuel map is fully optimized. This is a good place to discuss the differences between a carburetor and a fuel injection system. A carburetor uses the venturi effect to draw fuel into the engine. This technique has been used successfully on internal combustion



engines for over one hundred years! It is very simple and a motorcycle carburetor usually has three circuits: (1) low (2) mid-range (3) high. As more air enters the engine, more fuel follows….just not very accurately. Adjustments are made by changing jets, turning screws, dropping float bowls, etc.-it’s a hit-and-miss situation and often left to professionals. Fuel injection is different. Although the concept of the graph has been discussed, a novice might not understand just what this information represents. A look-up table, or map (we only use map in this document, but the reader must understand that a map is a lookup table) is stored in the brain and this is where the mixture information resides. The PFI system uses throttle position and engine speed as look-up variables-for each position of the throttle and engine speed there is a unique value for fuel mixture! Think of it this way…you have hundreds of jets to adust! This mapping technique gives the user TREMENDOUS power when tuning an engine. Set the idle, lean it out for cruise, more fuel for power….anything is possible when using a map. When we say map, we mean the map itself. When we say table we mean the map in tabular format, and when we say graph we mean the map in graphical format. You should ALWAYS open a file close to your configuration and load it into the brain before you attempt any tuning of your own. We have spent thousands of hours on our dyno making these maps and they’re pretty good!



Map Graph

Map Table

Figure 13. Graph/table of the Fuel map. Changing the values in the table changes the graph and vice-versa.

Now for something VERY important. Our fuel mapping scheme is unique because the main parameter that determines how much fuel the engine receives is engine displacement. Because we automatically scale our fuel equation based on this parameter, the fuel map is nothing more than a “trimming” map-two engines that are exactly the same, with the same cam and exhaust pipe and only differ by displacement will have a VERY SIMILAR fuel maps! Just what does the number in the fuel map mean? Think of it this way: The number in each cell of the map represents a percentage of the total fuel you need to produce a certain amount of power. Let’s use wide open throttle as an example. If you have a 100 inch motor capable of producing 100 horsepower at wide open throttle and 5000 rpm, then you need 100% fuel at this operating point. If it takes 25 horsepower to cruise at 55 MPH, then you need 25% fuel at this operating point. See how easy it is? Okay….now we’re going to confuse you a bit. Suppose you wanted to put 66.375 into the map cell. This is hard to input because of the decimal point and the number of decimal places-too time consuming! Instead, we have scaled the percentage up….instead of the fuel cell values varing from 0 to 100% we have



scaled this number up to a 0 to 255 range. A 0 means 0 but 255 means 100%, and no decimal places are allowed. This allows us to make every fuel map have the same range of numbers: 0 to 255. No matter what the displacement of your engine is, the fuel map will always look about the same. In fact, if you look at a torque curve of ANY V-twin engine, you get a good idea of what our fuel map will look like at wide open throttle!

• Click on the “fuel” button on the main screen to view the fuel map. Whether connected or disconnected from the brain, you can always alter the fuel map, and there are many ways to do this. First, make sure the map table is visible as well as the map graph. Then, double click on any cell in the table and change the value. The graph is automatically updated!

• Click on the “change graph type” icon to change the graph type to a

“series” graph. It is easier to manipulate the graph using this type, but explore them all….many styles are available.

• Now, take your mouse and hold the left button down when on a graph

line symbol….pull up or down and the symbol position changes. So does the value in the table!

When looking at the table, each row corresponds to a certain throttle position percentage (each row corresponds to a series, or line in the graph). For instance, the third row is 4 percent throttle while the sixth row is 10 percent throttle, and the last row is 100 percent throttle. Each column corresponds to an engine speed. What happens when the brain is disconnected? The values you just changed are in the map, but they aren’t in the brain and they aren’t stored in a file. You need to have the brain connected and turned on for any changes to take place in its memory. When turned on, any changes you make to the fuel map will automatically be sent to the brain…even when the bike is running! In fact, most changes to the fuel map are made when the bike is running, either on the dyno or on the street. You can experiment with this option while the engine is running.

• With PFICOMM version 5.0, you must have the “autosend” option selected for changes to take place in the brain automatically.

• Save you changes to a new file often!!



6.6 Ignition Map The ignition map is similar to the fuel map. It is a map yielding ignition timing values, in degrees.

Figure 14. Graph showing the ignition map. Table of map not shown but can be exposed by selecting table icon. The ignition map is straightforward. There are two throttle rows; one for 0 percent throttle and one for 100 percent throttle. The maximum advance is set to 45 degrees and the minimum is set to 10 degrees. You can change the advance to any value you want, but the maximum advance is still 45 degrees and the minimum advance is 10 degrees in the brain. Usually, it is not necessary to make any ignition adjustments unless you are an experienced user. You can experiment with this option while the engine is running. The most important thing is understanding that as the throttle opens and more load is placed on the engine, the ignition advance must be retarded to prevent pre-ignition and detonation. Thus, the row corresponding to 100 percent throttle opening must get to maximum advance later then the 0 percent throttle row. If you are at any throttle position between 0 and 100 percent, the brain will interpolate the timing advance for you. The ignition map in figure 12 shows both the 0 percent and 100 percent throttle lines at the same ignition timing



setting. Note that this is NOT typical of most ignition maps; the 100 percent throttle line usually doesn’t reach maximum advance until 3500 rpm. Use the table icon to expose the ignition map table. Double click on the 100 percent throttle, 2000 RPM cell. Change the value to something lower than the 0 percent line. Hit the tab key to proceed to the next cell at the same throttle setting. Lower all cells, making a nice smooth line until 3500 rpm. Notice the changes you make in the table are reflected onto toe graph. The updates are also made in the brain as well. Is the ignition map the same as a VOES? No. The VOES is a switch that tells the stock ignition module to retard the timing a certain amount when a certain manifold pressure is reached. Our ignition map interpolates to give the proper ignition timing for each throttle position and engine speed. For instance, if you set the timing at 20 degrees for 100 percent throttle and 40 degrees for 0 percent throttle, the actual timing would be 30 degrees at 50 percent throttle. We use a very sophisticated linear interpolation scheme for all our tables.

6.7 Rear Cylinder Trim

This is another option for the experienced user. Because most V-twin engines have a common intake manifold for both cylinders, air reversions take place forcing both air and fuel from one cylinder into the other and/or back out the throttle. If you are experiencing cylinder to cylinder variations, you can use the rear cylinder trim table to cure this problem. Remember: there are 315 degrees of engine rotation for intake valve opening events between cylinder 1 and 2 and 405 degrees of rotation between 2 and 1! There is only one row in the map thus the trim map changes for engine RPM but is the same for all throttle positions. Future versions will allow for throttle changes. A value of “1” means the rear cylinder gets the same amount of fuel as the front. Reducing the value reduces the rear cylinder fuel. The maximum is set to 1.2 and the minimum at .8. You can experiment with this option while the engine is running, but leave this one to the experienced tuner.



Figure 15. Rear cylinder trim map. Changing this map will change the fuel mixture to the rear cylinder.

6.8 Warmup

There are those who do not want to use the manual choke via the knob on top of the brain. The warmup map is a time-based map that is used every time the bike is started. In other words, each time you turn on the main switch it resets the warmup cycle. If you live where it is cold, a 30 second warmup works well, but if you live in a warmer area you may want to reduce this to a shorter time. This feature lends itself well to a PDA, as the map can be quickly changed when weather changes. Most often this map is set to “1” everywhere, but some engines will start and run better if the first 10 seconds are richened up a bit. It has a maximum value of 2 and a minimum value of 1. You can change this while the engine is running.



Figure 16. Warmup map. Used to add fuel when engine is first started. Time based.

6.9 Data Logging

The data logging option is typically used to monitor the most important data while the bike is on a dyno, but it can log data at any time. The data is displayed both in a tabular format and a graphical format. Data can be viewed or logged. If the data is logged, it can be written to a file for further analysis.



Figure 17. Data logger form. Data is displayed both in a tabular format as well as graphically. LOG DATA will store data in array to be view later. Data to File stores it in a file.

When you click on the get data button, the data is sampled at a pre-determined frequency (currently not adjustable) and is displayed on the screen both graphically and in a tabular format. Logging data saves all data in an array, which can be viewed later inside PFICOMM using the TPLOT option, or sent directly to a file. This option is often used after an engine has been tuned and is ready for WOT dyno testing. By gathering the data (and logging) with a UEGO connected, a WOT dyno run is performed, then data gathering stopped. The data will be stored in an array for further manipulation. Selecting the “TPLOT” button will



bring up an alternate time plot graph and table which shows all data over the entire run. This plotting function exposes a rich subset of graph viewing options. Each series can be viewed together/separately in an attempt to determine is the engine is tuned properly. The most useful outputs are the UEGO and duty cycle values. If the UEGO is showing “rich/lean” spots the user can then note the throttle position and engine speed, then change the fuel map accordingly. A duty cycle close to 100 percent means the injectors are open almost all the time. Adding more fuel via the fuel map when the injector duty cycle is 100% will NOT add more fuel to the engine, as the injectors are WIDE OPEN!! In this case, you must change your injectors to a larger size. Please note the system comes with two 60 lb/hr injectors capable of producing 120 HP using a common manifold-if you expect to get more power than this you should install the proper injectors prior to any testing.

Table 1. Description of the data shown on the data logger form.

Sensor TPS RPM ADV PWIDTH UEGO UEGO PL DTY CYC Desc. THROTTLE

POSITION SENSOR

ENGINE RPM

IGNITION ADVANCE

FUEL INEJCTOR PULSE WIDTH

UEGO EQ. RATIO

CLOSED LOOP PULSE VALUE

FUEL INJECTOR DUTY CYCLE

NEW FEATURE!! In version 5.0, a “playback” feature has been included. Now you can replay, real time, the data you recorded during a dyno run!

6.10 Diagnostics

If you are having problems with the PFI system (although unlikely), this is the screen to look at. The diagnostics form displays the engine faults since the engine was started. It does not save the faults permanently and is most useful when testing the bike on a dyno or on the road using a PDA. • Microprocessor resets • Sync errors • Battery faults • Throttle position sensor faults • Rev limit faults

Microprocessor resets can occur if the improper spark plug wires are used generating excessive electromagnetic interference, or if the wires connecting the brain to the battery are loose.

Sync errors can occur if there is a problem with the ignition pickup sensor. Battery faults can occur if the voltage regulator isn’t working properly.



Throttle position faults can occur if the TPS is faulty. Rev limit faults are not really faults but instead indicate the number of times you have hit the rev limiter.

Figure 18. Diagnostic form.

6.11 Closed-Loop Tuning This option is only available on PFICOMM-ADV and is for experienced tuners only. The closed-loop tuning option is designed to work with Innovative Sports® Universal Exhaust Gas Oxygen (UEGO) system. Please see the UEGO installation instructions for installation information. A UEGO is not a normal oxygen sensor; rather it is a wide band sensor capable of determining a range of air fuel ratios. It is very important to tune your engine for different air fuel ratios at different load points. For instance, WOT conditions need extra fuel to increase power and cool the engine. Cruising conditions need less fuel to increase gas mileage, and idle conditions need more fuel for stability. Almost all automobiles use some sort of exhaust oxygen sensor as part of a closed loop system, mainly to reduce emissions and someday all motorcycles will as well. The PFI system is fully capable of running closed loop all the time, but we choose not to as few bikers are willing to permanently weld a bung into their chrome exhaust pipe and ride around with this “unsightly” sensor hanging out of their exhaust pipe, thus we use it for testing/mapping only.



The UEGO is capable of displaying either air fuel ratio, or equivalence ratio. We use equivalence ratio in our calculations. Briefly, the air fuel ratio for gasoline is 14.7 for a stoichiometric mixture. Richening the mixture will lower the air fuel ratio, and at WOT a mixture of 25 percent rich is often used. Conversely, the equivalence ratio is the inverse of the air fuel ratio and is measured relative to a stoichiometric mixture, thus when the air fuel ratio is 14.7, the equivalence ratio is 1.0. A 25 percent rich mixture yields an equivalence ratio of 1.25 or 125 percent. So, 1 is good and 1.25 is rich…very easy to understand and you can see why we prefer to use it. The UEGO is connected to the brain using a special cable (part # xxx) that allows communication between the sensor, the brain, and the computer/PDA at the same time. The engine is started in open loop mode, as usual, and the UEGO is turned on. After a 30 second warm-up period, the UEGO then begins to display air fuel ratio on its screen, and this data is fed into to brain as well. If you are only interested in viewing the equivalence ratio when the bike is running, you can this by (1) simply looking at the display on the UEGO controller (2) looking at the PFI datalogger screen. You can make changes manually to the fuel map (or any map) and see the changes on the UEGO immediately. However, if you are interested in altering you map while in closed loop mode, you must use the closed loop mapping form. As shown in figure 17, the form has three sections. (1) UEGO feedback gains (2) Desired equivalence ratio value (3) Data. It is possible to change the UEGO feedback gains available under the parameters form (default values are fine) but only do so if you are an experienced user. Input the desired equivalence ratio and get the bike up to running speed. When the “ UEGO servo on” option is selected, the PFI brain goes into a closed loop mode, only using the UEGO to determine the fuel mixture. The system will servo on the desired equivalence ratio. Fluctuations may occur at low speed because of the exhaust pulses. You can also monitor the UEGO value. The response depends on the gains entered and will not respond at all to any quick changes in throttle position. Both throttle and RPM must be changed very slowly when using this option. Using a dyno with speed control (eddy current module or equivalent), user specific mapping can be accomplished by (1) forcing the dyno to servo at a set speed (for example, 2000 rpm) and then holding the throttle fixed. The system will then servo until it achieves the desired fuel mixture. At this point the data can be uploaded into the map using the “upload single” button. This procedure can be repeated for different throttle positions at each speed to build a custom map or to alter an existing one. (This is, of course, how we built all of our map files!) With the fuel map now created it should be saved and then sent to the brain, as this is not automatic. Turning off the servo mode will then force the brain to use the new map in the open loop mode. You can still monitor the air fuel ratio using this form, or you can also monitor it using the data logging form.



Special note: If you are an experienced user and want to build your own maps from scratch, you need to start with a blank fuel map in PFICOMM. More information can be found on this subject at our web site.

Figure 19. UEGO form. When system is connected to an air fuel ratio sensor, closed loop mode is possible.

6.12 Opening, Saving, and Sending Files PFICOMM saves files in two different formats: (1) *.dsp files, (2) *.pdb files. When you use the “file” menu and open or save a file, you are creating a standard map file. However, when you use the “palm” option on the main menu, you are saving files in the Palm format. Never add an extension to a filename!! PFICOMM will do this for you. As you become familiar with the PFI system, you may want to create files for certain applications. For instance, you might want a file for good gas mileage, or one for stoplight-to-stoplight power, or maybe a combination of both. There are all sorts of reasons to save your files and you might even want to share yours



with someone else. We are always creating new files for different engine configurations and you can download them from our website. Saving files can be accomplished by selecting the file menu item along the top toolbar, then selecting save. Please use the file naming technique we recommended previously. Similarly, you can open files the same way. You can also send us your files-we’ll check them out and possibly list them on our website for others to use! This menu item is also where you can get and send entire files to the brain.

Figure 20. File menu. Files should be saved periodically. Use proper naming format.

6.13 Some Extras

If you’ve explored around a bit in the menus, you probably noticed the “manipulator” options under both “fuel” and “ignition.” The maniplator options are used to alter, or manipulate maps. The manipulation form allows you to choose the RPM and TPS range to change. It also stores the original map which can be restored if you don’t like what you end up with. The most useful feature of this form is the “smooth” feature. This feature will smooth an entire map, or just one part of the map. So, another useful “extra” feature. For more information, please see the application notes section of our web site.

6.14 Tuning Notes ________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________



7 APPENDIX

7.1 Communications

PFICOMM communicates with the brain with a special cable included in the kit. A special RJ45 cable and serial adapter is used between the brain the PC. The PC side is a serial DB9 connector. To establish communications, start PFICOMM. The first form you see is the SERIAL COMMUNICATIONS form. You must know which serial port you are using before you begin!! To do this, you can (using Windows®) use the “device manager” to determine the available serial ports. Most older computers will only have “Com1” and most newer computers will not even have one. Assuming comm1, turn on the main switch, connect the RJ45 cable to the brain. In the lower left hand corner of the screen you will see a yellow box showing “ECU disconnected.” Now, connect the DB9 connector to the PC on COMM port 1. When connected, you should immediately see the yellow box turn white and display “ECU connected.” If you have a problem with communications, first try another cable. If this does not work, call BDL to help with communications troubleshooting.

1. Start PFICOMM 2. Turn on main switch on bike, brain LED turns on 3. Connect DB9 connector to PC 4. Connect RJ45 connector to brain 5. Select the proper comm. Port from the comm. Form. 6. Communications established 7. Upload the file inside the PFI brain.

7.2 Troubleshooting 7.2.1 Engine Runs Poorly, WOT or idle:

Engine is running too rich or too lean. If first time set-up, use spark plug test or dyno test to determine rich/lean case. Adjust map accordingly. If engine was running fine and now power has degraded: a. Check petcock-make sure screen is not clogged. b. Check fuel filter-make sure screen is not clogged. c. Check tank vent-make sure vent is working properly. d. Check injectors-prolonged storage may lead to clogging. Use automotive

injector cleaner to remedy problem. e. Check vacuum line between intake manifold and fuel pressure regulator.

Cracks can lead to air leaks and a lean mixture. f. Check air cleaner-excessive dirt/dust can lead to restriction and power loss.



7.2.2 Engine gets poor fuel economy: Engine is running too rich or timing is incorrect. If first time set-up, use spark plug test or dyno test to determine rich/lean case. Adjust map accordingly. If engine was running fine and now fuel economy has degreaded: a. Check air cleaner-excessive dirt/dust can lead to restriction and poor fuel

economy. b. Check knob on top of brain. Make sure it is normal position and not choked. c. If altitude has increased, rotate knob on brain to leaner position.

7.2.3 Engine has poor throttle response:

Engine is running too lean during transient. a. If first time setup, adjust fuel enrichment parameters. b. Make sure timing is set correctly. c. Check for any vacuum leaks d. Make sure throttle position sensor connector is attached correctly.

7.2.4 Engine backfires

Engine is running too lean makes backfire out intake. Engine timing off makes backfire out exhaust a. If engine backfires out intake during cruise, map is too lean. Richen mixture

with knob to eliminate problem, or change fuel map. b. If engine backfires out intake during transient, fuel enrichment is too lean.

Adjust fuel enrichment parameters. c. If engine backfires out intake during transient or cruise when cold, use knob

on brain to temporarily richen mixture. d. If engine backfires out exhaust, check ignition timing and also check for air

leaks in exhaust. 7.2.5 Engine dies completely

Electrical or mechanical of system component has occurred. Most often this occurs when a wire has come loose, probably from battery. All wires are Teflon coated silver-strand 200 degree Celsius temperature rating and connectors are automotive quality waterproof. All mechanical components are automotive OEM or aftermarket. After thorough inspection of all components:

• When you turn on the main switch, does the green light on the brain turn on? If not, check the main brain fuse. If the fuse if okay, check the main power and ground lines at the battery. If okay, check the voltage going into the brain relative to ground at the brain. If +12 volts, problem with brain.

• When you turn on the main switch, does the green light on the fuse block (located right below the coil) turn on? If not check the main power fuse. This fuse controls power to the injectors, coil, fuel pump.



• When you turn on the main switch, does the fuel pump turn on for two seconds? If not, check the main power fuse. If the fuse is okay, check the main power and ground lines at the battery. If okay, check the voltage going into the pump. If +12 volts, check the ground line on the pump. When you first turn on the main switch, the voltage on the ground line should be 0 volts. After 2 seconds, the voltage on the ground line should be +12 volts. If not, problem with pump driver in brain.

• Do the injectors “buzz” when you turn the throttle above ½ throttle? If the power fuse is okay, and the pump turns on, it may be the connectors have come off of the injectors.

• Still doesn’t work? Try removing a spark plug. Ground it and turn the engine over. Does is spark? Assuming the power fuse if okay, the problem may lie in the wires going from the brain to the coil, or the power wire on the coil.

• When you turn on the main switch and the green LED on the brain is on, does the red LED blink when the starter turns over? If not, you have a problem with the ignition pickup. If just installed, did you connect the wires properly to the three-pin connector? If so, take off connector and check power with multimeter between the orange and black wires on the connector attached to the brain. They should read +5VDC.

• Pull a spark plug and ground it to the engine. When you turn on the main switch, fuel pump on for two seconds, green LED on, red LED blinking when engine turns over, do you see a spark? If not, you have a problem with a coil or the ignition driver in the brain. Repeat for other coil.

• Take off the air breather. When you turn on the main switch, fuel pump on for two seconds, green LED on, red LED blinking when engine turns over and you open the throttle for more than 45 degrees, do you see fuel flowing out of the injectors into the intake manifold? If not, you have a problem with the injector or the injector driver in the brain.



7.3 Quicktune Quicktune is designed to help you quickly set the idle, cruising, and WOT operating points. Quicktune will not yield a perfect map, but can get you up and running quickly. Quicktune uses both the fuel map and the fuel knob on the brain and does not require a UEGO. • Using PFICOMM, open a file which is closely matched to your engine

configuration. Most important, engine displacement must be correct. • Load the file into to brain. • Start the engine. Using the data logger, determine the idle rpm and throttle

position. Use the throttle adjustment screw to set the idle as close to the desired rpm as possible.

• Use the knob on the brain to determine rich or lean. Increase the knob one position towards rich. If RPM drops, idle is rich. If RPM increases, idle is lean. Put the knob back to the normal position.

• Open the fuel map. Using the mouse, raise/lower the fuel map values above, below and to the sides of your idle rpm/throttle position. For example, if you are idling at 750 RPM, throttle position is 3 degrees (750,3), and are running rich, lower the fuel values at (500,2), (1000,2), (500,4), (1000,4). This is necessary because the brain uses all these cells to properly interpolate the data. Continue to manipulate the values until you achieve the desired idle.

• Perform a WOT dyno run. If you have a UEGO, log the data, then examine the air fuel ratio, and raise/lower the WOT fuel curve. For example, if the air fuel ratio is 10 percent too high at a certain point, richen the mixture by 10 percent. If the air fuel ratio is 10 percent too low, lean the mixture by 10 percent. Fit the rest of the curves from throttle settings of 70 to 100 percent by hand. Repeat test

• If you don’t have a UEGO, look at the torque curve from the dyno. Does the torque curve have the same shape as the 100 percent throttle curve? It should. Make the throttle settings from 70 to 100 percent look like the torque curve.

• Determine the engine RPM and throttle position which corresponds to a cruise condition. This is typically around 2000-2500 RPM, and 10-20 percent throttle. Lean the fuel map in this area to increase fuel economy. If, when running the engine, you notice occasional “spitting” through the intake when cruising, you have leaned the mixture too much.

• If you have a dyno and a UEGO, set the dyno speed control to the desired RPM and open the throttle to the desired cruise setting. Get the file from the brain. Under the UEGO form, set the air fuel ratio to the desired setting (lean) and execute the closed loop mode. When the brain reaches the desired air fuel ratio, upload this data point into your fuel map. If the fuel value is lower than others in adjacent cells, lower them to this value.



7.4 Schematics

PFIECU

A B C

Fuel Pump

Injector1

Injector2

+12VDC

+12VDCINJ2

INJ1

+5VDC

GND

TPS

_5VDCGNDIPS IGN2

IGN1

FPUMP

Battery

+-

+12Bat

Gnd

TPS

IPS

Ignition Coil1/2

Main Switch

ECUFuse

MainFuse

A

B C

3 Pin ConnectorPinout:A-V+B-GndC-Signal

1

2

3

4

5

6

6 Pin ConnectorPinout:1-V+ Bat2-V+ Switch3-Fuel Pump4-Ign15-Ign2

ECU Wire Color Code

Red/w-V+ BatRed- SwitchBlk-GroundOrange-+5 VDCWhite-Ign2Yellow-Ign1Grey-Inj2Brn-Inj1Purple-FPumpGreen-IPSBlue-TPS

PFI wiring diagram Notes1. One six pin connector.2. Two three pin connectors.3. Connect Gnd lead directly to Bat4. Connect +12Bat directly to Bat5. Connect +12VDC to ign switch.



Assembly Drawings/BOM



6 25 9 32 123

2

42

11

4

10

39

44

13

33

5

31

14

23

17

16

40241536

43

22

18

19

20

78354638

45

1

37

39

41

39




ITEM NO. QTY. PART NO. DESCRIPTION 1 1 10-0021 Intake Manifold* 2 1 10-0006 Throttle Body 3 1 20-0000 Brain Assembly 4 1 10-0007 Butterfly 5 1 10-0008 Throttle Shaft 6 1 10-0012 Throttle Wheel 7 1 10-0013 Throttle Spring 8 1 10-0032 Idle adjustment spring 9 1 10-0026 Spacer

10 2 10-0015 bushing 11 1 10-0020 Insulator 12 1 10-0014 Throttle Cable Bracket 13 1 10-0009 Throttle Position Sensor 14 2 50-0004 INJECTOR 15 1 50-0005 regulator cover 16 1 50-0006 regulator 17 1 50-0001 Fuel Rail 18 1 15-0001 Breather Cover 19 1 10-0002 Air Filter 20 1 15-0002 Back Plate 21 1 20-0005 WIRING HARNESS** 22 3 15-0003 Breather Standoff 23 1 50-0099 90 Deg #3AN Fitting 24 1 50-0010 90 Deg Brass Fitting 25 2 15-0009 support plate 26 2 50-0006 Fuel Line** 27 4 50-0007 Hose Clamp** 28 1 35-0003 fuel filter** 29 1 35-0002 fuel line #3 an long** 30 1 35-0001 fuel line #3 an short** 31 2 60-0083 SBHCS #6-32x0.25 32 1 60-0007 SBHCS #8-32 x ½ 33 1 60-0008 SBHCS #8-32x3/4 34 1 60-0002 SBHCS #10-24x3/8 35 1 60-0010 SBHCS #10-24x1/2


36 5 60-0004 SBHCS #10-24x3/4 37 1 60-0023 SBHCS #10-24x1.25 38 2 60-0006 SCSNK 10-24 x 3/8 39 9 60-0082 SBHCS 1/4-20 X .5 40 2 60-0011 SBHCS 1/4-20 x 2 41 3 60-0019 SET SCREW 1/4-20 42 2 60-0067 SHCS 3/8-16 x 1.25 43 2 60-0073 Flat Washer 1/4 44 2 60-0081 SNAP RING 45 2 60-0074 FLAT WASHER 3/8 46 1 60-0089 1/4-20 NYLOCK NUT THIN

• *Not included in Assembly • ** Not shown on BOM



4

9

11

2

10

1

3

5

6

7

10

8



ITEM NO. QTY. PART NO. DESCRIPTION 1 1 30-0001 Coil Bracket 2 1 30-0004 Fuel Pump 3 1 50-0010 90 Deg Fitting 4 1 70-0001 Coil 5 1 50-0075 90 degree fitting female 6 1 50-0099 #3AN 90 degree fitting 7 2 90-0002 Grommet 8 2 60-0039 SBHCS 1/4-20x.75 9 2 60-0045 SHCS 1/4-20x1.25

10 4 60-0057 HJNUT 1/2-20 11 2 60-0073 Flat Washer 1/4 12 2 80-0001 Spark Plug Wire**



1

4

2

3




ITEM NO. QTY. PART NO. DESCRIPTION

1 1 40-0002 Pickup 8 Tooth Wheel 2 1 40-0001 Speed Sensor 3 1 60-0063 set pin 4 1 60-0056 SBHCS 1/4-20x.75

pegasus fuel injection and ignition control systems pfi belt

Documents