Technical
REPROGRAMMING FUEL INJECTION – PART TWO:
Dynojet’s Power Commander III-USB
I
N THIS INSTALLMENT, we’re going to
jump right in to an examination of
perhaps the most commonly used
option for altering an EFI map:
Dynojet’s Power Commander III-USB
(PC-III). The PC-III is a “piggyback”
module that plugs into the bike’s wiring
harness and modifies the instructions
sent to the injectors by the ECU. We
credit the PC-III with remedying the
surging and hunting of our test mule
KTM 990 Super Duke’s stock setup.
Not So Fast!
Okay, before we jump in, and before
anyone invests in an expensive EFI tun-
ing module, two procedures—Throttle
Position Sensor (TPS) calibration and
throttle body synchronization—can sig-
nificantly improve driveability if the
associated hardware is out of whack.
With a couple of special tools, these are
fairly simple adjustments definitely
worth doing first on any bike (consult
your shop manual). When we checked
them on our Super Duke, the TPS was
within spec, but the throttle bodies were
quite out of balance, probably because Dynojet’s Power Commander III-USB, ready for
the radically different aftermarket air- installation. Note ground wire and large plugs for expressed as a percentage. In other
box/filter had changed flow through
insertion in-between the halves of KTM’s BGC.
each throttle body to differing degrees
Connectors for other bikes will be different.
(we believe flow was less symmetrical
in the stock setup, and the throttle bodies
had been balanced properly for that
condition). Balancing yielded slightly
smoother acceleration right off idle. Note:
Physically adjusting the TPS on the bike
is different than calibrating a module’s
software to read the TPS signal properly
(part of a module’s initial setup).
If you don’t already own the voltmeter
and manometer usually required for these
checks and adjustments, you may want to
wait until you’ve read the next installment
in this series. In it, we’ll show you another
tuning option that has built-in diagnostic
capabilities that allow for these opera-
tions—and much, much more—for less
than you’d pay for the aforementioned
special tools (maybe a whole lot less).
Dynojet Power Commander III-USB
Founded in 1972, Dynojet has been a
leading—if not the leading—tuning
resource among motorcyclists for
decades, having established its reputation
and a large following with its extensive
array of model-specific jet kits and a
24 JULY 2012 ● MOTORCYCLE CONSUMER NEWS
nationwide network of tuning facilities
using their own branded dynamometers.
Dynojet was quick to jump into the EFI
tuning arena, though an increasing num-
ber of manufacturers are entering the fray. So, if an engine running at 3000 rpm takes
At this point, Dynojet appears to offer the 40 milliseconds to complete two crank
broadest selection of EFI-related prod-
ucts, and they still have that big network of those 40 milliseconds, its IPW is 10 and
of tuning centers going for them. We
won’t even try to list the other options
here; there are just too many. Google
“motorcycle fuel injection tuning mod-
ules” and scroll away…
This article isn’t about how the PC-III tion of that change, to the IPW in the cor-
stacks up against its competition. Instead, responding cell in the ECU’s map. Hence,
we’re simply going to explore how this
type of unit works, and introduce you to
what can be done with such a tuning tool.
While there are certainly differences
between brands, most of the principles
we’ll cover apply across the board—not
only from one module manufacturer to
another, but also from one make/model
of motorcycle to another.
Piggyback EFI tuning modules like the
PC-III don’t change the ECU’s resident
by Mark Barnes
map, but instead “trim” it by nudging
the ECU’s instructions to the injectors,
either richer or leaner, at certain com-
binations of throttle position and engine
speed. The term “piggyback” refers to
the way the module is insufficient by
itself, and has to be used in conjunc-
tion with the map in the ECU.
For the sake of clarity from here on,
we’ll reserve the term “map” for what’s
contained in the ECU, and we’ll use the
term “trim table” for what’s contained
in piggyback modules. (Note: this
terminology distinction doesn’t apply
elsewhere; manufacturers and con-
sumers commonly refer to a piggyback
module’s trim tables as “maps.”)
Before we get to what information
resides in the trim table cells, a quick
primer on terminology is in order.
The time-frame (in milliseconds)
during which an injector is open is
called the Injector Pulse Width (IPW).
Derivative of that figure is an injector’s
Duty Cycle (DC), which is the IPW
divided by the time required for the
(four-stroke) engine to complete two
crank revolutions at a given rpm,
words, an injector opens once during
each sequence of four piston strokes
(intake, compression, power and
exhaust), which requires two crank revo-
lutions. An injector’s DC is the percentage
of time it’s open during the total time
required for those two crank revolutions.
revolutions, and an injector is open for 10
its DC is 25 at that engine speed.
Getting back to the trim table contained
in the PC-III, its cells contain numbers
indicating the amount of change
(expressed as a percentage), and the direc-
the trim table cells contain zeros where no
modifications are to be made. A 5% richer
mixture would be represented by a 5 in
the trim table, while a 7% leaner mixture
would appear as a -7. A picture really is
worth a thousand words; if you glance at
the related illustrations, all this verbiage
will be much easier to understand.
Remember that the percentage in a trim
table cell is not a Duty Cycle, but rather
the percentage difference between the

The Throttle position sensor (TPS) should
be checked before any trim adjustments
are made. With its fixing screw loos-
ened, the TPS housing is rotated until
voltage output is within spec.
ECU’s instruction and the trim
instruction coming from the PC-III.
Such piggyback modules are sold
for specific bikes to accommodate
different wiring harnesses with dif-
ferent connectors. So you can’t just
buy any module and load it with a
trim table for your bike. This also
means Dynojet can sell a PC-III with
a trim table already installed for use
with a particular motorcycle. As we
discussed in Part One, stock EFI
maps are often less than ideal for
performance because they must
accommodate noise and emission
regulations, creating the lean condi-
tions that lead to surging and hunt- Throttle body synchronization involves using a vacuum similar modifications.
ing. So, even an unmodified machine gauge while adjusting the throttle linkage. The goal is
might run better with some mapping to make both (all) vacuum readings equal. This should table for a bike modified exactly like
tweaks. Piggyback modules gener- be done before any tuning is attempted.
ally come preloaded with trim tables
optimized for all-stock hardware.
Installation
To simply “plug and play” the PC-III
using its factory-installed trim table
requires very little effort. The Super Duke-
specific module’s wiring consists of a sim-
ple ground connection (a single wire with
a ring terminal) and a pair of large plastic
electrical plugs (matching male and
female) that insert the PC-III, electroni-
cally speaking, between the ECU and the
bike’s wiring harness. On the KTM, these
plugs, known in KTM-speak as the BGC
(Big Gray Connector) happen to reside
near the front of the engine bay. So the
PC-III’s cable gets routed from there back
to the under-seat tool tray, where there’s
room for the PC-III module. Other bikes
have different lengths of cable and differ-
ent connectors. Tip: Although KTM’s
BGC is infamously vulnerable to water found some at an industrial pipe and hose
entry, it’s a good idea to pack any bike’ssupply house.
electrical connectors with dielectric grease Anyone wanting to simply run the PC-
while you’ve got them apart. III’s preloaded trim table is now done. He
The stock oxygen (O2) sensors must can take off without ever loading the
also be disconnected for the PC-III to accompanying software on his computer,
exert its influence across the entire rpm much less using it to access and modify
range (see sidebar). Simply unplug the what’s in the module. To whatever extent
sensors from the wiring harness, and the preloaded trims “correct” deviations
insert Dynojet’s O2 Sensor Eliminators from ideal in the ECU’s map, the bike will
in their place. These plugs “fool” the ECUrun more smoothly and more powerfully.
(by way of resistors) into thinking that Note: This may make the bike technically
the O2 sensors are still connected, avoid-illegal in some places, which is why mod-
ing illumination of the EFI warning ules often carry a disclaimer that they’re
light on the dash. The disconnected O2 for “off-road” or “closed course” use only.
sensors can then either be left in place or If, on the other hand, a user wants to
removed from the exhaust pipes to tidy alter the PC-III’s pre-set trim tables to
things up. Of course, if the sensors are optimize fueling for his bike’s unique
removed, their mounting bungs must be modifications, he’ll have to install the
plugged (18mm thread x 1.5mm pitch x aforementioned software on his computer
9mm deep). K&N sells weld-on O2 and hook up the PC-III with its (included)
sensor fittings that have this plug but weUSB cable. Tip: Don’t bother using the
table in the CD that came with your
module; the program on it has proba-
bly been updated since your unit was
packaged. Most manufacturers have
the latest versions of their software
available for free download on their
websites; get yours there.
For example, Dynojet offers an
alternative trim table for Super Dukes
that have been fitted with freer
flowing air filters and aftermarket
exhausts. This trim table, which was
already loaded in our Super Duke’s
PC-III, was specifically developed for
a BMC air filter and an Akropovic full
exhaust system, but it’s also “in the
ballpark” for our SuperDuke with
It may be possible to find a trim
PC-III trim tables are laid out just like ECU maps, but with modification percentages
in their cells. Engine running, shown in green are current TPS percent open, rpm,
trim value currently in effect for each cylinder and each injector’s current Duty
Cycle. (Note: cell highlighted in blue was randomly selected.)
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 Technical
Left: Stock O2 sensor removed and plug installed in the rear cylinder’s header.
Right: O2 sensor eliminator plugs allow closed loop control across the rpm range.
yours somewhere other than
the manufacturer’s website, but
always consider the source—or
rather your inability to really
know that source. Maybe it was
developed by an expert tuner, but
it also could have been devised by
someone with very faulty ideas.
A poorly-designed trim table can
cause major engine damage, so be
sure to download and install only
ones that have received consis-
tently good reviews from others
with bikes just like yours. Also,
keep in mind that they don’t call it
the World Wide Web for nothin’.
A trim table that works great for a In the author’s hand is the stock narrow-band O2 sensor, just eration, and two features just
Belgian-owned bike with a Euro- removed. Note the difference to the wide-band sensor that’s for Harley-Davidsons: “Rev X-
spec fuel blend may be inappro-
now installed in the exhaust pipe for tuning purposes.
priate for a US-spec machine.
A comprehensive description of all PC-
III features won’t fit here. Instead, we’ll
give you the highlights. First, without any
connection to a computer, three buttons
on the PC-III’s faceplate allow for gross
adjustments to the lower, middle and
upper thirds of the rpm range. Those with
carb-tuning experience might be tempted
to think of these ranges as roughly equiv-
alent to air screw/pilot jet (low), needle
taper/height (mid), and main jet (high)
changes, but these external adjustment
ranges on the PC-III are for engine rpm,
without regard to throttle position, which
is the basis for those carb-tuning ranges.
A column of LED’s shows, in 2% incre-
ments, how much change in trim is being
selected via manipulation of the buttons.
In this way, modifications can be made—
leaner or richer—out on the road, testing
by the seat-of-the-pants, on top of what-
ever is already in the module’s trim table.
If a change proves to be an improvement,
it can then be permanently incorporated
into that table when the PC-III is again
hooked up to a computer. Trim tables can
26 JULY 2012 ● MOTORCYCLE CONSUMER NEWS
also be saved in versions along the way,
just like any computer file.
The PC-III also allows the further
trimming of individual cylinders. So, if
On multi-cylinder engines, the PC-III allows trimming of separate cylinders, relative
to the base trim table (setting shown was selected at random for illustration).
Entirely new trim tables can also be custom tailored for each cylinder.
the inner cylinders in an inline-four need
to run a little richer overall (similar to
“staggered” jetting on carbureted bikes),
perhaps due to uneven temperature or
airflow, this adjustment can be dialed in
easily in the software. Alternatively,
with the aid of a dyno or wide-band
sensor, completely custom-tailored trim
tables for each cylinder can also be
created. The PC-III also has a handy
“Map Compare” function that highlights
the differences between two trim tables,
and can create a third that averages
those two.
Various accessories are available for
the PC-III, including a separate module
that allows trimming of the ECU’s igni-
tion maps (as the stock ignition advance is
often restrained to avoid detona-
tion in very hot climates), a
quick-shifter that cuts fuel to
the engine to allow full-throttle
clutchless upshifts, and an LCD
display module that shows data
from the PC-III (e.g. throttle
position, rpm, trim value, etc.) in
real time while riding. These are
connected by way of an expan-
sion port in the PC-III.
Other features that can be acti-
vated without any additional
hardware include an “Accelera-
tor Pump” function that supplies
the engine with a user-defined
burst of extra fuel during accel-
tend,” which raises the rev
limit, and “Start-up Fuel,” which
enriches the mixture during starting.
You may be thinking, “That’s all very
nice, but I still don’t know what numbers
to put in those trim tables!” Ah, there’s
 don’t know what AFR Power Commander III-USB, $359.95
is ideal. And, even if –$499.95 (depending on application); Dynojet
you had an AFR target Research, Inc.—2191 Mendenhall Dr., North
Las Vegas, NV 89081; 800-992-4993;
in mind, you still www.powercommander.com (check online
wouldn’t know how dealers for significantly lower prices)
much to change any
given trim value to
achieve it, at least not OPEN VS. CLOSED
without a lot of prac-
tice. While there’s
LOOP OPERATION
obviously a great deal The ECU bases its fuel delivery calcu-
of science involved, lations on the input of multiple sensors,
tuning is still an art, and among them barometric pressure, mani-
different tuners will fold vacuum, air temperature, engine
have differing opinions temperature, engine speed, and throttle
about what’s best, tak- position. This should be able to allow the
ing into account a host ECU to provide the correct amount of
Buttons on the PC-III allow roadside adjustment of fuel mix- of variables—including fuel to achieve the requisite 14.7:1
ture for each third of the rpm range. LED on left indicates some about the rider, air/fuel ratio needed by the catalytic con-
6% richer is being selected for the lowest third (left button). such as skill level, pref- vertor to achieve the lowest possible
Does the seat-of-your-pants tell it improved matters? If so, erences, etc. Factors emissions—a process referred to as
you can refine the trim tables based on speed range tested. like expected traction “open loop” operation. But, it’s also
available and the rela- open—that is, vulnerable—to being
the rub. The PC-III gives you the capabil- tive priority of fuel economy, among oth- wrong. To ensure that the engine actually
ity, but no guidance in making any modifi- ers, can also influence a tuner’s decisions gets the desired mixture, you need a
cations to your bike’s fueling. If the about what’s best. feedback mechanism. O2 sensors do
factory-installed map or an alternative So, the PC-III can produce real improve- exactly that. The amount of oxygen (O2)
downloaded from Dynojet or elsewhere ments without a tuner, but even more is detected in the exhaust after combustion
doesn’t suit you perfectly, you could start likely possible with professional help. Our tells the ECU if it has delivered a mixture
dabbling with the trim table and try to get bike used the Dynojet-issue trim tables for leaner or richer than intended. Feedback
it right by the seat-of-your-pants using a modified Super Duke. And without any “closes” the loop, and allows the ECU to
those faceplate buttons out on the road. But, additional tuning, we believe it resolved compensate for errors it may have made
given all those trim table cells and your some of the EFI problems we had experi- and also improve future accuracy.
inability to keep track of exact throttle enced, like throttle snatch, hunting and hes- While it might seem that EFI should
position/rpm combinations while riding, itation. The previous owner’s feedback, a operate in closed loop all the time, the
your chances of getting it right are nil. host of similar reports on KTM internet majority of EFI motorcycles do so only
This is where a professional tuner comes forums and comparisons with unmodified at low speeds and small throttle open-
in. He can insert wide-band O2 sensors Super Dukes confirmed this conclusion. ings, to prevent exceeding emission stan-
into your exhaust system and assess the dards that focus on this operating range.
mixture to determine whether it’s rich or Bottom Line (for the moment) Emissions drop dramatically at the
lean, and by how much. This might be So, it’s possible to make significant stoichiometric ideal of 14.7 parts air to 1
done with the bike on a dyno, or with a improvements in EFI performance without part fuel, and even slight deviations in
mobile data-acquisition device that would hiring a professional tuner. Piggyback either direction result in rapidly increas-
collect information as the bike is actually modules like the PC-III usually come ing pollutant levels. Since closed loop
ridden. We know from previous testing with a model-specific trim table already operation requires strict adherence to the
that what works best on a dyno isn’t nec- installed (although it may still require 14.7:1 AFR, only “narrow band” O2 sen-
essarily what works best on the street, but tweaking for your bike’s specific mods), sors are needed. However, the 14.7:1
that’s another discussion. Either way, the and some can be adjusted (to a very limited AFR is way too lean for maximum
mixture readings would be paired with pre- extent) without your computer. A large power, especially at large throttle open-
cise information about accompanying number and wide variety of trim tables are ings and high rpm, when an AFR closer
throttle position and engine rpm, all gath- available for free download from various to 13.2:1 might be preferable.
ered electronically at the same time. With sources on the internet, and these can be Note: Stoichiometric AFR are differ-
this, the crucial ingredients for trim opti- loaded in the module as viable alternatives ent for different fuels; 14.7:1 assumes
mization are all present. Teaser: There’s a to piece-meal editing (caveat emptor). pure gasoline. Fuel that is 10% ethanol
way to do this without hiring a tuner, but Professional tuning can take EFI map has a stoichiometric ratio of 14.2:1,
that will have to wait for a later installment tailoring to a higher level of precision, but meaning that using E10 in an EFI system
in this series. at considerable additional cost. Estimates designed for pure gasoline would pro-
Of course, professional tuners would for custom mapping ranged from $200 to duce a mixture almost 3% leaner than
say—and rightly so—there’s more to trim $500, depending on the special equipment intended, which—in closed loop mode,
table optimization than just looking at this to be used, the degree of perfection sought, at least—was already rather lean.
data and punching in the implicated adjust- and how the tuner valued his time. With a wide-band sensor replacing the
ments. First, while wide-band O2 sensors As exciting as all this may sound—and stock narrow-band unit, we can measure
can give an indication of the actual air-to- it truly is!—other options are worthy of AFR and determine the results of trim-
fuel ratio (AFR) being consumed in real consideration, too. Stay tuned for more in ming to the stock ECU maps.
time, that info doesn’t tell you much if you our remaining installments.

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