Trail Rider Magazine

January 2018 33 preloaded maps, and the support constantly grows with new bike models added almost every week. Another benefi t of PowerCDI is that it's not dedicated to a specifi c bike, but by reconfi guring it with the cable and so ware; you can reuse it on your next bike. On a bike where a TPS (Thro le Posi on Sensor) is already available, like the YZ 250 or the Beta RR 250/300, or the KTM and Beta 4 strokes, PowerCDI installa on is almost plug'n'play. While it can work without a TPS, it's only when this sensor is available that all of the features can be enabled. Other than the already discussed DPC (Dynamic Power Control), there are notably the an pipe-bangs feature, which solves the fas dious surges you get on closed thro le on the bigger (>=250cc) 2 strokes, and the an -stall one that improves idle. These features need a TPS and if you have a KTM 2017-2018, it may be a good pretext to swap the Mikuni TMX, which is renown on MX tracks with merit for a carburetor more trail-riding oriented like a 36mm Keihin PWK or, even be er, a more sophis cated and modern carburetor like the SmartCarb, which as we write is being developed and tested in TPS version to interface with PowerCDI, crea ng a synergy that may represent a serious alterna ve to the TPI (which will be supported by the PowerCDI nonetheless). So stay tuned for more technology news. How does it feel driving a bike with the Dynamic Power Control? If you're on a constant thro le and you pass over a series of holes, the engine won't raise its RPM the way it would without the DPC and it will maintain trac on and the shock will work be er. If you're accelera ng on a good grip terrain and you suddenly reach a slippery one, the system will oppose the immediate engine speed increase and thus give you more me to react and back off the thro le than you would have without it. But remember that it's always you in command and this also means that you don't lose your responsibility on the gas. If you seek a system that allows keeping it wide-open all the me, then look elsewhere — if it even exists in off -road. The idea behind the DPC is to augment your freedom and expression as a pilot not to diminish it, so it s ll requires big consciousness in thro le handling. But the fact that on a constant, or slowly opened thro le, the engine will be much controlled (it won't quickly raise its speed in case the rear wheel loses grip) It will s ll be reac ve when you open the thro le quickly and let you wheelie and slip, means that your control over the engine will increase, not the opposite. This, together with the much cleaner combus on, means you can now have both "power and control" together. In substance, it's likely to have from very-hard to ultra-so maps available on the thro le, depending on the velocity with which you open it, not just the quan ty. This is quite intui ve because on a very slippery terrain it's ins nc ve not only to open the thro le in a limited way, but to slowly than you would on a MX track with a lot of grip. So you get a very mellow engine or a very reac ve one, depending on the velocity you put on the thro le, opening an addi onal dimension of control over the engine. Added benefi ts, especially on certain bikes (like the KTM 2017-2018, or the TM 250/300 2014-2018), is a sensible increase in torque down low, the elimina on of pipe-bangs, and generally a much cleaner engine. Without sacrifi cing drivability and control. For more details: http://www.powercdi.com/en.html

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