Originally Posted by aklim

Only in closed loop can it dump more fuel.

Originally Posted by fourburgs

Cobra's PowrPro/ How it works
I email my contact at Cobra the couple of links that are on the board about the new tuner. People seemed to have questions and he emailed me back with how it works. I hope this answers every ones questions. If not post them up or PM them to me and I will get them answered. Below is his reply back to me.

Ryan,
We’ve noticed that your forum members have been talking about the Fi2000 PowrPro and some have eveninstalled the unit, reporting great results. But many have questions about how it works, where it gets its info and how it knows what to do given that it’s not programming to a preset air/fuel ratio. Those questions are understandable and expected given that this really is a phenomenal product in every way. And how it works through its Patent Pending technology is really quite simple.

But it's difficult for people to grasp because previous Fi tuning products, even so-called auto tune units, were headed off in a completely different direction than we did with the PowrPro. With the new technology available to us and the speed of current micro chips, what we've done is taken all the data that you get from a dyno and sourced it from the motorcycle itself, then made almost instantaneous calibrations to achieve the best power/acceleration.

I've provided some information below excerpted from a section of a white paper that we've developed to help people understand how this product works, and why it works so well.

But remember, the Fi2000 PowrPro only corrects fuel. It does not correct poor product choices or combinations (say a high flow air filter with restrictive exhaust pipes, orshorty pipes with no baffles.). It does not alter timing. And the Continuously Variable Tuning feature of this product works under acceleration only. So Ihope the following information helps your members understand how revolutionary this product is.



What follows is a pretty good overview of how this products work, and from this the following should be clear:

This unit does not have to measure air temp changes, altitude changes, load changes or the other bits of data that get tossed about in conversations. It’s concerned with the rate of acceleration and adjusting the air/fuel ratio to create the maximum power given the combination of products and environmental conditions.

It is not tuning to a preset air/fuel ratio. In fact, that air/fuel ratio read by the oxygen sensors is simply the downstream by product of the engine making the most power it can.

If a bike has oxygen sensors, we make use of those sensors to adjust cruise fuel. They are not engaged when the bike is under acceleration.

Make no mistake this is a very sophisticated product that takes fuel-injection tuning to an entirely new level.




In developing this product, we thought a truly intelligent system should be able to gather and analyze the information it needs to make adjustments as you ride with no extra equipment, no extra hassles. This was the goal of the PowrProFi2000 with CVT— Continuously Variable Tuning without the need for dynos.

You already own a highly accurate dyno—your engine’s crankshaft. We think of crankshafts as turning smoothly, but in fact when a cylinder fires, it accelerates the crankshaft slightly. Every engine has some kind of torsional shock absorberbetween crank and gearbox, which is there to accommodate this slight variation in crank speed. With the application of modern high-speed electronics, we can access this information and
time the rotation of the crank from one firing to the next, and analyze whether the next firing is slightly stronger or weaker than the previous one.

Now comes the clever part: using the measurement of how hard a cylinder accelerates the crankshaft as a way to correct fuel mixture. If the mixture is a bit lean and the CVT system adjusts it to be a bit richer at the next firing, more power will be produced and the piston will give the crank a slightly stronger kick. We can use this as a tool to move from whatever fuel mixture the engine is actually receiving,toward a more efficient mixture.

The next step is a way to time the rotations of the crank, so crank speed at one firing can be compared with crank speed at the next firing. Fortunately, bike manufacturers give us this info for free--as the time from the beginning of one fuel-injection squirt to the beginning of the next one, 720 crank degrees later. Yes, the engine’s other cylinder may be slowing the crank by being on its compression stroke, but all we need is comparative information.

We also need to experiment with fuel mixture, just as race tuners or EFI programmers do. If we make the mixture a little leaner and the next crank cycle takes a little bit longer than before, we know we¹re going the wrong way. This is just like what old time race tuners did by changing carburetor jets and then looking at the bike¹s quarter mile ET or lap time. However, in the case of the Fi2000 PowrPro, this process now occurs up to 80 times per second--it¹s literally Continuously VariableTuning.

The Fi2000 PowrPro conducts its fuel-mixture tuning by varying the mixture slightly. If the crank moves a tiny bit faster when the mixture leans out slightly, the PowrPro knows that¹s the right direction and the system leans the mixture again--or vice-versa. With a big twin cylinder engine turning
5000 rpm, one cylinder is giving us 42 of these opportunities to tune the fuel mixture every second. The result is that the Fi2000 PowrPro continuously and quickly drives fuel mixture to the value that gives best power. This process allows the system to adapt to any engine modifications you make. It¹s like going to the drag strip with a stopwatch and boxes of carburetor jets up to 80 times every second.

When this system was still in its initial planning stages, one option under consideration was to use this data to create a new conventional fuel map similar to the one programmed into the engine¹s stock EFI, and then to periodically update it. That turned out to be unnecessary because
Continuously Variable Tuning does the same job without the expense and complication of storing, updating and retrieving data to or from a fuel map.

CVT is a continuous mixture-correcting process, not a fixed set of values “in a can,” like that of the stock EFI system or previous EFI tuning systems. Instead, CVT operates continuously, detecting throttle movement that indicates significant acceleration, and there is a threshold below which it switches to one of two other modes. If the bike has an exhaust oxygen sensor, this data typically controls the mixture in steady cruise or during slow roll-ons, and the PowrPro system adjusts this to 14.2- to-1 air/fuel ratio, giving maximum-power operation. If the bike has no oxygen sensor, the system observes the range of variation of mixture over several cycles and sets the mixture to the rich end of that variation.

Originally Posted by Big_Redneck

Right, that's what I'm hoping for. Curious to see about the performance difference with smartpartz baffles in my V&H short shots and the xied's too.

Originally Posted by aklim

During cold start, it won't be in closed loop. Also when you hit WOT or I am imagining over a certain throttle it won't be. At least that is how it works in cars. Even when it dumps fuel, it increases it by a certain amount whether it needs it or not. I rather have my suit fitted to me as opposed to simply getting the next size up or down because one part is too tight or too loose.

Originally Posted by CanuckSporty

I think because most people don't ride at WOT much they work for most folks in the normal closed loop ranges. Different strokes I guess.

Originally Posted by aklim

Maybe not but what else tosses it out of closed loop besides WOT? Not sure on a HD ECM but in a car, certain throttle increments can cause it. I'm not sure how deceleration and acceleration is handled either. If it is similar to a car, it can fall out of closed loop even if you are NOT at WOT mode. As such, I am thinking it is more than the 5% you talk of.

Originally Posted by CanuckSporty

All depends on what map you have installed. In my case this is what i am running. Everything other than 14.6 is open loop

Originally Posted by aklim

I guess I was asking what can you do on the bike that pushes it out of closed loop. Does the throttle have anything to do with it? I believe on my car, even if you don't hit WOT, if you have a certain amount of pedal depression it falls out of closed loop. I know that at WOT, it will go into closed loop. So if I am at say 20% throttle and I stab it to 55%, will it fall out of closed loop? Just a wild example. I believe that was what I understood the tuner to be saying. I could be wrong.

Originally Posted by aklim

During cold start, it won't be in closed loop. Also when you hit WOT or I am imagining over a certain throttle it won't be. At least that is how it works in cars. Even when it dumps fuel, it increases it by a certain amount whether it needs it or not. I rather have my suit fitted to me as opposed to simply getting the next size up or down because one part is too tight or too loose.

Originally Posted by aklim

Only in closed loop can it dump more fuel.