Eprom + PCIII?

[Clivoris]

Hey all you brainy fullas Is there anyone out there that types slow enough to explain to me what an EPROM chip does that a PCIII doesn't? I think I know, but I spent a good two years thinking a perm was a good idea in the early 80's . I've never trusted my own opinion since.

[NighthawkNZ:Me]

Erasable Programable Read Only Memory

http://en.wikipedia.org/wiki/EPROM
Basically it will hold the program till erased even when you switch the device off etc etc..

[sAsLEX]

EPROM is a place you store a MAP for the ignition and fuelling that is in the original loom.
PCIII is a place you store a MAP for the ignition and fuelling that hooks into the original loom.



To be honest I thought a PCIII was a better option as it has a UI(user Interface) allowing you to upload new maps via you computer thing via a cable thing after you get them off the interweeb.

Where as a EPROM chip would need specialised EPROM chip programming equipment and a nerd to do, kinda you buy one specific to your bike from a guy.

[Sparkz]

Will give it a try:

The engine is controlled by an ECU (Electronic control unit) which uses sensors to work out engine RPM, crank position, throttle position etc and then gives the correct ignition advance and fuel injection pulse width. Ignition advance and fuel injector pulse width need to change with RPM, throttle position, manifold pressure etc. to make maximum power (and minimum emissions) under all riding conditions.

This requires a "map" which is basically a table that gives the correct advance and fuelling for all the different sensor inputs. The "map" is stored in memory in the ECU. EPROM stands for Erasable Programmable Read Only Memory and is just a chip that stores the map. The map can be changed, for instance to give more fuel at certain RPM or throttle position or to advance the ignition more or less, and then this new map can be stored in an EPROM chip. Put this new chip into an ECU, and the engine will perform differently.

A Power Commander, or other aftermarket boxes, either replace the original ECU, or intercept the outputs from the original one and modify them to extend injector pulse widths etc. They also allow you to modify the map easily with a laptop instead of swapping an EPROM chip.

Hope that helps a bit. There is heaps more to it, but that is the basic idea

[Clivoris]

Keep it coming guys. Does a PCIII change the ignition curve?

[bluninja]

Thought ePROM was a new things for students graduating from eschools....

[Sensei]

Thought ePROM was a new things for students graduating from eschools....

Don't give up ya day job for Stand up Comedy show LOL

[madmal64]

Ok guys my turn to jump in with the questions for those with more knowledge than myself. Ive been lurking on the other thread with interest
What is the advantage of using PCIII over an upgrade EPROM? Does it make it easier to tune/map?
Im running SL Carbon race cans with the SL chip, derestricted air box & wire clip. Quite happy with the overall performance. Shite loads better than standard exhaust & chip but Im thinking about installing PCIII and spending some dyno time.
Worth the $$'s?
Will it make a noticable difference?
Sensei is this EPROM chip compatible with the Falco?

[bluninja]

Sensei, not as funny as me trying to explain about eproms properly.

To me the whole point of the PC3 is so that you can have whatever curve you want (that is possible). If you buy an EPROM you can have a couple of maps...with the PC3 you could just store loads of maps on a PDA (or laptop if you prefer) and then upload the map before a ride....So a map for day to day riding, a map for trackdays at Taupo, a top end map for a trackday at Puke.

[xwhatsit]

Basically what everybody is trying to say, is that they do exactly the same thing. The only difference is that the EPROM (well, it will be an EEPROM to be technically correct) is effectively hard coded (it can be changed, but only by geeks like me), whereas the advantage of a PC3-type device is that you can change the map as often as you like, by yourself.

[sAsLEX]

Basically what everybody is trying to say, is that they do exactly the same thing. The only difference is that the EPROM (well, it will be an EEPROM to be technically correct) is effectively hard coded (it can be changed, but only by geeks like me), whereas the advantage of a PC3-type device is that you can change the map as often as you like, by yourself.

Hey I could do it to.... but I wouldn't be arsed . Plus you often need expensive programming hardware for the chips etc whereas anything can do a PCIII.

[laRIKin]

There are 3 buttons on the PCIII so you can adjust the map a little bit and is very easy to do.
The adjustments are spread evenly across the rev range. (low,Mid,hi)
http://www.powercommander.com/featintro.shtml

Must go to work now.
Last day

[Sensei]

Sensei is this EPROM chip compatible with the Falco?

No i believe it is only for 01/02/03 Mille's but can ask if it would do or if he has one for the Falco if ya like ?

[vifferman]

Yeah, what they said.
The PCIII intercepts the signals sent to the injection and modifies the pulse length of the injectors (shorter=leaner/longer=richer). I know the PCII allows ignition advance changes, but I'm not sure if the PCIII does.
Apart from the buttons (for an easy change, or if you load a reall crap map and need to correct it so you can at least get the bike home to remap it!), the PCII or III allows you to make incremental changes, test-ride it, and see if it's better or worse. It means too that you can change things on a whim (like take the spud outta your Satantune because you're grumpy) and change the mapping just for that. Or do a track day and whack in a couple of degrees of ignition advance and some extra petroleum distillates at high revs. Or just have fun tinkering. I did.

[imdying]

Keep it coming guys. Does a PCIII change the ignition curve?

The PCIIIUSB doesn't by itself, but there's an option to get an ignition module as well.

Here's the guff: http://www.powercommander.com/907-411.aspx
Note the 6-14 ignition module.

A chip relies on the bike being in the same order as the one the chip was originally made for. A chip also relies on the bike being used in the same altitude/humidity conditions as the place where the bike was tuned for. Some factory ECUs go some way towards self compensating for the latter, some don't. Couldn't say what happens with an Aprila Tuono sorry.

The PCIII on the other hand relies on a tuner that knows what they're doing, especially when it comes to tuning in part throttle response. Having to setup the ignition module as well increases the complexity again somewhat.

In theory, a PCIII is the better option, as it allows a complete custom setup for your bike, taking into consideration any exhaust or intake mods that you might have done, which obviously the chip can't do. Of course, if you make more mods, the PCIII can be retuned to compensate for those too.

Even though the chip appears to be pretty worthless in comparison to a PCIII, as it allows for no adjustment, and might have been tuned and programmed under totally different conditions to your bike and usage, the PCIII could piss you off infinitely more if it's not setup correctly. When you do your budget, make sure you include plenty of dyno time to get it well sorted.