Honda CBR XX Forum banner

1 - 20 of 44 Posts

·
Registered
Joined
·
65 Posts
Discussion Starter #1 (Edited)
So someone asked in my turbo-thread how to use a PCV for a Blackbird. Well i was going to use a Pc3 until i realized that a Pcv would work just fine with some smaller adjustments.
The only thing a power commander does as a stand alone unit with no extra accessories is to alter the signal for each injector to make the opening time shorter or longer. This means that any PC will fit any bike as long as you have the right cables. Many new bikes will use a multi-connector for all the fuel injectors, ignition coils and throttle position sensor. To be able to make a PCV work you could cut and paste in this type of harness but it will be a bit more complicated to sort out what colour that does what. The easier way was to search through the manuals for different model specific power commanders until i found one using sort of similar connectors as a blackbird. 4 separate connectors for the injectors and one for the throttle position sensor.

The unit i took was to fit a Honda Cbf1000f 06-09. Dynojet part number is DJ16-012.

After this you need to cut away these bits from the harness, three of the injector connectors will have a looped cable for the power feed to the pcv. The fourth injector will have the red cable going in to the unit. This is the power feed for the Pcv as the injectors have a constant positive power feed and the negative side is used to control the opening of them.
DSC_0209.JPG DSC_0211.JPG

You will also need connectors and if you want to do it properly buy a crimp-tool instead of trying to fold the small metal clips with a plier.
Hx090 male and female connectors bought from Motorcycle Terminals, Connectors, and Wiring Accessories
DSC_0207.JPG

Tadaa! Finished Honda connectors, and don't forget the small seals! :)
DSC_0210.JPG

The grey cable is just as on a pc3 the sensor volt cable and is tapped in to the Tps in exactly the same way. On the Pc3 there could be issues with unstable Tps readings and this was due to the sensor volt ground being tapped directly on the battery negative. Thus using this ground for the sensor the voltage between the sensor ground and remaining power feed on the bike will end up fluctuating causing the Tps percentage to flicker in the Pc3 program. When doing the procedure in a dyno this can make it very hard to get any proper tps reading at low throttle openings making the data useless for compensating in the map. The sensor ground is the black cable with a white stripe on it and is tapped in to the green/orange cable.
DSC_0211.JPG

Finished Tps connector, i like to be able to disconnect it instead of soldering directly on the tps cables.
DSC_0208.JPG

As i am currently building on my bike i tapped in a 3p connector at the Tps to be able to also use the +5v feed for sensors to tap in my extra map-sensor. This is connected to a extra wire harness that i have built and thats why i only have a 2p connector on the picture with the plug for the tps to the Pcv. I forgot to take a picture of this though.
DSC_0212.JPG

Did a Tps and map-sensor calibration and it works magnificent!
DSC_0203.JPG

I know many here are very technical and have probably already figured this out but this could be done by anyone really that can crimp some connectors and solder some wires. I was searching for any info on this topic before i did this and could not find any so i hope this could help some people here. Updating there Birds with a more modern Pcv that is also expandable with autotune, Wb2 and some more modern displays than the one available for Pc3.

:thumb:
 

·
Resident Eh?hole.
Joined
·
17,177 Posts
Moved to resource centre as promised.
Thanks for that. Expect questions to follow.
 

·
Registered
Joined
·
7,611 Posts
Drg
Revisiting this thread to see how it all worked. I'm considering this setup to get the wideband in the loop
 

·
Registered
Joined
·
353 Posts
Hey Bees I'm mildly interested in using the PCV on the 01-03 models using the VFR unit. I have both wiring diagrams but I'm sure the connector pins would have to be swapped location-wise. I have to go make friends on the VFR forums so I can get a look at how the wires are arranged.
 

·
Registered
Joined
·
3,120 Posts
Hey Bees I'm mildly interested in using the PCV on the 01-03 models using the VFR unit. I have both wiring diagrams but I'm sure the connector pins would have to be swapped location-wise. I have to go make friends on the VFR forums so I can get a look at how the wires are arranged.
I've got a PCV on one of my VFRs (2000) that i was thinking of putting on the Bird. It was installed for me so need to know how to disconnect and reconnect on the VFR. A visit to my VFR forum may reveal an answer.
 

·
Registered
Joined
·
7,611 Posts
Yes intrest here is for the wide band function. What i have noticed is that from an AFR point i am seeing a shift in the values in colder weather. ( yes it does get cold here in AZ.) The shift is in the order of a point to the richer side. I typically mapped it to cruise in the 13.8 range per Dynojets recommendations. I suspect that even though the PC is supposed to effect the system across the board it may only actually work certain region of the map.
I base some of this assumption from my tuning experiences with my LT1 injected camino. That program has the ability to look at the entire map inside the ECM and make changes across the entire range.
The wide band I believe would make it more adaptive across the entire range. But we'll see if i can get it hooked up and working.
 

·
Registered
Joined
·
353 Posts
I've got a PCV on one of my VFRs (2000) that i was thinking of putting on the Bird. It was installed for me so need to know how to disconnect and reconnect on the VFR. A visit to my VFR forum may reveal an answer.
From what I was able to gather the PCV would have to be for a VFR800 '02-'09 because the injector harness connector seems to be the same (apart from rearranging the pins).

Yes intrest here is for the wide band function. What i have noticed is that from an AFR point i am seeing a shift in the values in colder weather. ( yes it does get cold here in AZ.) The shift is in the order of a point to the richer side. I typically mapped it to cruise in the 13.8 range per Dynojets recommendations. I suspect that even though the PC is supposed to effect the system across the board it may only actually work certain region of the map.
I base some of this assumption from my tuning experiences with my LT1 injected camino. That program has the ability to look at the entire map inside the ECM and make changes across the entire range.
The wide band I believe would make it more adaptive across the entire range. But we'll see if i can get it hooked up and working.
I don't think it's a "region of the map" issue but more of a "strategy" issue involving a global enrichment with respect to the intake Air Temp sensor (IAT). If you are setup to monitor the AFR you can play with the resistance value of the IAT to see when it trips to the richer setting.
 

·
Registered
Joined
·
7,611 Posts
Good point i can try shifting it there and see how it reacts. The trick is to capture it, I don't have a dyno and this thing does have a extensive map. Initial testing was tried setting on the center stand with no benefit. The changes made were never reflected when running down the road. Hence my feeling that the downstream 02 would be the most proactive for trimming of the fuel curve as it will be realtime.
 

·
Registered
Joined
·
353 Posts
Good point i can try shifting it there and see how it reacts. The trick is to capture it, I don't have a dyno and this thing does have a extensive map. Initial testing was tried setting on the center stand with no benefit. The changes made were never reflected when running down the road. Hence my feeling that the downstream 02 would be the most proactive for trimming of the fuel curve as it will be realtime.
The autotune would be the way to go for sure (not sure how well it works, I'll have to see what the web has to say). As for your bike being a 2K do you have the 14 pin connector to the injector harness? If so then I've figured out half the battle, all we need is the pin locations on the VFR connector to their harness.

If I am correct the only connections that the PCVIII/V need are the injectors and the TPS, the rest are just looped from one connector to the other.
 

·
Registered
Joined
·
353 Posts
Ok Bees that's what I thought since 2K and up should all have that harness. The next question (or task) is, do the PCIII wires follow the same color code as the Honda harness?

I believe I know the answer to this (it's no) so what you need to do is make a table with the PCIII wire color vs. the Honda wire color that way we will know which wire goes where . Then if we are lucky and Dynojet standardized their harness it is possible that the PCV harness will have the same color code as your PCIII.
 

·
Registered
Joined
·
7,611 Posts
Cobra
I may have confused the type of connection I have. My setup uses individual jumpers for each injector connection. 2 pin plugs that jumper in between the injector and PCIII as drg has shown.
 

·
Registered
Joined
·
1,355 Posts
Not to be more of a poophead than normal, but have you dyno'd the bike and looked at the AFR's to see if the set up is working correctly? As a former electronics tech I seem to remember that black boxes often do things in unforeseen ways -
 
1 - 20 of 44 Posts
Top