Kawasaki Forums - Power Commander V KLX250 EFI

Kawasaki Forums (https://www.kawasakiforums.com/forum/)

- KLX 250S (https://www.kawasakiforums.com/forum/klx-250s-71/)

- - Power Commander V KLX250 EFI (https://www.kawasakiforums.com/forum/klx-250s-71/power-commander-v-klx250-efi-35678/)

Power Commander V KLX250 EFI

Installing PowerCommand V.

Inside is the wiring:
http://img854.imageshack.us/img854/9409/img5627p.jpg
See if it's not complicated. Comes a terminal to put on the negative battery terminal and then 6. They are actually 3, because if you look comes in pairs. Then we see better. It is appropriate that we look at the terminals, then we have to find their partners on the bike, and its release-latching

Then there are small pieces of rubber in a holist to seal the PC-V when we finish, a cable to connect the bike with the Power to the computer-measured home-1'80m about some adhesives, and a double-sided Velcro set the unit to battery
http://img10.imageshack.us/img10/3701/img5628s.jpg

The software CD for installation on your PC, and finally and very importantly the emulator that replaces the oxygen sensor.
http://img807.imageshack.us/img807/1786/img5624c.jpg

We have an 8mm wrench to remove the plastics, a small flat screwdriver y. .. patience.
The first thing we do is remove all plastics from the bike, also the tank and seat. Do not show pictures of disassembly I imagine we all know more or less remove the plastic. However, we must be careful with the tank. Is secured by three screws and unplugging the cable addition we must fuel level, whose terminal block to the right of the bike near the airbox air filter.
To turn off the gasoline-and I explained it once but just in case I repeat, we must release the terminal block comes in red under the tank (you can help us getting the tip of the screwdriver. We will use it at home all the terminals to drop tabs. We have to drop the red tab to allow the hose after you leave. No spills, it's great. If anything drop a few drops.
http://img811.imageshack.us/img811/7923/img5633w.jpg

Then start the installation going. Patience. Start from the back and forth. Back at the height of a battery is the black box and go past the wires, as the overall installation. We can even use the same motor flanges are to open with a screwdriver.
The first point where we will stop almost immediately next to the battery. So are the cable connectors are shorter.
Look at the photo next to the black edge of the terminal battery is connected to the end, while we left off. Just in case.
Then we have to look at the bike the cable connector rod chopped or position, or something. There is no confusion, can not connect other. The disconnect we stayed two halves, each half going for a PC-V. The connector is the black color that is in my hand and disconnected from its original position in the PC-V white. And the connector loose with another specific number that comes with the PowerCommand.
http://img846.imageshack.us/img846/3749/img5649w.jpg

We have the first pair list. Now we move forward to the second. They are located in the center of the bike, where the gas hose and out because it is part white. Is the throttle body connector. We can always unplug search carefully the Security tab, and disengaged before PULL TO THE GROSS. ALL CONNECTIONS COME EASY, YOU ARE LOOKING TRICK. BUT REMEMBER YOU SEE HOW TO RELEASE ON HAND AT THE INSTALLATION OF PC-v AS YOU HAVE ONE SO YOU CAN EASILY FIND OUT WHERE IS THE TAB to disconnect.
http://img200.imageshack.us/img200/2241/img5650n.jpg

Connecting the replacement of the Power ...
http://img856.imageshack.us/img856/713/img5654.jpg

There. We have only one partner. Is above the starter, next to the current regulator, the striatum is seen above the shifter. We have to disconnect the connector off the accelerator and put the PC-V.
http://img839.imageshack.us/img839/5500/img5656h.jpg

And then to leave no loose connector unplugged, put it with your partner, as in the other two cases.
http://img263.imageshack.us/img263/1929/img5657n.jpg

Well, we already have the 3 connectors installed. Look over the installation and protection from the elements and fouling. Care to let wires near the motor or any hot spot that can melt. Be curious, not like me: roll:
http://img855.imageshack.us/img855/2896/img5658r.jpg

To questions of why bike is dirty, it's simple: that in the photos is better appreciated the new installation of other series. : Lol:: lol:: lol:

It only remains to put the black box above the battery. If anyone has a more secure place to say it. to me here I do not like much. Factory of Velcro I do not trust a lot, so I've got two plastic clamps that attach well to plastic, which in turn holds the battery. I even have made him a rubber back for that vibration is not finished "eating" the black box.
http://img600.imageshack.us/img600/2576/img5662h.jpg

Here the general appearance:
http://img811.imageshack.us/img811/1598/img5664g.jpg

With the experience I propose better this location is more protected from accidents and water
http://img808.imageshack.us/img808/7287/dscf5522c.jpg

Then we have to go to escape and seek the Lambda probe, we have two options or leave disconnected or removed and stick a screw in the exhaust to plug the gap. If you install an American escape no problem, come prepared to work without liquid, bring no gap.
http://img844.imageshack.us/img844/7221/img5666g.jpg

Then simply find the terminal area where the probe was connected Lambda and replace it with the emulator that comes with the PowerCommand. About the terminal area is under the seat, the most central of the three to come:
http://img135.imageshack.us/img135/7331/img5667y.jpg

For those who are curious can choose to put a switch on / off to use two maps. NOT INCLUDED IN THE POWER KIT COMMNADER
http://img29.imageshack.us/img29/9160/img5631a.jpg

This is turn the switch on the handlebar and bring the two wires passing them well for the entire installation of the bike.
http://img847.imageshack.us/img847/9405/img5661u.jpg

Must either be screwed into the small holes having the unit for this purpose, the two closest to the center screw of Power. Are the two that put MAP on the image of the instructions.
In the image I have marked up two silhouettes. Do not look at it, look right in the picture where it says MAP and MAP. One on each side, no matter the polarity.
http://img228.imageshack.us/img228/4817/ahora1.jpg

With this completed and we just connect the black wire from the PC-V to the negative of the bike.
Motar all over again (be careful with the tank and the fuel level terminal block) and go.
The bike should now start.

If we want to improve the map that comes installed on the PowerCommand source is possible, but it should be a bank and a power meter bandwidth for exhaust emissions.
To connect the bike computer is very simple, just install the drivers disk and connect the USB cable. You can upload or modify the map on the screen, and if you have installed the two maps can button Altener either even with the bike running.

These are the figures of power and torque before and after. The bike has installed a LeoVince in both situations. The data are obtained WHEEL, not the clutch (a% more).
POWER
http://img69.imageshack.us/img69/8037/potenciaz.jpg
TORQUE
http://img84.imageshack.us/img84/8427/parvj.jpg

Wow, cool. I think you are the first person to post on installing a PCv to the efi KLX.
Now you need to get a 351cc bigbore kit and make the bike fast!
Please keep us updated on how well the PCv it works.

Thanks.
I had noticed that it was necessary to explain a little installation.
The operation is very good, it is advisable to install an exhaust sistem.

Soon we set up a kit, but not in 351cc, but "only" 300cc with PowerCommand V. For severe conditions use the bike I demand this be more appropriate since it generates less heat and does not much effort to the clutches.

Nice work!

With your mapping, you are presumably using the generic ones supplied by Dynojet? I have a 2010 Husky TE450 and guys over at Cafe Husky have been playing with the PCV on my bike a bit. From what I understand you want to tweak your map. If you know someone that has an Autotune module that you can borrow for a while to let it adjust your base map for you I believe you will see even better improvements. Then you can play around with the lower rev mapping manually to get it singing - at lower revs the gas flows past the sensor in the exhaust are slower and throw the autotune adjustments off a bit I believe.

As a matter of interest, what manufacturer does Kawasaki use for the EFI Throttlebody? (Mikuni, Kehin, etc?)

Keihin Kawasaki uses for this bike.

I decided to modify the improvements that have my bike set up: LeoVince, snorkel removed, UNI filter type, etc.
With this new map I created them the same power and torque figures, but the throttle response is more forceful and effective.

Thank you for a great guide, jeffward!

My PC5 is on order and should be with me in a week or so.
I've contacted the deallers from europe asking for maps as there is no map available on the PC site at got nothing.
Thats their responce

"However-I dont have any maps for your bike.I asked some of our german tuning centers and they dont have any map too.
If my collegues from the other distributors cannot help I would suggest an autotune kit to map you bike
on the road."[/I]

My setup will be a 2010 KLX250s, Two Brothers Slip-On, KDX snorkel.
Could you share any maps that will suit my setup?
I'm very upset that there are no maps available on the web for the KLX.

Thanks in advance!

Yes, do not worry I'll pass on that map my bike with no problem.
Note that is with LeoVinci, snorkel cap removed.

First install the PowerCommand. Although the map is loaded to 0 and you notice some improvement.

I want to make a small clarification with respect to the Power Commander V.
The unit comes loaded with a mapping everything to 0, equivalent to the stock ECU.
To create a new map that suits our bike improvements is very convenient to go slowly modifying the mapping of stock. We can also attend a workshop and we made our own custom bike. But never can cost some money too. The reason is that for about $ 170 at our disposal the AUTOTUNE (connects in the same place where is located the Lambda probe) marketed Dynoyet, who is responsible for auto-adjust our bike seamlessly and automatically. Even with changing weather conditions, engine temperature, or height above sea level, you always have a perfect combustion.
Kept in mind before you waste money on workshops by more or less effective maps.
A greeting.
Will continue to investigate ...

Good post. I have been searching for such post for long time. PCV+auto tune will be the next upgrade. Thank you so much for the information.

Good work, Jeffward, very interesting. You made me look at this PCV unit in more details than I did in the past. I actually find it quite expensive...

I find you're lucky to have access to a dyno.

After some time with PowerCommader installed we can move some details.
The engine response is impressive, much better bike. More and better speeds.
We have installed a 300cc cylinder and the results are spectacular. Better than expected. It's just perfect, comparable to a Yamaha WR250F engine
I hope to provide figures on dyno shortly.
For the correct operation of the cylinder 300cc EFI in the model is essential the presence of the Power Commander or similar. The stock ECU is not getting enough to eat and the engine would fail.
The combination of 300cc + + LeoVinci PowerCommand makes the KLX on another bike: excellent power range from 5000 to 9000rpm. Power figures are higher than a stock KLX300.
I recommend all EFI KLX250 owners who see their bikes boring to perform this powerful transformation ... and grab the handlebars of your bike!!
I'm still frightened by the benefits obtained.

JeffW:
NICE report!
Now....how do I get and EFI in the US without spending $$$$$?
Keep it up!!!

I think for American models is economically unfeasible to perform a transformation of this type. The costs are too high.
The electrical installation of the injected models is completely different fuel pump inside the tank, fuel injector, fall sensor, O2 sensor ... is crazy cables.

Perhaps in the future if Kawasaki decided to market the model EFI USA this transformation is acceptable.
Gone are the carburetion problems, no longer have to disassemble the carburetor to change the steps of gasoline or clip the needle ... now just from the couch via USB home and send the information to the PC-V try and correct the maps at home.
Sorry for my poor language skills.

Very Nice Post Jeffward
So where are you from? as I could not see in your profile.
And where I could find that Power Commander V
We still need the O&M ECU? or it substitute the O&M one? like a new Programable ECU?
Regards

Quote:

Originally Posted by sindico440 (Post 452582)

Thanks!
I'm from the Canary Islands, Spain.
The PowerCommanderV purchased at any bike shop. Anyway you can make a display on your website:
Kawasaki KLX250S (European Only) 17-023: Powercommander Downloads, Maps, Installation Guides, Accessories and Product Purchases
Remember that PowerCommand is only for fuel injection models.
On my bike I keep the stock ECU, I have thought about replacing it with the new programmable model, I have enough for the motor to 9000rpm.

I can already make public impressions of the installation of the cylinder 300cc more PowerCommand V, we have dyno numbers. We will make a historical review of the evolutionary process improvements All data are obtained to the wheel.:

KLX250 EFI Stock: 19´62cv, torque: 1´996kgm
http://img214.imageshack.us/img214/4...tordeserie.jpg

KLX250 EFI +filter UNI+snorkel KDX: 20´22cv. torque 2.001kgm.
http://img580.imageshack.us/img580/3857/01contapa.jpg

KLX250 EFI +filter UNI+snorkel KDX200+LeoVinci with db killer: 21´32cv, torque: 2.122kgm
http://img541.imageshack.us/img541/4...nedorlargo.jpg

KLX250 EFI+UNI+Snorkel KDX+LeoVinci+PowerCommander: 22´16cv; torque:2.285kgm

Graphic comparison between LeoVinci KLX250 with no PowerCommand and PowerCommand:
CV:
http://img69.imageshack.us/img69/8037/potenciaz.jpg

Torque:
http://img84.imageshack.us/img84/8427/parvj.jpg

Finally so far...
KLX250 EFI+UNI+eliminated top AIRBOX+LeoVinci db killer out+PowerCommander+300cc: 25´96cv, torque 2.640kgm

http://img535.imageshack.us/img535/1666/kawa1i.jpg

Comparison Chart between 300cc and model 250 with PowerCommand V:

CV
http://img824.imageshack.us/img824/8574/kawa3.jpg

Uploaded with ImageShack.us
Torque:
[IMG=http://img824.imageshack.us/img824/8574/kawa3.jpg][/IMG]

A video with 300cc:
klx250 FLY - YouTube

http://img856.imageshack.us/img856/1685/mir018.jpg

http://img829.imageshack.us/img829/6619/mir011.jpg

http://img703.imageshack.us/img703/9163/dscf5956.jpg

http://img221.imageshack.us/img221/3658/dscf5948ix.jpg

Subjected to the test by various "testers"
http://img194.imageshack.us/img194/2295/dscf5952.jpg

I highly recommended because of increased power and torque clutch system strengthening. It is not essential, but desirable:

Springs BARNETT
EBC KX125cc 1993 model clutch:
http://img560.imageshack.us/img560/4759/dscf5923u.jpg

Highly recommended when the bike is over 10000km Krieger install a tensor:
http://img703.imageshack.us/img703/4215/dscf5946.jpg

Thanks and hope to be useful.
Gaaaaaaaassss !!!!!

Quote:

Originally Posted by jeffward (Post 452608)

I understood, mine is Fuel Injected too.
BTW, I'm sure it's the most productive post on this forum, till now, talking about MODs that increases some power to the KLX250.
Great job, very usefull. Now I have a line to follow, increasing power to my KLX, thank you very much for share it with all off us.

When you need any help do not hesitate to ask.
Greetings and enjoy your KLX

The combination of 300cc + + LeoVinci PowerCommand makes the KLX on another bike: excellent power range from 5000 to 9000rpm. Power figures are higher than a stock KLX300.
I recommend all EFI KLX250 owners who see their bikes boring to perform this powerful transformation ... and grab the handlebars of your bike!!
I'm still frightened by the benefits obtained.

Hi Jeff, I took your advice and got an OMC 300 kit from Australian Kawasaki dealer. Do you have any links or step by step instalation guide for the conversion. Still waiting after 14 days for the EJK controller from USA. 300 kit took 3 days from Australia, other end of the planet.

The PC-v looks like a great tuning product especially when used with autotune.

Interesting post jeff. There seems to be many ways to skin a EFI cat, sometimes i wish i could just buy some jets & a carb but when the EFI is running well, it's very good!! :)

The detailed installation of the cylinder 300cc I followed another post in this forum. The carbureted model is the same in this regard.
I do not know how they work EJK driver, hope it's not difficult to adjust. I am very happy with the Power Commander V even allows me to have two maps I can select the configuration and running. One racing and other savings.
I leave some videos of my bike.

CRF450/KLX
nuevas rutas 17/09/11 - YouTube

CRF450/KLX
http://www.youtube.com/watch?v=RaHzg...eature=related

GasGas EC250/KLX
http://www.youtube.com/watch?v=_KYS2SOyaDQ

I was lucky enough to try an original KLX300 in 2000 and I can say with knowledge.
The main difference is that the carbureted model is more instantaneous and abrupt at low rpm. My klx250/300 EFI is much smoother and enjoyable at low rpm and then in the upper rpm is stronger than the KLX300. The lion is a small KLX250/300EFI disguised cat.

Nice videos Jeff, Great riding territory. Well done. I hope to fit the 300 kit on the week end, if my EJK arrives. I assume the EFI will be too lean if I install the 300 without fuel controller fitted?

Yes, very poor. It does not work.

Hi all.
I installed the EJK controler. Very simple operation to plug into bikes injector input, connect a ground wire, remove O2 sensor and overide with a supplied plug in.
The unit mounts onto the bars where you can see to make adjustments to fuel flow.
The EJK comes from Dobek pre set for stage 1 mods. Very simple to add or subtract fuel by selecting the correct mode, then pressing plus or minus button. Their website has an interactive demo so you can learn how to tune the unit before attempting it on your bike.

Quote:

Originally Posted by grahamgower (Post 462641)

How do you rate the controller?? Hows fast is your bike running?

Hi Joel, I have not done a high speed test as yet. I have to get down the mountain and on to the one piece of highway that allows WFO. Will get to that sometime. There is no major fireworks with the controller, just feels a bit smoother and cooler running now that the mixture is richer. Seems to rev harder in all gears. Coming out of slow corners in second the front wheel comes up easier. I do not have acsess to a Dyno on theb Island so no scientific results, only feel and sound. The bike is now night and day compared to when I first rode her home in stock trim. I am now at the end almost of mods to improve the stock 250. Last two things will be Marcellino mod and a MegaBomb header, to satisfy my curiosity. After that I will fit the 300 kit thats waiting on the shelf.

OK fitted the 300 kit, now the troubles begin. I have managed to tune the fuel flow so the bike pulls hard in all gears, from cruise to acceleration and up to full throttle, using the EJK.
The problem is, from idle to 1/8 to 1/4 throttle, the bike runs rough, hesitating, then surging hard onto 1/4 throttle. Will not cruise smoothly at speed using minimum throttle. Backfires and pops on deceleration. Any suggestions and advise on what causes this condition. Too lean? Too rich?

possibly too rich
look at the color of the spark plug, can serve as guidance

Jeff is your 300 running perfecttly from idle to 1/8 throttle using the Power Commander maps? How difficult was it to tune? What effect does the secondary throttle have on the EFI? Do you think removing it will help my problem?
Sorry for all the questions, but the 300 kit has really messed up the smooth low rev riding now. Feels like an MX racer...

The PowerCommander V works well from 0 rpm up to 10000rpm. A delight of softness, strength and progressiveness. No abrupt. I'm happy with it.
The secondary injector cap is effective especially in the high range of rpm. I do not think you solve the problem, but you should remove it because the bike has no benefit to him. Still do not understand why Kawasaki installed is silly, serves no purpose.
I think your problem is set to EJK.

To understand better watch the video in minutes 1'08: in 1st gear without clutch. Easy.
Minute 1.22: in 2nd gear without touching and very low rpm clutch
Minute 1.35: helping in 3rd gear clutch and a few rpm.
No choking, perfect, very progressive.
Kawasaki KLX250/300+PowerCommander - YouTube

Listen to the sound of the engine for better understanding, please.;)

This was in 2011, when he still had not installed the FMF Megabomb, deleted the 2nd Butterfly injector 300cc or airbox. Currently you have more power and do better. Even the ugly noise has disappeared admission.:):):)

Another video of the day I installed the 300cc + PowerComander from low rpm.
Even the map was not yet 100% set and was going very well. On this video the bike has improved even more.
See the stress test in 4th gear from virtually from 1500-2000rpm.
http://www.youtube.com/watch?v=3tKVd...dfAUAAAAAAAIAA

Thanks Jeff, seems to be running a lot better than my 300 at the moment. EJK are reprograming another unit and sending it to me. Apparantly the unit I have does not deliver enough fuel from idle and cruise.
So we will see.

Some details of my KLX in pictures:

Is that the rear spring from a SF? If yes, how is it? Too stiff or just right?

jeffward
I really impressed by the stuff you have made with your KLX250@300+PowerCommander. I saw your dynocharts on the second page of the topic, and I'm eager to know do you have horsepower data on the wheel made on dyno measurements? I'm thinking of a bike to buy next year and I'd like to find out benefits of EFI 300cc engine infront of Honda XR250. I pin my hopes that KLX250@300+PowerCommander is much better than XR250
Respectfully Vlad.

I had the opportunity to conduct a carburetor KLX300 of older models and I can compare with my current 300cc EFI. The model is immediately carburized at low rpm, more abrupt, but at half speed and high EFI model is more powerful. I like the mode of operation of the EFI because you can drive like a soft kitten slowly and high is fun, much more than the carbureted model. The power that comes with real data-taking to the wheel, not the clutch, is about 27-28hp and torque of 3.0kgm very usable in a wide range of rpm. It is possible that the clutch figures reach 30hp.

Sincerely, a XR250 does not run nothing compared to the 300cc