Can you name the first production Honda motorcycle to feature electronic fuel injection technology? So, just how does the Honda PGM-FI system operate; that is, how does the system determine how much fuel it should deliver at the appropriate moment?
The key behind this system is the constant monitoring and assessment of engine, atmospheric and riding conditions, and the use of this data to control the quantity of fuel injected into the engine.
That means the basic variables are the engine speed n and the throttle angle alpha. Based mainly on these two measurements, the system looks to its fuel mapping for the fuel delivery figure corresponding to the n and alpha of the moment. Next, the engine makes adjustments as needed to this basic fuel delivery figure according to additional variables such as intake-port pressure, engine coolant temperature, intake-air temperature and atmospheric pressure.
This process of recalculation of fuel delivery specs is repeated many times per second to ensure the correct mixture is being delivered to meet the existing conditions, and to provide optimal performance and remarkably crisp throttle response over a wide range of operating conditions.
This system uses various throttle bodies, digitally controlled injectors and 3-D control maps to meet the differing needs of various models. Source: Honda. Sign in. Log into your account.
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Pulsar Neon review. Jawa HD wallpapers. Honda Road Safety E-Gurukul initiative announced. Langen revealed: Meet the modern-day two-stroke cafe racer July 14, As many people already know, an engine is a system which transforms chemical energy into mechanical energy: an engine receives the energy from one or more types of fuel for example, gasoline, in most motorcycles ; this energy is transformed into mechanical energy mechanical work at the engine shaft and heat by mean of combustion.
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In order to have combustion, however, fuel is not enough: it must be mixed with air oxygen, O2. Before starting the ignition, it is necessary to mix air and fuel according to a specific stoichiometric ratio.
This ratio depends on the fuel, and in case of gasoline, the ideal stoichiometric ratio mass of air divided by mass of fuel is Thinking about "mass", it means that, for each "part" of fuel, you need to have In case you put more air than what is needed by the stoichiometric ratiosome air will not react with the fuel air is in excess ; on opposite, if you put too much fuel, some will not react fuel is in excess and it will be wasted, flowing out from the exhaust pipe into the air.
The ideal stoichiometric ratio, however, is just a theoretical value. In a real combustion process, due to the differences with the ideal combustion, the best performances can be obtained with an air-fuel mixture containing a bit more fuel than what is theoretically needed: in this case, the mixture is said to be "rich". In the example, the maximum power can be obtained with a lambda value of 0. On the other side, if the target is to obtain the best fuel economy, the mixture should be "lean", that means that the combustion should happen with an excess of air as an example, lambda 1.
Except for the most recent Direct Injection Engines, usually the air is mixed with the fuel before entering the cylinder, in the intake manifold. In the past, and in few recent motorcycles carburetors were used to mix air and fuel: this system is using the "Venturi effect" to increase the speed of the air, creating a loss of pressure, so that the fuel flows into it. It can be considered some kind of fluid-dynamics injection. The injector has a solenoid which is controlled by the ECU.
When the ECU closes the circuit, the injector coil is turned ON, it opens, and it lets the fuel flow into it, directed into the the intake manifold. It is simple to imagine that the amount of fuel that flows towards the intake manifold is proportional to the time that the injector is left open. Usually, this time called "injection time" is hundreds of microseconds, or few milliseconds.
On opposite, when the ECU opens the circuit, the current decreases and drops to zero, causing the injector valve to close, so no fuel flows to the injector. The ECU controls the injection time in order to maintain the lambda air-fuel ratio value close to the best ratio. In order to do this, the ECU needs to estimate the quantity of air which flows into the intake manifold.
This quantity depends on many engine and vehicle variables, but mainly:. My interests are motorcycles and cars, electronics, programming, Internet of Things, and Japanese culture. View all posts by Davide Cavaliere. Your email address will not be published. Skip to content As many people already know, an engine is a system which transforms chemical energy into mechanical energy: an engine receives the energy from one or more types of fuel for example, gasoline, in most motorcycles ; this energy is transformed into mechanical energy mechanical work at the engine shaft and heat by mean of combustion.
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Honda’s 100 mph 110cc PGM-FI prototype
I would turn the motorcycle off, then re-start the motorcycle and the light would seem to stay off. However, I've also had it turn on and stay on while driving! I looked in the Owner's Manual and it says to take it in for service immediately. Has anyone experienced that same problem?
The motorcycle seems to run OK and I really haven't felt a problem with performance Tattoo Paul. It's difficult to say. There are a couple of failures MAP sensor, O2 sensor that won't apparently affect engine operation according to the failsafe functions. There is a procedure to pull DTC's trouble codes in the service manual, but if the machine is still under warranty, let the dealer handle it. Unfortunately, it doesn't appear as if the ECU has a long term memory for intermittents.
P16E2 HONDA - PGM-FI-ACG LIN Communication Error
Joined Dec 13, Messages I had that happened and not soon after I started to have the engine cut out. I took it in and the notice for the cap replacement was the issue. Phil Tarman Site Supporter. I had the same issue. The 8 blinks indicate a low-voltage condition at the throttle-position sensor.
Not long after that, the service bulletin about the plug caps came out and they replaced those. I haven't had any issues sense. I drove the bike with the PGM-FI light on for a couple of weeks with no symptoms, but then one day, it died as suddenly as if I'd hit the kill switch, just as I merged into rush-hour traffic on I I managed to get over to an exit and it restarted, ran on one cylinder for a block or two and then got me the miles back north to the dealers.You are commenting using your WordPress.
You are commenting using your Google account. You are commenting using your Twitter account. You are commenting using your Facebook account. Notify me of new comments via email. Notify me of new posts via email. EU AD Accord 1. CP2 Accord 2. CP3 Inspire 3. CR5 Accord Plug-in Hybrid 2. CS2 Accord Coupe 3. CU1 Accord 2. CU2 Accord 2. CU3 Accord 2. CW2 Accord Tourer 2. CW3 Accord Tourer 2.
DA1 Quint Integra Sedan 1. EC8 Civic Hatch 1. ED2 Civic Sedan 1. GB4 Freed 1. GE7 Fit 1. GE8 Fit 1. GE9 Fit 1. GG1 Jazz 1. GG2 Jazz 1. GG3 Jazz 1. GG5 Jazz 1. GG6 Jazz 1. GG7 Fit Shuttle 1. C25A2 V6 2.This sensor indicates the absolute throttle opening value as calculated from voltage input form TP sensor. The barometric pressure sensor is located inside the PCM. The sensor detects barometric pressure and converts it into voltage. The signal is used to correct injection time for changing altitude and atmospheric conditions.
The voltage becomes lower as atmospheric pressure decreases, and the voltage becomes higher as atmospheric pressure increases. There are two different sensors used, each having different voltage characteristics. The most widely used is shown as Type A in the graph below.
It will typically read near 2. Type B was introduced on some models in It will typically read near 4. If you change the unit conversion from voltage to pressure, the values should then be close to the same. Calculated load value refers to the current air flow divided by peak air flow.
It indicates the percentage of engine capacity being used.
The signal is used for determination of the basic injection time together with the engine speed signal output from the crankshaft angle sensor. The silicon diaphragm is an element that changes the electric resistance value by the applied pressure.
A voltage is pre-applied to the electrode provided in the diaphragm, and current value changes according to pressure change. This current change is converted into voltage change by the amplifier, and the sensor signal is output. The amplifier generates a signal based on this voltage, and outputs it to the ECU.
This change is in proportion to the vacuum generated in the intake manifold. The sensor detects intake air vacuum by the pressure sensor, amplifies it by the amplifier, and converts it into the signal voltage.
The signal voltage is low at vacuum side, and high at atmosphere pressure side. The sensor detects the intake air temperature change using the thermistor that changes its resistance value according to the temperature, and converts it into the signal voltage.
This indicates the engine coolant temperature on the radiator side. This ECT sensor is mounted to the radiator side for determining a stuck-closed thermostat. With this signal voltagethe basic injection time is corrected according to the coolant temperature. The resistance value of the thermistor becomes higher with lower coolant temperature, and the value becomes lower with higher temperature.
Therefore, the thermistor is placed into the coolant, and the sensor detects the resistance value change and converts it to coolant temperature change. When the thermistor detects lower temperature, the resistance value becomes higher, and it detects higher temperature, the value becomes lower.These days its advanced PGM-FI Programmed Fuel Injection technology is fitted across the range from 50cc scooters through its MotoGP race machinery, offering broader and smoother power, better throttle response and vastly reduced fuel consumption and emissions.
A prototype being quietly shown around Asia suggests that it might also lead to some lightning fast scooters in the near future. The Thai motorcycle market sells more motorcycles every year than the American market — despite a massive downturn in sales a few years back, the market will still top 1. Honda rules the roost in Thailand and is promoting its technological edge heavily, particularly the benefits of its ever developing PGM-FI: fuel economy, lower exhaust emissions and better engine performance.
Part and parcel of achieving this aim is to a policy that all motorcycles produced and sold in Thailand will be equipped with PGM-FI technology. Does metering out the fuel in a miserly fashion lead to a gutless engine though? All that, and it can even run E20 fuel a 20 percent ethanol blend. Emissions wise, it comes in at one fifth of Level 5 Standards and half Level 6. Apparently Honda Japan has been doing just that and we came across the pictured prototype recently at a shopping centre in rural Thailand.
To me, it meant a whole lot more. LOG IN. Menu HOME. Search Query Submit Search. Facebook Twitter Flipboard LinkedIn. The unnamed cc prototype. View 24 Images. The cc 4-stroke CZ-i. The CZ-i. Anyone read Thai? The road bike and what might quite conceivably come next. In Thailand, the CZ-i is being touted, quite reasonably as the height of high tech cool.What Are Honda's BS6 eSP, ACG Starter, PGM-Fi, and HET Technology? See Full Video. #SanjaySuthar
Honda's cc CZ-i. Honda's cc CZ-i and its testosterone-infused variant. The prototype. We've come a long way since then.The motorcycle is known as Stunner in the Indian market, with two variants, the carburetor version simply called Stunner and the fuel-injected version called Stunner PGM-FI. In European, Chinese, Singaporean and Malaysian markets, only the fuel injected version is available. The bike went on sale in early December in the UK. The official launch price was lower than the price of the previous CBF From Wikipedia, the free encyclopedia.
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PGM-FI Malfunction Indicator - Major Problem or Simple Fix?
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