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Power Slide Control PRO

Based on standard PSC. Additional features :

  • Wide setup possibilites: Each cut off parameter is settable.
  • Modular Power income after cut off.
  • Speed limiter for pitlane.
  • Settable maximum engine speed on starting grid.
  • Choice of cylinders to be cut off, via software.
  • Dynamic cut off in all cylinders : no cold or hot ones.
  • Wide Choice of pulses number setup (Phonic Wheels allowed).
  • Smoothpower feature : for a smooth power income, to reduce bike rolling coming out of turns.
  • Possibility to add the GPS by I2M for optimal setup turn by turn.
  • 2 setup scales (80 total points).
  • Possibility to work even without speed sensors.
  • Possibility to adjust sensitivity through buttons.

Integrated Electronic quickshifter. Wide setup features :

  • Fixed time, gear per gear.
  • Auto adaptive cut of time choice.
  • ADT : Innovative feature: automatically recognize when the gear is on.
  • Assisted upshift on starting grid : by maintaining load on the pedal, the first gear will go in.
  • Programming through an external module. No PC required.
  • Analogic Telemetry output signal, to know when and how much the system is working.
  • Aluminium box.

Extra Information 

Traction control is very common in motorcycle racing and is bound to be used by amateur riders, for both track and road use.
The aim of traction control is to avoid traction loss during acceleration. It is not useful only to reduce lap times, but can also affect your day by day riding style on the road.
Most people think that by having a traction control, they can open full throttle everywhere, but MotoGP footage clearly shows that top drivers don’t use it this way.

Ducati introduced its DTC (Ducati Traction Control) in all its sports bikes since the 1098R, but also on for example the Streetfighter. The new ZX-10 sports the S-KTRC (Sport-Kawasaki TRaction Control) system, the Aprilia RVS4 APRC SE is equipped with APRC (Aprilia Performance Ride Control), including ATC (Aprilia Traction Control). These are not optional, but standard equipment on production bikes and stress the importance of traction control even in every day use. Everybody knows what happens when you ride on a white line or a wet spot just after a turn, and don’t forget tyre conditions, which are not always top when it comes to performance and grip.

Modern sports bikes have very high power and torque, creating problems for amateur riders. That’s why the different power mappings have been introduced on sports bikes. Electronic injection ECU is very sophisticated and the engines nowadays are always very smooth. But traction loss depends on how much the throttle is opened: the more power and torque are available, the more trouble with traction loss occur.

A traction control can be managed in 2 ways:

• Continuously checking the RPM variations
• Comparing the slip difference between front and rear wheel

The advantage of the first is its easiness: no additional sensors are required. Moreover it is not affected by bike lean angle.
The disadvantage is the imperfect identification of the traction loss condition. In fact, if it is quick (micro and macro spinning), the system is able to recognize and properly act on the engine power. In case of constant slip, like in the centre of the curve with mid throttle, the wheel accelerates in a constant way and the system is not able to properly recognize the slip and act. Moreover the system is able to act only when the RPM variation is higher than what the engine expects and this creates a sort of delay and an incomplete control of the traction loss.

The advantage of the second is that these systems can immediately act when the traction loss rises, because they read it through sensors. However even this solution has some disadvantages:

• Hall sensors, which measure the wheels speed, must be carefully installed to properly read this important data.
• Front and rear tires, due to their shape, have a different diameter between bends and straights. This difference is even affected by the tire pressure and tire model.
There are more advantages than disadvantages. The difference in diameter during the curves can be used for a system more sensitive at the maximum lean angle, i.e. when it’s really necessary.



Our technical department decided to develop a system that uses the second way of managing. Even if it’s more complicated, it gives the possibility of creating a very fast and precise system in every traction loss condition, perfectly adapting to the driving condition.

Power-Slide Control parameters to be set up are:

• Circumferential difference between front and rear wheel.
• Number of reading points of both front and rear sensors.
• Riders can adjust the sensitivity through a proper trimmer.
• Riders can decide to activate or deactivate the launch control.

Some systems use an external sensor: DTC, for example, uses a gyroscope to recognize if the bike is running straight or turning. But in fact, an undesired activation of the traction control on the straight, with consequent cut of engine power, can affect the racing position.
For the same reason, other systems use a sensor on the front fork to see if it is extended or not.

The Power-Slide Control, thanks to 4-PROGRESSIVE algorithm (responsible for all calculations), does not require any additional sensor. It is able to auto-adapt to both situations. It understand when the bike is turning or not, avoiding a cut into the acceleration phase, with no effect on the top speed. Thanks to the 2 cylinders management and to 4- PROGRESSIVE algorithm, the Power-Slide Control is auto-adapting to the bike’s needs, operating a power cut from 5% till 65% in a dynamic and progressive manner.

This has several advantages:

• No reduction of top speed and acceleration.
• System operates very smoothly at the beginning and becomes stronger if needed.

This is the reason why our system does not require the ‘cut’ set-up. Competitors’ systems are based on a constant ‘cut’ idea. This means a constant acting, and is more noticeable than Power-Slide Control One.

The Power-Slide Control correctly acts either on fast and slow bends or straights. It’s not necessary to ‘cheat’ the ECU with strange wheel ratio unless the rider wants the system to act differently in slow and fast turns.

The Power-Slide Control has integrated launch control. It is able to detect when the front wheel is not on the ground and acts constantly, always in a smooth way. This is a big advantage in terms of performances and rider’s feeling. This feature acts not only during the start but even during the race, so it can be considered a spin control.

The Power-Slide Control can be connected with either coils or injectors. It works the same,
however the Plug& Play harnesses provided with the kit, are only for coils connection.
In order to simplify the installation, a carbon plate, ready to be drilled and cut, is provided with the kit, to position the lights, switches and trimmer in a better way.



In order to communicate with the rider, several controls have been introduced.
On the carbon panel there are 2 leds. The first indicates errors on the system and notifies the rider about the malfunctioning, The second led informs the rider that the Power-Slide Control is active in that exact moment.

There are two microcontrollers. One manages the slide evaluation system through the wheels
sensors, the other checks in real time whether the first one is properly working and even eventual hardware troubles.

Both microcontrollers are redundant. This means that if one stops working, the other activates it immediately. Thanks to the led, the rider knows about this kind of trouble and can change his way of riding.

These microprocessors are controlled by an external circuit that, in case of failure, is able to activate the previous ones.

Note that our automotive hall wheels sensors are supplied by the same supplier that provides the biggest Italian motorcycle group. We made this choice because we are aware of the importance of the quality of the sensors in the control system.

Moreover, there is an on/off switch in order to bypass in case of malfunctioning. This means the rider van finish his race no matter what happens.

Harnesses are plug& play for all Japaneses sports bikes, Ducati, MVAgusta, Aprilia, KTM and Triumph. This, as well as the easy fitment, guarantees the proper status of connections.

All connectors, switches and leds are waterproof.

In order to guarantee the proper distance between sensors and wheel bolts, proper calibrated plates are supplied with the kit.

It’s possible to order a check system to verify the proper mounting of all components, before use on track.

The Power-Slide Control is protected against wrong installation of the connectors. The ECU will not burn in any case, it will just stop working but can still be used. The ECU is protected against vibrations and heating.

The Power-Slide Control is conform required CE-norms. In order to support the end user better, a network of certified workshops is under construction. IRC assures that these workshops know the product through and through and can properly install the product.



The Power-Slide Control has a connection for telemetry systems; which means it’s possible to analyze the behaviour of the system during a full race.



Our aim was to develop a system that acts smoothly. A system that follows the rider and gives him good feedback and feeling instead of a system which asks the rider to just trust blindly on it.



Notification: The Power-Slide Control is not a safety system. Its aim is to support the driver. Do not open full throttle hoping that the Power-Slide Control always stops you from crashing.