Q: Do I “need” to flash my ECU if I modify my intake and/or exhaust system?Ī: No, this is America and you can do whatever you want! USUALLY, flashing your ECU isn’t “necessary” in the sense that NOT doing so will somehow cause immediate and catastrophic damage to your engine (in most cases). To better understand the performance improvements that will be made to your specific motorcycle with our ECU flash, check out the example dyno graph(s) listed in the Mail-In ECU Flashing Service product description for your specific bike. In other words, this means that your bike will simply run smoother, stronger and cooler than it ever has before! With our custom ECU mapping, built SPECIFICALLY on our dyno for your motorcycle's EXACT aftermarket intake/exhaust combination, your engine's peak performance, throttle response (and on/off throttle transition smoothness), and longevity will be improved. With our ECU flash, all of those restrictions are removed.įurthermore, installing aftermarket intake and/or exhaust components to improve airflow through the engine are incredibly popular modifications that many owners choose to make to their motorcycles, but without appropriate custom ECU mapping to match the improved airflow provided by those parts, the bike simply won't ever run as well as it should. In most cases, ALL of those restrictions are present to varying degrees in Euro 4 and Euro 5 emissions complaint motorcycles (ESPECIALLY for US production models). Whether those restrictions come in the form of electronic throttle restrictions, ignition timing restrictions, and/or lean fuel mapping for emissions compliance is specific to each motorcycle's year and model. The bike is fully capable of putting a careless/stupid rider in the hospital in a hurry, just as a fast sportyish liter class bike should be.Q: What will having 2WDW flash my motorcycle's ECU actually do for me?Ī: All modern motorcycles come with some form of restriction(s) built into the stock ECU mapping in one form or another for emissions compliance. The throttle grip is cabled to the primaries and without ECU controlled fun police nanny secondary butterflies, it is smooth and yet immediate and manic. The FZ1 has an Akra full exhaust and had its secondary butterflies removed with ECU mapping to match. Giving up a few HP on that bike's top end, but the ADV bike is not really about top end anyway. The Super T has a Yosh can on it and the uncorked 270 degree twin sounds wonderful, but still wears it's CAT, so I am not feeling bad about it's pollution levels. Flashing both bike's ECUs made a massive improvement, making their systems feel like an always perfectly dialed set of analog carbs - creamy, smooth and responsive. My '14 Super Tenere was annoying, my '06 FZ1 was so bad it was actually bordering on dangerous in this regard. My experience is with Yamahas, which suffer from on/off jerky throttle response. The older piggyback tuners did not have the blocked off "EPA" area on their tables. “I want to know what each individual cylinder is doing.” To do this, Pathak installs individual sensors at the header pipes, as far upstream as possible, and especially before the exhaust gasses reach any cross-over pipes. Unless you have a single-cylinder motorcycle, the sensor is located so far downstream that you’re getting an average reading from all the cylinders. While many aftermarket exhausts will have a bung to attach an O2 sensor and read the air/fuel mixture, the reading you’ll get from it is generally useless information. A quick peek at the air/fuel ratio throughout the rev range could also clue us in on spots to improve.Īs the saying goes, the devil is in the details, and it’s here that Pathak clues us in on a fallacy. Dips, flat spots, and irregularities generally point to areas of improvement. Peak power and torque are fun numbers to talk about, but Pathak is more curious about the entire curve. Upon receiving a new bike, the first step Pathak takes is to put it on the dyno to get a baseline run.
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