![]() Instead, they are constrained by emission standards, fuel economy targets, and sales considerations like rideability and safety. Unfortunately, engineers don’t work in isolation. But there are more important reasons to “flash” an ECU.įirst, let’s acknowledge that factory engineers are quite capable of producing motorcycles with extraordinary power and performance if left on their own. The impulse to tune an ECU starts with a desire for more horsepower. Most ECU tuning is intended for track use and likely to leave your bike out of compliance with emissions regulations. Before going ahead with any modifications, carefully consider any impact on your motorcycle warranty and emissions compliance.The cost to reflash an ECU is between $250 and $350 the cost to install and dyno tune a piggyback module like Power Commander can run $700 to $800 on top of the cost of the module itself.These devices improve fuel delivery, but do not alter ECU mapping tables, consequently overall performance improvements are limited. If an ECU tuning option is not available for your motorcycle, then the best fallback is to install a piggyback module such as a Power Commander from Dynojet or the EVO from Rapid Bike.Expect smooth throttle response and predictability across the power band, longer engine life, lower operating temperatures, and yes more horsepower.Call and talk to at least two tuners before going ahead. Carefully choose your ECU tuner, they are not all the same and the outcome depends on multiple factors, not the least being competency and experience.Re-tuning the ECU is a must when running aftermarket exhaust or air intake systems to adjust fuel mixture to match improved airflow.(Just a reminder, American Sport Touring does not accept endorsement fees or compensation of any kind from those who contribute.) Six Key Takeaways For balance, we also listened to feedback from riders. To get a complete picture, we spoke with several major tuners, and had an in-depth conversation with Nate Phipps at 2 Wheel DynoWorks. This article explains how to go about modifying your ECU safely and what to consider before going ahead. Which is why experienced riders seek-out ECU modifications to put more of that control directly in their hands. In fact, the ECU, not the rider, has the final say about throttle response. This amazing device is known as the Engine Control Unit or ECU for short. A device that listens to throttle inputs and then translates them into signals that control engine performance. 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.Hidden under the fairings of your sport touring motorcycle lies an electronic marvel that can best be described as an ever present, always rational, never flustered, copilot. 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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