![]() You know: Build a connector to connect to the COM terminals of the ECU, incorporate a power supply to this harness, download "this" software (even if I have to pay for it), open software, connect to ECU, etc.Īlso, please don't tell me something is "best left to a professional". I understand the theory of ECU tuning, I want to know specifically how to do it. I started getting better hits when I tried DIY ECU flash. The piggyback tuners can only screw with the injector signal.Īnd I know how to use Google (boolean search and what not). You get way more tuning parameters too, like everything I've seen in these Flash your ECU websites like turning off decel fuel cut or bypassing o2 sensors, etc. Now they've gone to a CANbus USB type that goes right onto the ECU port in the wiring harness and allows you to tune from an app on your phone. In the 00's and early teens the tuners were the piggyback style that would alter the pulse width and duration of the injector signal to give more fuel. Not sure I'll ever see that though.Ĭlick to expand.Actually tuning in the Harley world went in the opposite direction. I dream of the day we will shove a usb stick (like flashing a tv) in a connector and it will load a csv file containing the mappings (or write back out why it was rejected, like non-monotonic or unsafe values). with a steep entry cost I think, unless the info I found is old style. So, doing it yourself is an admirable idea. The investment is high for the seller and the return takes time. So essentially the client pay for data to be installed and the research time. Considering that the cost of an ecu component is 200+ it is a not a good offer to provide one to clients. The mapping becomes a precious secret practically copyrighted. There is much tuning and you can guess there is a lot dyno time for a top quality map. Every throttle position (a collection of ranges) and rpms (another collection of ranges) maps to an injector opened-closed cycle, iirc. The other side of it, the one trying to make a business of it, is not designing a mapping out of guesswork. (I'm not advertising, it's just a search result) Chances are that in the future maybe a good soul will write opensource for it, but the cost of the physical interface will likely jump up, because there is money to make from flashing ecus. 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.It involves some equipment obviously to connect to the physical interface with a computer, and a software which is likely not free either. 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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