With an actual ECU Flash, you can adjust almost every single parameter that affects how your run. Most piggybacks are designed to work in conjunction with factory sensors and do not offer any tuning changes other than timing, rev limiters, fuel cut-off, etc. No “tuning” can hold a candle to the power and control that a programmer offers over your engine’s parameters. With an ECU flash, you will be getting all the features of a piggyback plus more! A fully tuned computer has many benefits. So, what exactly is an ECU flash? And how does it differ from a piggyback? Let’s find out! Shop All Tuning Systems and ECU Components Here What Is An ECU Flash?Īn ECU flash, or a full replacement tune, is a 100% raw replacement of your stock computer with a new tuned one. What’s the difference? Which one is better for your car? In this article, we will break it down for you and help you decide which type of tune is right for your vehicle. 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.There is a lot of confusion between ECU flashes and piggybacks. 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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