You can decide for yourself which you prefer, but there's no question that dyno tuning is the way to go versus flashing. It's worth the minimal difference in additional cost for the peace of mind alone knowing your bike is running safe and optimally. I'm much happier with the results after having my bike dialed in on the dyno versus when I was running the flash. An in-person dyno tuning session guarantees that the changes being made are 100% applicable to your specific bike, not some other bike running a similar setup. Things like disabling deceleration fuel cut for even smoother throttle response and a less aggressive engine braking effect, disabling the codes for the PAIR valve, oxygen sensor, and exhaust valve.Īll that said, I've been through this game and will always recommend having the bike dyno tuned versus a one size fits all, generic ECU flash, no matter who it's from. There's also other changes that can be made within the flash parameters, but they're dependent upon your particular setup and/or preferences. Having the secondary plates actually matching your throttle inputs at all times is where the biggest difference in power comes from after a flash or dyno tune. You can see this for yourself very clearly in the STV charts in the tuning videos online. More often than not, the ECU is restricting throttle openings to less than half of what you're requesting via throttle input. Our new touch-screen Flash Tool (FT) programmer for ECU 'map' updating. The factory has the secondary throttle plates restricting power by remaining partially closed in most of the RPM band and in all gears. GT MOTOCYCLES® Re-flash Tool for your 0920 V7 Mk I-II-III, V9 : ALL E4 MODELS PAID PRE-ORDER ONLY - SLOW TO SHIP - ALLOW 610 WEEKS SEE LINK BELOW FOR the V7-850, V9 & V85TT E5 UpMap device. The secondary throttle plate restrictions will also be removed, so whatever throttle position your right hand is commanding will perfectly equal actual throttle plate openings. This is a good thing in terms engine longevity. The temperature at which the radiator cooling fan comes on will also be lower, which will keep the bike running cooler. This will be eliminated during a flash or dyno tune. The lower gears have timing retard built in, which limits power output. This involves changing fuel and ignition mapping values to optimise performance characteristics around your bike’s upgrades. Other than fueling, there's also several other benefits to having the ECU flashed (or preferably, dyno tuned). Reflashing the ECU, or a flash tune, involves modifying your bike’s engine control unit, or ECU (it’s also commonly called an engine control module, or ECM). Throttle response will be smoothed dramatically once the fueling is corrected. The lean factory fuel mapping is done for emissions compliance purposes and that's why there are so many complaints regarding throttle snatch or the on/off feeling on newer bikes. Lean fueling makes for a terribly aggressive throttle response. Having the fueling dialed in will not only increase power, but also lower combustion temperatures and improve overall ridability. The factory mapping has these bikes running very lean in the low to midrange and this is exacerbated now that your engine is breathing more freely. Proper fueling is essential to make the most of that new Yoshimura exhaust. There's a long list of advantages to getting the bike properly mapped to account for the new exhaust. Do not listen to anyone who says it will. The ECU flash will not impact the traction control or ABS functions in any way. You have traction control and (possibly) ABS. When writing, you'll also have to check the given checksum and add a start offset value.Your bike is a 2016, correct? If so, you do not have any user selectable rider modes. This is especially why only well-documented individuals should cross the line between reading and writing in the case of this program. Writing it is a whole different story, and just like in the case of computers, doing it without having a clear idea about what you are doing will lead to catastrophic results, possibly rendering your bike useless. Reading it should give you an idea of how well the bike performs and if there are any errors that have been reported through all available sensors. Afterward, you'll have to either read or write the drive included with your bike's ECU. The user is responsible for understanding and selecting the right interface, be it FTDI or J2534. The user can also write or read the associated EEPROM modules much, in the same way, the ECU is read. This means that any advanced user will be able to read data from the main computer that's tied to the motorcycle's sensors and inner machinery, all while also having the option to rewrite the algorithms that guide the motorbike's functionality. HondaECU: Kline deals with Honda motorcycle ECU reading and writing.
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