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These problems range from faulty sensors to improper installation of parts or worse failing parts. And because a flash cracks into the ECU programming, that means there are many more parameters that can be adjusted. This is a nice feature for using the system when you are on a dyno, and makes it a little easier to compare the sensor readings to the sensor readings on a dyno. VALVE LASH in proper adjustment, tight valves can cause low compression poor mapping condition. This is why Power Commanders exist. I have absolutely no intention of racing this bike. The Power Commander comes pre-programmed with a base map for your bike, which is nice, and there are plenty of other free maps available to match whatever mods you've done, although you'll need a laptop and the Power Commander software to make changes. If you want a racebike, why didn't you get an R1? Hi, I was just wondering what is the difference between reflashing your ECU and adding a power commander. Those more comfortable with driving hundreds of miles to visit a tuning shop replete with a dynamometer and an in-house remapping savant would naturally attest to an ECU flash as the route to go. Less complicated compared to performing mechanical mods like the installation of a bigger turbocharger. 5HP and it actually wants to hit redline, I'm happy haha! The ECU flash does both of these things while also controlling ignition mapping, fan temperatures, rev limiters, OEM o2 sensor functionality, editing individual drive modes, engine braking, velocity stack changeover point, throttle mapping and more.
The performance change from stock is drastic, the whole persona of the bike is different. One good example of this is flashing naturally aspirated engines. 2, 5, 10, 15, 20, 25, 30, 40, 60, 80, 100%). Examples of piggyback systems are Dynojet Power Commanders, Bazzaz Z-FI, and Two Brothers Juice Box. There are three main categories of tuning systems: Piggy-back fuel controllers, ECU flashing, and race ECUs. The FZ10 for sure can be a race/track bike if it's what you prefer. Maybe that is what you are referring to. Is cat delete also referred to as a Y pipe? One of these being fuel mapping. Flashtune also color codes the cells to make it easier to look at. It all started so innocently with the replacement of the stock air filter with one of the superb K&N variants. In general, we are looking for an air to fuel ratio of 12. If the technicians experience any of these problems we will either attempt to correct them prior to tuning, while the vehicle is still bolted to the dyno, but if the issue is too severe to continue, the vehicle may need to be removed from the dyno altogether. It will still deliver the proper air to fuel ratio.
I know the difference... but what's more effective and why? We tune each motorcycle to be as powerful as it can be, while still tuning conservatively. If you just want the bike to run better and bring the ECU to perform better without the restrictions that emissions impose on these bikes an ECU flash is your best and cheapest bet. This includes a compression test and visual inspection to ensure that the vehicles engine and health are ready to be tuned to its full potential. They said they use ECU unleashed and they can flash in a map that should work well enough for around $350. Q: Can you map for race fuel? What I would like fixed is my lousy fuel economy. For example, entering -2 in a cell means 2% less fuel than the ECU's map at that point, entering +10 in a cell means 10% more fuel than the ECU's map. These systems give you a chart of adjustment cells for fuel ranging from 0% throttle to 100% throttle and 500 RPM to past the rev limiter and you make adjustments in a plus or minus percentage points. You know your stuff. I'll just start firing them off: Here's what we're working with: 2009 R6 KN air filter M4 slip-on with cat delete. Q: How does flashing help my motorcycle? A: Often, manufacturers are required to adhere to strict EPA laws, that limit the emissions a motorcycle can produce. Disclosure: We may get commissions for purchases made through links in this post.
For performance-driven riders, an ECU flash may seem like an appealing and worthwhile endeavor. The Power Commander V is slightly more expensive as a base unit, however the PCV for the Yamaha R3 offers control of the fuel mapping as well as ignition timing. A: Flashing is the rewriting of parameters and values, set in your OEM ECU by the manufacturer. The glasses alter the light before it enters your eyes so you can see better. However, these other modifications vary by ECU. Both methods have some of the same capabilities, but there are unique features of both systems. This sort of thing can be changed in the aRacer ECUs and we don't suffer from the same delicate tuning balance and it's easier to get smooth acceleration with a variety of exhausts and engine setups. In general, the process requires these steps, as follows: - Place a battery pack on the vehicle or motorcycle to ensure constant power and proper voltage supply while loading the software into the ECU. Spend the money for a quality exhaust system.
I would rank the different setups in this order: 1. So your expensive "custom tune" is constantly changing, even if you don't want it to, and often times if you take a custom tuned bike back to the same dyno the next day, you'll get different readinds. What's the difference??? Many times, we have had a bike in for mapping only to find that the fuel pressure is weak at high RPM. When it comes to ECU tuning beyond a standard flash, it's definitely best to go to a professional. With 10 throttle positions (more if desired) and 250RPM resolution, the Power Commander 6 is one of the most versatile tuners on the market.
It reads AFR from the exhaust with a wideband O2 sensor, but it also can read signals from the throttle body's MAP sensor, engine temperature, and other sensors. That's exactly what I want done lol. I have a Power Commander V and understand that the downloaded map from their website is just a ballpark guess. Because even in stock form, government restrictions, plus liability and reliability concerns from the manufacturer, likely mean your bike isn't performing as well as it could in, say, a world without speed limits or concerns over greenhouse gasses. Customers normally think it's mapping and bring a bike in for that.
I would also say to just get the bike working with the new exhaust and thats it. This article used to be combined with some dyno and exhaust stuff for the Yamaha R3, but with all the different engine tuning options on the market today, I felt it necessary to discuss it a little more and create a separate article. There is "driveway" / road about half way down the dragon, parson branch road. Or Will the pcV make the adjustments needed for the change in air/fueling? To squeeze every potential digit of horsepower and torque, the dynotune would be your best option out of the two you're looking into and an active tune system would be the absolute best solution. So if the power commander has same mods isnt it doing nothing but redundant tunning. You have to run all that extra wiring and connectors and stuff on the bike full time. I think an AIS delete is in order. You can even hone in on a specific moment in the data if you see something you want to analyze, and look at your fueling tables connected to that moment to see what the MAP pressure was and what your fueling and ignition programming was at that moment. Best bang for your buck is probably. Our Power Commander tuning device is a powerful device that can completely overhaul your driving experience.
The second method we go straight to the source and directly modify the fuel map the engineer developed in the ECU. There is an optional add-on quickshifter available, but there is no traction control available for the PCV. Now that you understand why you need your motorcycle mapped, as well as what we are doing while we are mapping it, let's look at things to consider before you bring your motorcycle in for fuel mapping. Typically a Power Commander will only alter your fueling and enable quick shifting. Best of all, no wire cutting or splicing is required (although this last bit is still contingent on the complexity of the module's design).
The same goes for your two-wheeler's AIS/PAIR system (stock air injection fitted on most modern bikes for emissions compliance). I wont say no to it, but it's not like I am planning on riding it to anywhere near the max. Next came fixing the highly frustrating "backpressure bung" that I could feel when getting back on the throttle. The process is relatively simple, but can take up to 6 hours to complete. How close are these generally? It easily connects to any computer through USB and has enough fuel change range for most aftermarket accessories.