#Yamaha ecu flash upgrade#
#Yamaha ecu flash full#

Even if there would be another couple hp in getting the tune specifically for the stock exhaust, the rideability has improved so much that I am happy.Īlright, let me try and be super comprehensive to clear this up. I told me he'd be happy at any time to go back to a flash+PC if I wanted it, but I think I am more than happy with the current setup. According to him, he wasn't concerned at all about using it on my essentially stock bike.

#Yamaha ecu flash full#

PS: One minor thing of note, Ivan mentioned that the ECU tune was actually done on a bike with the full Akro setup. For anyone on the fence about doing this upgrade, especially considering the now cheaper cost of doing it, definitely take the plunge.

I can't wait for summer where I'll be reaping the benefits of the lower fan turn on temperature as well. I am also convinced that the higher RPM's have become less buzzy. I no longer need or desire to do this at all - rolling on the throttle again is buttery smooth. I previously used a bad habit, where I would slip the clutch a bit as I rolled on the throttle to prevent the imbalance caused by the jerkiness of the throttle response. Not only is there WAAAYYY more power, but it is also significantly smoother. I still have a stock cat/midpipe with slip ons, so while there is a bigger hit (and meaner snarl) in the top range, the biggest difference is down low.

#Yamaha ecu flash upgrade#

I just got back from my first day out since the upgrade and wow, what a transformation below 6,000 RPM. I installed the air filter and block off plates as well and boy what a difference. In my case, I don't plan on any further updates, so just the ECU was fine with me. This saves you the money of having to buy a power commander, but also means that if you ever wanted to go get dyno tuned, you'd have to buy a power commander first. He called me and said that he is now offering a new package - one that you don't need the power commander for! He said that he essentially has added all of the tune to the ECU, enabling someone to get just an ECU flash and get the benefit that previously required the ECU + PC. 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.I just recently sent my ECU out to Ivan expecting to get the ECU flash, power commander, air filter, and block off plates. 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.