Motorcycle ecu flash great dunmow3/29/2024 ![]() After I save a little more, I'll buy the racks and install them. I have some H&B Gobis coming in a few days. The ST is a totally different ride than my 2012 Concours, kind of like comparing a Toyota 4x4 pick up to a Corvette. But, all this was pretty darn easy and didn't take very long. But, it holds the line well in turns for me as it is now. But, for a new rider, it might be a little too much. It seems to want to drop into turns a little faster than it did stock. I am actually thinking of lowering the forks to about 11 mm. Next, and probably the last major addition, will be the ADV Rider bash plate. A installed the Altrider crash bars a while back. I added a 1/4 inch midsole and a vibram lug sole to my Gaerne shorties, which I now think are the perfect daily boot for me. It is almost a little too low for me now, even though I only have a 30-inch inseam. I also lowered the rear brake pedal a bit to make it easier to rest my foot over it with the thicker boots. Those two mods gave it two more inches of leg reach. I lowered the stock seat using the shorter little rubber bumpers I ordered, again following the directions I learned on this forum. ![]() It stands fine, but not so angled that it makes me worry when I get off using the left foot peg. I absolutely hated how far over the bike angled on the stand before I lowered it. I also raise the forks 1/2 inch, which is about 12.5 mm, again following the advice I found on this forum. I used Jaxon's 1 inch lowering links and followed the directions I found on this forum. 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.Since I bought the ST for my son to ride with me, and he has 29-inch inseams and it's his first bike, I lowered it. 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.
0 Comments
Leave a Reply.AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |