We have recommendations for everything in-between. From a completely stock bike for daily street use, to a purpose built race bike that’s only used on weekends. Using both our Dynojet Motorcycle dyno and data gathered from the race track, we can offer insight on the settings that best fit your riding style. This is due to strict EPA laws in which limit the manufactures to a specific noise level, fuel efficiency, speed limiter, and even limiting horsepower in some countries. While changing these parameters we can improve performance, reliability, and often times unlock any restrictions set by the ECU. Also, how robust are these cooling fans? If you are going to be running them all the time (you would need to in hopes of staying in your ECT window) how long will they survive? How much testing was done in this regard?Īs for the increased air flow, you really need to talk to Dennis about a test he ran on the air filter lid mod.ECU FLASHING WHAT DOES IT MEAN TO FLASH AN ECU AND HOW DOES IT BENEFIT? LET’S BREAK IT DOWN.įlashing an ECU is to make a hard change within the stock parameters, unlike a piggyback system which merely tricks the ECU into the changes you make. Thus I asked if the knock-sensor is sensitive/quick enough to 'catch' any change and reduce timing far enough to avoid damage. But internally there are plenty of 1.3-1.5L engines in cars/SUV's these days that could be transposed with motorcycle engines and operate just fine with the proper electronics, mounting etc.Īs for timing changes, you stated you can only lower the ECT by 7deg max by turning the fans on sooner! This is a VERY narrow window in which to operate when making timing changes and has me concerned with how much change you are making and the safety/reliability of the engine if ECT or IAT goes out of range due to inadequate cooling or hotter than anticipated intake air charge. So adding the exact same area inlet as the throttle body itself is questionable in its flow?I can't believe you just said that! The only thing 'not very similar' is the range of RPM operation, sure there are some differences but not that would be considered dissimilar enough as far as tuning/programming. with 'Questionable airflow'.Ģx 38.1mm holes are 100% the area of the 54mm throttle body itself. What engine timing modifications are you exactly concerned about?Īs for your small hole theory. Use the same gas station for your tests.Īutomotive and small engines are not very similar in most aspects than being fuel injected engines. So results in one location will be different in another. And even northern locations have differences again in spring and fall as winter blends stat to come in. If 91 performs better, then continue testing 91 vs 89.īut again remember, that pump fuels are different across all states in USA and provinces in Canada. If there is performance improvement noticed with 93 over 91.

If you are testing 89 (on your own merit) first, test both 93 and 91. My advice would be to avoid the 89 on the stage 1 unless you are stuck. If you are knowledgeable about engines, you could do some testing on the 89. I have not tested 89 and cannot give you specific answer. Only concern is that I would definitely get rid of the ethanol fuel for winter storage. The system uses oxygen sensors and will change fuel tuning for each fuel. Since I have both fuels available to me, what is your opinion on using the 89 octane non-ethanol with the stage 1 flash? Would you still recommend to avoid it? Thanks!Ethonal content doesn't matter. Again, no perceived benefits or problems. When traveling and non-ethanol was not available, I've always used 93 octane with 10% ethanol. Have you done any testing using non-ethanol gas versus the 10% ethanol that is (almost) mandatory in the States? Prior to flashing, I've used almost exclusively 89 octane non-ethanol fuel and never noticed any problems. My ECU is supposed to be returned to me tomorrow after Stage 1 flash at Wick-It.

Ecu flash motorcycle in connecticut