2007 yamaha r6 ecu flashing2/9/2024 ![]() ![]() Race ignition timing (for premium pump gas) ![]() Remove all speed and gear based restrictions Various fuel maps are available for bikes with stock exhaust, a full system, slip ons or a 3/4 (cat-back) exhaust system. You'll have a much more responsive and smooth throttle. We then fine tune, much like the YEC race ECU. We will give your bike an additional 5-7 rear wheel horsepower and remove all throttle and timing restrictions on the bike from the factory that US model YZF-R6s have. ![]() We can return the ECU to stock if needed, free of charge. We will make sure that every ECU is right for each rider. We are offering a service equal to or better than any of our competitors and with unparalleled support. Note - We know we're offering this service at a price point considerably lower than our competitors. You send us your ECU and we reflash it to your custom specifications. 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.Please don't hesitate to call us at 82 ( M-F 9-5 EST) if you have any questions for us about ECU flashing, or any other product. 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. ![]()
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