It also negatively impacts throttle response and smoothness by interrupting your engine’s normal exhaust pulse flow. It may sound cool, but is quite hard on the exhaust valves and will eventually blow the packing right out of your muffler. BUILDING CUSTOM MAPPING ON OUR DYNO IS WHAT WE SPECIALIZE IN, SO WE ARE CONSTANTLY CREATING NEW CUSTOM MAPPING AS NEW MOTORCYCLE MODELS, INTAKE AND EXHAUST SYSTEMS ARE RELEASED.Ī: In most cases, your bike’s AIS/PAIR system (the stock air-injection system equipped on most modern motorcycles for emissions compliance) should absolutely be removed, plugged or blocked off in some way! Once an aftermarket performance exhaust system (without a catalytic converter) is installed on your bike, this system will cause significant backfiring on deceleration. ON TOP OF ALL OF THAT, WE OFFER FREE MAPPING UPDATES FOR ANY FUTURE MODIFICATIONS YOU MAKE TO YOUR MOTORCYCLE AND ANY IMPROVEMENTS WE MAKE TO OUR CUSTOM MAPPING THROUGH OUR CONSTANT R&D PROCESS. THE COMBINATION OF THE CUSTOM FUEL AND IGNITION MAPPING THAT WE BUILD FOR EACH SETUP ON THE DYNO, IN CONJUNCTION WITH OUR CUSTOM THROTTLE MAPPING, PROVIDES THE SMOOTHEST AND STRONGEST ENGINE OPERATION POSSIBLE THROUGHOUT THE ENTIRE RPM RANGE. He is an authorized partner of BMW Motorrad in Greece.IN THE PAST DECADE, WE HAVE FLASHED MORE MOTORCYCLE ECU'S THAN ANYONE ELSE ON THE PLANET FOR ONE MAIN REASON: ALL OF OUR CUSTOM FUEL AND IGNITION MAPPING IS BUILT SPECIFICALLY FOR EACH MOTORCYCLE AND INTAKE/EXHAUST COMBINATION THAT WE OFFER FLASHING SUPPORT FOR! FOR THROTTLE-BY-WIRE MOTORCYCLES, OUR CUSTOM THROTTLE MAPPING HAS BEEN DEVELOPED AFTER THOUSANDS OF HOURS OF FEEDBACK AND TESTING FROM RIDERS ON THE STREET AND PROFESSIONAL RACERS ON THE TRACK. The only think you do is to sent him your ECU and tell him what is your problems and what you want to improve on the bike performance. He is a very nice and pro person who lives in Greece. The guy who did this job is called JOHN GEMI ( search him on youtube - facebook - google, wherever you want ). Very soon i will upload a video on the youtube for better review. Lamda sensor it doesnt nedd to remove it. So in conclusion, I am very happy flashing my ECU, i enjoy better riding, power and torque increased ( no flat spots ), smoother engine and better consumprion and if you dont like it you can go back to a dealer and flash you again the original, simple as that. She evens does a wheelie, if you start a little a faster or opening full throtle with 2nd gear. No clunky gearchanges(i am talking about K12S ). I can ride much easier now with 6th gear at 2000rpm's and also the gear change from 1st to 2nd-3rd-4th its very very very smooth. WIth tha same throtlle position i now have with 6th gear 150 kph instead of 120kph before flashing the ECU. Especiaslly when she hits 5000rpm's its like taking off, a nice boost through all therpm range till the rev limiter. No hesitation nowhere in the rpm range, better consumption, better in everything. No idle problems (the K13S doesnt have idle problems ) but also the torque of the engine is available from almost 1500 rpm's. I have to tell that is like i am driving a new bike. So recently I decided to flash my ECU instead of buying a PCV ( power commander ). If my above hypothesis - that BMW had to do this for emissions testing - is anywhere near correct, you can forget about a BMW-supplied map ever richening a section of its fuel map just to improve driveability.Ĭlick to expand.Hi, I have a K1200S 2006 model, i was facing almost the same issue but not only in the 5000 to 6000 rpm's but also at 3000 to 4000. This same rpm range, when you’re rapidly passing through it on large throttle, would be in open loop (alpha-n) fueling that’s solely based on throttle angle (alpha) and rpm ( n ), so it runs properly in that condition, Ergo, the bike could very well be babbling along in closed loop mode, happily chasing a lean condition via O2 sensor feedback to the ECU, all in order to pass a sniffer test designed to test highway cruising speed emissions. My understanding is that the K-bike community has no definitive answer for what rpm the fueling transitions out of closed loop mode. So we have a small throttle, constant speed, constant 5,000-ish rpm state and from that condition the bike wants to hesitate when you smoothly roll-on the throttle. Various things can create a torque dip - cam timing, exhaust design, or a lean condition intentionally inserted into the rev range that is tested for noise, emissions, and/or fuel economy in government emissions testing. What these graphs tend to display is a pretty significant dip in torque in the 5,000 - 6,000 rpm range. This is a fairly representative example of a K1300 dyno chart.
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