The question is weather i can achieve that extra punch from the SV by ECU Flashing it without compromising it's reliability. I do suppose the SV might bore me but every single review and opinion on it just keeps praising the engine, so i guess there's got to be something there right? Main reason I am worried the SV just won't do the trick for me is that i had a Hornet, and though it's pretty numb in low-mid range, that thing hits when you reach 7000RPM, and I do miss the rocket launch feeling. If not, is there anyone who managed to fix that with ECU Flashing the SV? Can Flashing the SV pull it up closer to the Dukes' punchy performance?Īnd last but not least concern, looking for a very professional opinion on this one, does ECU Flashing your bike threaten to wear it out quicker? I mean, there must be a price for all the goodness. So couple of things that have been running through my mind are:Ĭan anyone say weather he had/s a last gen SV and after the "honeymoon" era is over, does it still smack you when you push full throttle? My main concern is that the SV will not be able to give me the thrill as it's just not an agressive bike whatsoever, but on the other hand the duke is harder and more costy to maintain, and as I'm a student it is something to think about. 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.Hello everyone, looking for some professional opinion on a debate i currently have with myself on my next bike.Ĭurrently trying to decide weather i want to go with a Duke 690 or an SV 650, both latest gen.īoth offer what I am looking for which is low range available torque, but the packages are quite different as the SV offers reliability and peace of mind while the Duke offers the thrill. 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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