For example: on the MY13-16 250L the Green zone adds 100uS of injector pulsewidth multiplied by your setting. It literally just adds a fixed amount of fuel to each zone base on your setting. Take the EJK for instance, it adds fuel in the LOW, MID, and HIGH ranges which roughly corresponds to Green, Yellow, and Red zones. I am not a fan of piggyback fuel controllers because they can cause more issues than solutions they create. I solely run a custom calibration on my CRF250L with a 300 crank. I have been developing these calibrations for about a year and a half. With this method you do not need to purchase a new ECU and you retain OEM functionality without repining the harness or having CEL's. This is convenient when converting to the CBR250 / 300 specification. Essentially all of the mapping from those models can be loaded into your stock ECU. The $59.99 CBR250/300 calibration swaps are basic simple reflashes. The custom tune essentially takes this 91 octane base tune one step further by taking extensive data logs and rebuilding calibrations for your specific bike and its specific hardware, this is essential for dialing big cams. Additionally, we account for any standard bolt ons that you may have, like a header, silencer, larger throttle body, big bore, or airbox mod. With the 91 Octane tune we advance the ignition timing to make use of 91+ octane (R+M) / 2. Our Facebook webstore currently is the best way to purchase products and services. We can be directly contacted on Facebook or emailed at We monitor both inboxes regularly and will provide timely responses. We do not currently have a website in place, but may add one in the future. We are a very small outfit, husband and wife team. Looks interesting and I would prefer a remap over a piggyback solution. Has anyone dealt with 550Performance (Facebook link is the only web presence I could find).ĮCU Tuning - Honda CRF 250 L MY13 - MY20 - 91 Octane Tune $79.99 Eight different dial selectable flash ol bling and it might make me a bit more visible. Unrelated to the ECU reflash, I also have a sweet little plug and play stop light modulator from 550Performance called PULSAR. It is for these reasons I can recommend 550Performance without hesitation. Using the reliable Keihin ECU, avoiding EJK issues and potential reliability from a piggyback device, Ignition Map enhancements, all this for, and for less cost than an EJK, you'll have an ECU tuned for your bike exactly. I bought a second ECU to reflash and kept my OE ECU so I could still ride the bike while waiting a few days to get the new ECU back from 550Performance. The added spark advance seems to light the bike up sooner and, for me, I've noticed I can delay a downshift a little longer as the bike seems to more available torque especially at lower RPMs. The returned ECU was reinstalled and another mapping session was conducted verifying that the STFT values are now much closer to zero.ĭoing single gear (before and after reflash) 20-70MPH WOT runs, while recording data, enabled us to see some performance improvement. During reflash, the Ignition Map was modified slightly to make it more like that used by Honda street bikes that use this engine or similar engines. Based on observed STFT trims, the Main Fuel Table was modified, ECU reflashed and returned to me. The STFT data logs and my ECU were sent to Maverick Klotz at 550Performance. You want the Main Fuel Table as close to right as possible so STFT are very small or zero.) STFT slightly modifies the Main Fuel Table. The data recorded looks at where your O2 sensor is placing your short term fuel trims (STFT is the bike's attempt to relearn and move the fuel supplied to where is belongs. I needed to map my bike by riding it in a variety of speed load operating points while recording data with my laptop via the diagnostic link connector. Additionally, when a piggyback device adds fuel, the bike's control system will try to reduce that added fuel if the added fuel is occurring while in closed loop. The EJK has no ignition change capability. Reflashing allowed me to match the calibration to MY bike and opened up the ignition map. Increased throttle response, improved fuel economy, smooth power delivery and increased driveability are all normal gains from an ecu reflash.Yes, I have a 550Performance ECU on my '17 CRF250L and am very pleased. We don’t just try to achieve maximum peak horsepower. Each throttle position and rpm point is logged and analysed and adjusted accordingly. We use the latest state of the art Dynojet 250i dyno to develop a custom tune for bike. If you are wanting to get the best performance from your bike or simply remove Euro 4 restrictions then a custom ECU reflash on the dyno is the best way.
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