ECU flash Canada

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#1
Anyone know where I can flash 2014 ECU in the GTA or CANADA?

What were your results? Any downside?

Thanks
 
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#3
Very well detailed! As the new owner, I do find that the bike is very abrupt at low RPM. When moving off, the bike surges very quickly, almost as if it’s an anti-stall feature. I noticed the fuel economy was average of 5.1 L per 100 kilometers, from previous owner.

I just found a place in Toronto that does ECU flash... Champion Cycle. I will check them out and advise.

Thanks for the feedback!
 

twinrider

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#4
There is a guy in the UK with an excellent dyno-developed map that I'm using. He would just have to email it to a shop that can upload it on your end. You might want to ping him and see if it works on Canadian bikes. Chris Steedman.

http://www.cjsracing.co.uk/
 
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#5
I talked to Champion cycle here in Toronto. They recommend adding a Dyna jet fuel commander, ECU flash along with a Dyno tune. Not much change back from $1000 but, they claim the end results are outstanding. Any thoughts?
 
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#6
I talked to Champion cycle here in Toronto. They recommend adding a Dyna jet fuel commander, ECU flash along with a Dyno tune. Not much change back from $1000 but, they claim the end results are outstanding. Any thoughts?
imho the upsell for PC V is not necessary as a dyno tune should correct any fueling issues on your specific bike. Just read that someone who installed a PC V & played with settings has now set it to zero & just uses the ecu flash. Flash Tune ECU is the most popular software vs ECUnleased, which is locked down & requires a paid key to use each time. Just as an example of pricing 2WheelDynoWorks charges around $400 for a dyno tune/flash & $350 for a mail in flash that does having fuel mapping for most aftermarket header/pipe/air filter combos. The gains/benefits from a PC V over a well sorted flash will be minimal on the S10 (assuming the flash alters fuel maps in addition to throttle maps).
 
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#7
imho the upsell for PC V is not necessary as a dyno tune should correct any fueling issues on your specific bike. Just read that someone who installed a PC V & played with settings has now set it to zero & just uses the ecu flash. Flash Tune ECU is the most popular software vs ECUnleased, which is locked down & requires a paid key to use each time. Just as an example of pricing 2WheelDynoWorks charges around $400 for a dyno tune/flash & $350 for a mail in flash that does having fuel mapping for most aftermarket header/pipe/air filter combos. The gains/benefits from a PC V over a well sorted flash will be minimal on the S10 (assuming the flash alters fuel maps in addition to throttle maps).
Lots to think about then. They charge $300 for an over-the-counter ECU flash. I believe they wanted another $200 to have the ECU flashed on the dyno. He spoke highly of the fuel controller to make the ultimate gains. However, I agree with your comments that a dyno and ECU flash should be able to control the fuel map.

More investigating required.
 
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#8
Lots to think about then. They charge $300 for an over-the-counter ECU flash. I believe they wanted another $200 to have the ECU flashed on the dyno. He spoke highly of the fuel controller to make the ultimate gains. However, I agree with your comments that a dyno and ECU flash should be able to control the fuel map.

More investigating required.
My dyno tune/flash + Arrow header completely transformed the bike & my riding experience....all to the good side of the ledger...power output, fueling & throttle response are exemplary now (particularly at real world speeds) & the bike is an absolute hoot surfing the massively flat torque from 3,500 to 6,500! It will chugga chugga away from idle without a hiccup in most every gear. The Uni-Filters & larger tailpipe was icing on the cake adding a little more urgency & refinement.

The PC V makes more sense for a higher output, lighter bike or as a means to improve fueling in the absence of a dyno tune/flash or for those seeking absolute control over fueling....it works best with wide band O2 sensors added to the header. The S10's forte is <6,500 rpm & the flash will provide the largest & most cost effective benefits for those rpms. Because the S10 really benefits from improved air velocity, smoothing low rpm response & willingness to rev, decatting & freer flowing air filter may provide more benefit than the PC V at potentially less cost.
 
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#10
My dyno tune/flash + Arrow header completely transformed the bike & my riding experience....all to the good side of the ledger...power output, fueling & throttle response are exemplary now (particularly at real world speeds) & the bike is an absolute hoot surfing the massively flat torque from 3,500 to 6,500! It will chugga chugga away from idle without a hiccup in most every gear. The Uni-Filters & larger tailpipe was icing on the cake adding a little more urgency & refinement.

The PC V makes more sense for a higher output, lighter bike or as a means to improve fueling in the absence of a dyno tune/flash or for those seeking absolute control over fueling....it works best with wide band O2 sensors added to the header. The S10's forte is <6,500 rpm & the flash will provide the largest & most cost effective benefits for those rpms. Because the S10 really benefits from improved air velocity, smoothing low rpm response & willingness to rev, decatting & freer flowing air filter may provide more benefit than the PC V at potentially less cost.
I have an Akrapovic pipe which is quiet with the DB killer. I would remove that first and then have the ECU flash-Dyno tune. That’s great information! Did your fuel economy improve?
 
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#12
I have an Akrapovic pipe which is quiet with the DB killer. I would remove that first and then have the ECU flash-Dyno tune. That’s great information! Did your fuel economy improve?
Mileage will be proportional to your throttle hand (riding style), amount & duration of increased rpm & amount of time spent in 'closed loop' (steady state & O2 sensors) vs 'open loop' (oem or flash fuel map)...the S10 gets thirstier >4k rpm...below that it is very frugal for displacement/weight of bike :) Keep in mind that removal of the throttle restrictions <5,500 rpm in the 1st 3 gears usually equates to improved performance in the rpm range used most often & 'open loop' operation & therefore more fuel being used. Some think that T mode gets better mileage than S mode, but both use the same fuel map, just have different throttle maps..S mode advances the throttle quicker.

My initial after flash 'overall' mileage temporarily dropped because of having so much fun...then returned to be similar to pre-flash when not ridden like a hooligan....that seems to be most peoples experience...the challenge will be to resist the hooligan spirit :) My 'open loop' (city riding) mileage has dropped slightly, but the 'closed loop' (hwy riding) mileage has remained similar to pre-flash levels. My post-flash mileage is typically in the 17km/L (48 mpg Imperial or 40 mpg us) to 21 km/L (59 mpg Imperial or 49 mpg us) range...which is similar to pre-flash.

Type of fuel & ethanol content will impact mileage as well. The S10 is tuned for Premium unleaded...my bike has performed best on Shell V-Power 91 no ethanol & Chevron 91 w/ethanol...surprisingly, Chevron 94 no ethanol does not work as well. Have heard of a few cases where bikes have carboned up when run on lower grade fuels.

What will also affect fuel mileage (& power) is a dirty fuel pump tea bag filter. The fuel injection system is sensitive to correct pressure....at only 35k km my filter was dirty enough to impact mileage & power...here is a link to my post on cleaning or replacing the filter.
 
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#13
Wow, great info. You should get into the tuning game as you certainly know how it works! I read how guys in the US are getting 53-55 miles per gallon, and 20% more horsepower after ECU unleashed has down the flash. Just seems hard to believe.

Should I leave the current exhaust set up and tuned, or, get a new pipe without the cat?

Hooligan mode… Love it! LOL
 
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#14
Wow, great info. You should get into the tuning game as you certainly know how it works! I read how guys in the US are getting 53-55 miles per gallon, and 20% more horsepower after ECU unleashed has down the flash. Just seems hard to believe.

Should I leave the current exhaust set up and tuned, or, get a new pipe without the cat?

Hooligan mode… Love it! LOL
My high mileage was 23.4 km/l = 66.4 mpg imperial or 55 mpg us 2 up post flash...gentle riding with my son on pillion.

The up to 20% gains are in the 1st 3 gears under 5,500 rpm under certain throttle, loading, rpm, gear conditions after removal of the oem throttle map restrictions...NOT peak hp....this is the real world benefit of removing the restrictions...area of biggest gains is the 3,500 to 5,500 rpm range.

Cat removal is the 2nd most impactful tweak & will require a re-tune due to reduction in back pressure. But because it is removing an emissions component that may be in violation of government regs some shy away. I waited until my bike was off warranty before doing my changes + BC no longer has emissions testing.
 
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#15
My high mileage was 23.4 km/l = 66.4 mpg imperial or 55 mpg us 2 up post flash...gentle riding with my son on pillion.

The up to 20% gains are in the 1st 3 gears under 5,500 rpm under certain throttle, loading, rpm, gear conditions after removal of the oem throttle map restrictions...NOT peak hp....this is the real world benefit of removing the restrictions...area of biggest gains is the 3,500 to 5,500 rpm range.

Cat removal is the 2nd most impactful tweak & will require a re-tune due to reduction in back pressure. But because it is removing an emissions component that may be in violation of government regs some shy away. I waited until my bike was off warranty before doing my changes + BC no longer has emissions testing.

there's no emissions testing in Ontario on motorcycles, so that shouldn't be a problem.

Is there a noticeable increase in performance of a flash and Dyno versus just an over-the-counter flash? I'm wondering if it's worthwhile spending the extra $200-$300 for a Dyno tune vs. an over-the-counter ECU flash only.
 
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#16
there's no emissions testing in Ontario on motorcycles, so that shouldn't be a problem.

Is there a noticeable increase in performance of a flash and Dyno versus just an over-the-counter flash? I'm wondering if it's worthwhile spending the extra $200-$300 for a Dyno tune vs. an over-the-counter ECU flash only.
A dyno tune would improve performance a little by identifying peaks & valleys in the powerband & dialing in fueling for your specific bike...think refinement....particularly off idle & in the 2k to 2800 rpms & 3500 to 4500 rpms where the S10 is known to have peaks & valleys (have read where some generic flashes struggle with them...this is where it might pay to use a tuner experienced with S10 maps)...but the heavy lifting will already be done by the flash.

I would want to know how many S10s of your generation bike (gen 1 vs gen 2 maps will be different for both fueling & throttle maps) the tuner has done...the larger the number the more refined their flash should be.

Providing that the tuner has refined/proven maps then perhaps more benefit would be had by using the dyno money on decatting and/or free flowing air filter.
 
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