![]() ![]() Without specific control over both sets of fuel mapping tables, some of the lighter throttle/load points simply can’t be properly tuned. They don’t allow for adjustment of the individual IAP vs RPM and TPS v RPM tables, which the ECU references and weights differently depending on the particular load, throttle, and engine speed (RPM) data inputs that are constantly being referenced by the fuel mapping algorithms. Let’s fast forward to the modern era of motorcycle fuel injection systems and emissions compliance! Even on a relatively simple fuel injection system, like the one used on a Yamaha FZ/MT-07, Power Commanders, and every other piggyback fuel controller, simply doesn’t cut it anymore. Before ECU flashing, they were the best solution on the market! Depending on the bike, they usually cost anywhere between $320 and a whopping $1250, take 1-3 hours to properly install inline with the bike’s fuel injection, and sometimes ignition, system. They allow for adjustment of the TPS (throttle position) vs RPM fuel mapping with a high level of resolution for most applications. Nels, and our technicians, have installed THOUSANDS of these piggyback fuel controllers on motorcycles over the past decade or so, because they’re a great tool for an experienced and qualified tuner to use when adjusting fuel, and sometimes ignition timing, mapping on a dyno when no other solutions are/were available. The single most popular piggyback fuel controller on the market is the Power Commander, but many others exist on the market (Bazzaz, RapidBike, EJK, etc). Until the late 2000’s, there simply wasn’t access to the mapping in stock ECU’s, so a piggyback fuel controller (a device that intercepts and taps into the fuel injectors, throttle position sensor, and sometimes several other fuel injection components) had to be used to tune and dial in a motorcycle. PLEASE, unless there is no quality ECU flashing available for your bike, don’t waste your money on a Power Commander, Bazzaz or any other piggyback style fuel controller! Quite simply, they’re a waste of money when there’s total control over the mapping in the stock ECU for most modern bikes on the market. What I would give to get the smoothness you describe.This is going to be a long one, but we think that it is absolutely essential that anyone looking to maximize their motorcycle’s performance (and their own personal riding enjoyment) understand how to best tune and dial in their bike. Even from brand new most riders report shuddering and buzzing and needing things like ECU flashes but think that this is just the character of the engine. If you follow facebook groups and this forum, the riders who say their 900 is that smooth are a small minority. ![]() Seeing this makes me think that this engine is actually quite delicate and there are lots of small issues going around. Still I had two dealers ride it and they said it was normal (within the warranty period). The tracer however is never smooth and only pleasant to ride in high RPM's above the buzzing range. The 650 had character and could be abrupt so I had to learn to be smooth on the throttle but it felt completely normal and a lot of fun. Was your Versys a 1000 or 650? My 2019 Versys 650 was a lot smoother and I imagine the 4 cylinder 1000 will be a lot smoother still. ![]() I've heard the earlier FJ09's had a snatchy throttle and maybe an ECU flash would really help that, but for anyone thinking of a newer 900 I would suggest they ride it a good long while before thinking they need a flash. My Concours, FJR, Capo 1200 and Versys all had much worse throttle response and smoothness. It pulls like a bull, and is stead like eddy. It's one of the most remarkable things about the OEM ECU and engine that it is so smooth at all speeds, and spins right up to the rev limiter like butter. ![]() The darn thing is so smooth in 1st gear off the line and at all speeds 0-30 that my wrist feels magical. I have to say that of all the bikes I've had, I just can't imagine how my 900 could be any smoother. ![]()
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