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Brock covers ECU flashing, one of the most controversial and often misunderstood topics regarding modern sportbikes. What better guinea pig to put through the paces than “Gixzilla”, our ride-by-wire, ultra-consistent, and brutally reliable 2017 GSX-R1000? Per the norm, Brock tries to leave out as much of the technical ‘mumbo-jumbo’ as possible, while still delivering answers on specialized subjects. In addition, he relays experience-driven insight on questions you might not know to ask. Answers to questions like, “Do I need to pay special attention to my chain tension when using my quick shifter/auto-blipper to assure smooth, consistent shifts?” As well as hot-button questions such as, “Can I do a better job adjusting my ignition timing than Suzuki engineers?” These questions, plus more, are covered in Episode 7 (Part 1) - ECU Flashing (Quick Shifter & Ignition Timing). Check it out now.
The details :
Bike: Brock’s Performance 2017 GSX-R1000L7 Standard model (not the ‘R’ version) purchased from Fun For All Motorsports in Elizabethtown, KY
Exhaust: Brock’s Performance Alien Head 2™ full stainless exhaust system
Traction control: Motion Track Traction Control Standard (TC=OFF during testing)
Suzuki Drive Mode Selector (S-DMS): Power Mode=A (max power selected during testing)
Fuel used during test: 89 and 93 Octane Shell
Rear tire: Stock Bridgestone Battlax RS10 190/55/ZR17 - 35 PSI Nitrogen
Motor oil: Alisyn Pro Drive 21 Less than 0W (full synthetic)
Additive: Petron Plus 4-Cycle Lube
Air filter: Sprint Filter P08 F1-85 (see this link for detailed information: goo.gl/zgBcZG )
PAIR: Blocked with Brock's Performance PAIR valve block off kit: (See this link for detailed information: goo.gl/1v6Q5K )
Power Commander: PCV with Brock’s Performance Track Map 1 or Zero Map, per video requirements
ECU: Modified, per video requirements
FlashTune Quick Shifter / Auto Blipper Retrofit Kit GSX-R1000 (2017) (See this link for detailed information: goo.gl/KTcL6x )
5th gear pulls
Dynojet Model 250I dyno using DynoWare RT, Power Core C3 and WinPEP 8 dyno control - displaying the SAE scale (unless noted otherwise in video)
0:00 - Introduction
4:07 - FTecu quick shifter / auto-blip introduction
4:45 - Proper chain tension when using a Quick shifter
5:27 - Configuration of the bike / MR12 in tank 52 days! (Do not do this at home!)
6:23 - Chain whip close-up and slow motion
6:44 - Baseline dyno run with Stage 1 flash and PCV with Pump Track Map (193.02 RWHP SAE scale)
7:03 - Baseline chart review and discussion
8:01 - Introduction to FTecu Software (Flash Tune) / features / etc…
9:37 - Ignition timing introduction / comparison / adjustment
10:40 - Compare +2 degrees of timing (with averaging/smoothing) vs. OEM
11:10 - Link map feature
11:58 - Fast write timing changes to the ECU
11:58 - OEM rear fender discussion (We don’t sweat the small stuff.)
14:33 - Dyno run with +2 degrees timing / discuss results
15:22 - Adding +5 degrees of timing
16:58 - Testing under load / listening for knock / Dr. Brock stethoscope ping check
17:30 - Dyno run with +5 added degrees / discussion
18:30 - Couch tuners be like… “Brock, you’re doing it wrong… 93 octane… duh.”
18:55 - Removing 89 octane Shell to replace with 93 octane Shell using Gas Tapper (See this link for detailed information: goo.gl/Pwx9en )
20:15 - I misspoke earlier. “Fuel was purchased in September, so we are NOT comparing a winter blended fuel to a summer blended fuel,” would be correct.
20:34 - Dyno run with +5 added degrees and 93 octane / discuss results (192.54 RWHP SAE scale)
22:08 - Dyno run with OEM timing and 93 octane / discuss results (192.98 RWHP SAE scale)
23:12 - Compare 89 Octane base run (193.02) with 93 Octane run set up the same (192.98)
24:10 - Just because you CAN, doesn’t necessarily mean you SHOULD
24:12 - What’s next / Conclusion
25:00 - Check out the all new www.BrocksPerformance.com - until next time!
Visit www.BrocksPerformance.com for additional information.