It still doesn't change my opinion, I still think a different reflash . carefully made, could outperform flies out. But that may not be the case, because I don't know, either, just suggesting there are other considerations that have been overlooked. Steve
Steve,
I think a big issue is that there is a pretty small window where the secondary flies can be adjusted for optimization.
Since the secondary fly mechanism is used for the high idle, it can only be opened so early. If you try programming them to open too far below approximately 3000 RPM, you will run into problems with the linkage hitting the throttle. I've done it, and it was a bit unsettling at first. While the ramp open may be ok that low, it was the closing that was causing me trouble. If I closed my throttle too quickly, the secondary fly linkage was popping the throttle back open.
So, what you're left with is a window between approximately 2500 RPM and 4500 RPM. Above 4500 RPM, you're going to want the flies wide open, so there's really no tuning there.
What you're left with is a area of secondary fly action where you will want to adjust the opening "ramp". Closed is closed, and open is open, but what you can tune is how smoothly the transition is from one to another. As you know, when you twist the throttle on the C14, the big 1400 blows through that 2500-4500 RPM range like passing a fence post at 100 MPH. This is why I say it's a small window for tuning. When you're looking at the ECU's secondary fly map, there's approximately 14 columns for the entire 90 degrees of plate travel. When you break the graph down to show only the columns you can adjust between 3000-4500 RPM, you're not left with much adjustability.
In looking at a stock secondary fly map, you can see that Kawasaki has already provided the ramp...they just started it later. The tuners really just have to take the ramp, and bump it ahead in the RPM range. You can certainly try to improve upon it, like making the ramp steeper...so the secondary flies open faster, but in my experience opening them faster just makes the throttle action too choppy.
I think if the flies are left in place, you can more or less tune them so that they parallel the throttle plates in action up to approximately 4500 RPM, then program the flies to whack wide open to 100%. Once the throttle is beyond this point in the rev range, there's no worries of the secondary fly mechanism hitting the throttle linkage.
I'm not saying there are no improvements to be made in the secondary fly action...but I believe you'd struggle to make it better than the current aftermarket offering is. Just my 2 cents worth...anybody is more than welcome to correct me here.
Rem