When it is on, it is on.
As a second issue- It also implies this might be a good (although not perfect) way to compare the before/after effects of something like a Guhl reflash, while riding. To be sure, we would need to see the secondary butterfly FEAM control map and compare that to the regular map (you supplied only the fuel trim map) to see how similar or different they are.
The flash to pass on the gen 2 is not backwards facing. You press it down with your thumb. Either I don't understand what you are saying, or you don't know how the Gen 2 switches are laid out. Here is a diagram:
In the stock ECU, there is only one secondary fly map, so what changes Guhl makes are present in both normal and ECO modes.
This cannot be done in any practical way on a Gen. 2 as I would have to ride with my finger behind the handlebar on the FTP button- not very ergdynamic and I would have to remember to push both buttons.
I think you replied to the first version of my post before I edited it with the "ah ha" moment when I re-read what I /you originally wrote...
Brianie, I think you replied to the first version of my post before I edited it with the "ah ha" moment when I re-read what I /you originally wrote...
Ug! But that runs contrary to what some other posts in other threads were saying, that you could switch to the FEAM map and see what it was like before. Perhaps they were just incorrect? Or maybe they were just feeling the difference of the fuel and ignition maps (which Guhl also tweaks)... which is a shame, because from what I understand, those changes are MINOR compared to what REALLY makes the huge difference, which is the secondary butterfly map.
Again, I have two horns on my bike: One for pleasantly saying ' toodle- oh', the other for waking up that person on the cell phone who is sliding into my lane.
It may stay in eco-mode without leaning the mixture in wot instances.
True, that is possible. It MIGHT switch to the regular non-FEAM map at high throttle. But it would be easier and more logical to just make the FEAM map NOT lean out on WOT as part of the FEAM map. Since they didn't do that, it implies it doesn't switch. At least, that is my thought process.
Back to FEAM question...
'Scuse my ignorance, but is the ECO mode similar to, say, the rain mode that I had on my Duke 690 and what other ride by wire bikes have? Seems there are all kinds of changes taking place on those modes, besides simply leaning the fuel. Mapping and ECU changes, HP and torque curve change, timing etc...
The Duke had three modes, rain, which was soft and worked well in traffic and dropped peak hp down to 70% max.
Standard, which allowed for linear acceleration with peak HP.
And #3, which allowed for power to come on immediately and pull like crazy. Believe it was referred to the kick butt/ticker getter mode...It was fun, but ya had to be thinking all the time or the flashing lights showed up in the mirrors.
Was talking to a gentleman using a pair of C-14 engines in an unusual application the other day and he mentioned that DynoJet now has a PC for a C-14 that will also control the spark. ?? Struck me as a bit odd but he was quite positive that this was the case. Heard anything about that?
Brian
He's likely using Power Commander ignition modules for the ZX14. You can dial the ignition curve wherever you want with that kit, and if it's plug N play for the ZX14, it more than likely fits on the C14 as well....and even if it did not, I'm sure it could be made to work easily enough.
I'm not sure why he'd want to modify the ignition curve on the C14...I believe it's pretty common, even for the heavily modded Kawi drag bikes to still run stock ignition. However, I'm certainly no expert on the matter.
Rem
Yes, he is using ZX 14 ECU's on a pair of C-14's (one each, of course ). What is throwing me is how can you advance the timing using a P.C.? Or does that module completely replace the ECU in firing the spark plugs? In other words, a P. C. can lengthen or shorten the F.I. pulse from the ECU for the injectors; but of course nothing could anticipate the spark signal from the ECU and advance it. ??
Brian
I'm not familiar with the product myself, but it more than likely intercepts the pulses from the timing rotor on the end of the crank. That's been the defacto standard for advancing ignition since forever...by altering the pulse signal before it even gets to the ECU/CDI.
<snip>
Let me guess...these engines in a boat?...lol. Kawasaki ZX10R engines are starting to show up in boats around here;).
Rem
Why is he using zx ecu's on c14 engines? why not one or the other? Is he having difficulty with the c14's VVT?
I no longer have my 2011 or the manual, but I do recall that it very specifically says that there is a throttle position and/or RPM where the ECO mode cuts out. I think I posted the exact wording in one of my old posts, but I'll have to try and find it. Maybe someone with a newer manual can verify.
... but I do recall that it very specifically says that there is a throttle position and/or RPM where the ECO mode cuts out.
FUEL ECONOMY ASSISTANCE MODE
This motorcycle is equipped with a fuel economy assistance mode that helps maximize fuel efficiency. Activating the fuel economy assistance mode changes to a leaner fuel injection map that prioritizes fuel economy over rideability. The fuel economy assistance mode can be activated using the meter mode button on the left switch housing when rpm is less than 6000, throttle position is less than 30 percent and vehicle speed is less than 250km/h (152 MPH). When the fuel economy assistance mode is effective, the fuel economy assistance indicator appears on the multifunction meter.