Gen 2 ECU Reflash

[RCinNC]

What companie(s) are you guys using to do these flashes?

 

[Fpalbrecht]

A member avc8130 does a great job. Anthony did my 2016 and I'm very happy. Would do it again. Send him a PM he will get back to you in a day or two. Probably less.

 

[WJBertrand]

There is also ECU unleashed and flash tune.


Sent from my iPhone using Tapatalk

 

[stubble]

I know this is a somewhat old thread but it was the thread that helped me decide on my Gen 2 ECU flash with Anthony (avc8130), so I figured this was the place to update with my results.

Bike is a 2014 XT1200Z ES - stock except for a Two Brothers slip-on, with a short tip.

My complaints were primarily a too-mild Touring mode, and the abrubt & snatchy on/off throttle in Sport mode at lower speeds. It was awful. (how did this get past Yamaha QA?).

After a little PM conversation, I sent it to Anthony. He turned it around in less than 24 hours and I was back in business on the evening of day 6. That includes coast-to-coast shipping via Priority Mail.

Adjustments:

- T-Light/S-Enhanced profile (his go-to standard)
- ac's standard minor fuel tweaks for my pipe
- ac's standard engine braking reductions (slightly lowered in T, a lot lowered in S)
- I did have him raise the fan-on temp setting to 212.

I've only done about 50 miles but I got just what I wanted:

Touring is more powerful sooner in the throttle range, but still tame enough for rain, dirt, and relaxed two-up riding. Still just as silky smooth. Not as aggressive as the stock S mode, but closer to it.

Sport mode is a more more aggressive but smoother curve. There's no more power overall, but the throttle action is faster and feels more even. The main thing is that THE ABRUPTNESS IS GONE. Super smooth on/off throttle. I'll be able to use S-mode most of the time now. Engine braking is awesome now, very little engine braking for smoother downshifts under braking.

Finally it seems like there is less of an exhaust pop/burble when off-throttle which seems like the fueling is better suited for the exhaust.

I'll be putting a lot of miles on this weekend so I'll follow up with more impressions.

 

[WJBertrand]

I know this is a somewhat old thread but it was the thread that helped me decide on my Gen 2 ECU flash with Anthony (avc8130), so I figured this was the place to update with my results.

Bike is a 2014 XT1200Z ES - stock except for a Two Brothers slip-on, with a short tip.

My complaints were primarily a too-mild Touring mode, and the abrubt & snatchy on/off throttle in Sport mode at lower speeds. It was awful. (how did this get past Yamaha QA?).

After a little PM conversation, I sent it to Anthony. He turned it around in less than 24 hours and I was back in business on the evening of day 6. That includes coast-to-coast shipping via Priority Mail.

Adjustments:

- T-Light/S-Enhanced profile (his go-to standard)
- ac's standard minor fuel tweaks for my pipe
- ac's standard engine braking reductions (slightly lowered in T, a lot lowered in S)
- I did have him raise the fan-on temp setting to 212.

I've only done about 50 miles but I got just what I wanted:

Touring is more powerful sooner in the throttle range, but still tame enough for rain, dirt, and relaxed two-up riding. Still just as silky smooth. Not as aggressive as the stock S mode, but closer to it.

Sport mode is a more more aggressive but smoother curve. There's no more power overall, but the throttle action is faster and feels more even. The main thing is that THE ABRUPTNESS IS GONE. Super smooth on/off throttle. I'll be able to use S-mode most of the time now. Engine braking is awesome now, very little engine braking for smoother downshifts under braking.

Finally it seems like there is less of an exhaust pop/burble when off-throttle which seems like the fueling is better suited for the exhaust.

I'll be putting a lot of miles on this weekend so I'll follow up with more impressions.

Thanks for this report. I am very close to doing the same for my 2015 ES. I tried a different brand tune but am not completely satisfied with it. My main complaint is the same as yours. Even after the flash I had done the on, after off throttle is still very abrupt unless I use an exceedingly deft touch and there are no bumps in the road! Curious as to why you raised the fan switch on temp? Stock mine would not come on until 225F and then off again at 205F. My tune changed that to on at 205 / off at 195. I like this a lot better and the coolant temp no longer gets up into the 220s any more.

 

[stubble]

Curious as to why you raised the fan switch on temp? Stock mine would not come on until 225F and then off again at 205F. My tune changed that to on at 205 / off at 195. I like this a lot better and the coolant temp no longer gets up into the 220s any more.

I just didn't want the fan coming on so soon, thinking it'd be on a lot more and it's loud. I think Anthony's default is 205 like others. I figured 212 is halfway, sorta randomly chosen. Mostly it confirms the flash "took".

 

[prowlnS10]

Highly recommend a properly done flash as one of the most impactful improvements that can be done to a S10. Nels at 2WheelDynoWorks located in Kirland, Wa did my flash/dyno tuning of my Canadian 2014 S10 ES 2 yrs ago which has performed brilliantly since. He switched from ECUnleased to FTECU software because it is not locked down like ECUnleased, which requires payment for each subsequent tune. At the time of my flash he was offering retunes for future changes to the bike included in the original cost of the flash. My bike has an Arrow header, oem air filter & exhaust with the spark arrestor assembly removed & screen reattached to the outlet pipe (you can unbolt the tail pipe assembly & gain access to the internals) that produced results almost matching a full system. Just saw another 2014 Canadian S10 for sale on craigslist he flashed with full Arrow system with 105 hp. Base run was done with Arrow header installed so we don't know exactly what the total gain from oem was. Nels says the Canadian bikes have minor differences in the fueling maps vs US bikes, being slightly richer in spots. The total gains from the flash & dyno tune were impressive at + 7.44 hp or + 8% & + 6.83 torque or + 9% …but as he suggested that the most noticeable difference is the power gains of approx +13% to +15% <5k rpm with a mostly flat torque curve to 6.5k rpm + the improved ride-ability of the low/midrange. HP now 102.29 @ 7,450 rpm, torque now 78.86 ft lb @ 4,850 rpm with a smooth a/f ratio.

From the riders seat it has a slightly louder, throatier exhaust note, more noticeable on run down in lower gears, no popping…a nice balance of intake & exhaust note from the riders seat, where previously the intake always had prominence, now the exhaust slightly takes over at idle & as the revs climb. More robust sounding when off the bike, definitely a more satisfying aural experience, more in line with a big twin without ever having to worry about attracting unwanted attention.

Pre-Arrow to post-Arrow install (before flash/dyno tune) comments: Biggest difference was the reduction in back pressure resulting in smoother operation & big improvement in town as oem set up has too much back pressure making smooth riding a deliberate process demanding more finesse. Throttle feels crisper. Nels says the catalytic converter causes back pressure wave issues for the cylinders. Anyone struggling with the decision of header vs can, do the header imho + is less $...elimination of the cat nets more gains & improvement than any muffler change, is quieter, eliminates a significant heat generator under the motor/oil pan & the need for repacking. A consideration would be possible effect on oem warranty & EPA regs on cat removal in certain jurisdictions...currently no vehicle emissions testing here in BC....proceed as per your own conscience. Use of the Arrow header will require a flash or fuel management system because it will lean out the mixture beyond the oem ecu parameters.

Post-flash/dyno tune comments: Nels tweaked the rider modes (which Yamaha had changed from the Gen 1 bikes, quickening S mode & slowing T mode for greater differentiation) making S mode 1:1 ratio throughout & T mode slightly quicker from idle to 4k rpm where it becomes 1:1 eliminating the need to change riding modes when full responsiveness is desired, such as an emergency maneuver to get out of harms way. The 1:1 ratio of the S mode & removal of the oem restrictions in the 1st 3 gears (which are not as significant as on the gen 1 bikes - gen 2 bikes are about 5-7% stronger) now makes it feel more direct, stronger & linear with much improved fueling & dramatically reduced jerkiness…the new T mode is now well matched for bumper to bumper traffic, wet terrain & slow speed/technical work. Engine braking was also reduced to aid smoothness. Power output is suppose to be the same in both rider modes & the S10 seems to run best on 91/92 premium unleaded vs lower/higher octane. Did dyno runs on Chevron 91 (Canadian) with ethanol & 92 (US) with ethanol & Chevron 94 no ethanol (Canadian)..surprisingly more power & better mileage on the 91 & 92 as that is what the Yamaha engineers designed it for. Nels recommended leaving the O2 sensors connected citing removal opens up a huge can of worms to trouble shoot in the Yamaha system.

The fan is now set to come on at 96*C/204* F vs oem 103*C/217*F & off at 91*C/196*F vs oem 101*C/214*F because the oem set up retards the timing at the higher temps...it now allows the bike to always have full timing.

Fuel mileage is similar when gentle with the throttle but I found it decreased slightly overall because I now ride more aggressively more often because of the intoxicating power band which is now a hoot with very strong & linear acceleration + such good top gear roll on that downshifting is more for fun than necessity. The low/mid torque is now best of class (have ridden all the big ADV bikes)!

Bottom line: the Arrow header + flash/dyno tune will be money well spent for your S10...a much healthier, better running bike....no more low speed jerkiness...just chugga, chugga from idle on up in most gears followed by some serious aggressiveness & giggles thru the midrange & blowing by the rev limiter in a very un-S10-like fashion...if only Yamaha could have delivered the S10 set up like this!

 

[Crash]

Did you remove and mail in your ECU or take the bike in? I'd like to have mine done but I will have to remove the ECU and I'm a little concerned about that. Anyone know how hard that is to do? I took a quick look under the side panel and it's not what I would call a quick and easy job.

 

[spinalator]

Highly recommend a properly done flash as one of the most impactful improvements that can be done to a S10. Nels at 2WheelDynoWorks located in Kirland, Wa did my flash/dyno tuning of my Canadian 2014 S10 ES 2 yrs ago which has performed brilliantly since. He switched from ECUnleased to FTECU software because it is not locked down like ECUnleased, which requires payment for each subsequent tune. At the time of my flash he was offering retunes for future changes to the bike included in the original cost of the flash. My bike has an Arrow header, oem air filter & exhaust with the spark arrestor assembly removed & screen reattached to the outlet pipe (you can unbolt the tail pipe assembly & gain access to the internals) that produced results almost matching a full system.
(snip)

Interesting setup! I had no idea there would be a difference in the ECU between the North American bikes. I asked Anthony about flashing my stock 2015 (except for Yosh can), and he said he was unable. It is good to see there are options out there.

 

[Clawdog60]

Anything other than Yamaha will void warranty and YES. Plan

 

[Defekticon]

I'm in the process of getting a flash done for my Concours and if you have or had one you probably have heard about Shoodaben. We had a good chat on the phone about the stock throttle control on the S10 and how there were limited choices out there for flashing (Anthony and ECU Unleashed). Steve is also doing versys flashing and he's looking at breaking into the S10 market as well as another option for everyone. I should have my Concours ECU back next week sometime and I'll be able to get some miles on it by new years. He seems to emphasize throttle input and rideability not just raw power. The concours has some weird throttle controls in part due to a pair valve that tends to upset the bike when rolling off the throttle into a turn, then rolling back in to power out of the turn.

I pointed him in the direction of the forum and let him know about the user base here. I've tried Anthonys flash and ECU unleashed. I'm always up for more aftermarket support for our bikes!

 

[fredz43]

Anything other than Yamaha will void warranty and YES. Plan

Really? How does that work?

 

[WJBertrand]

Anything other than Yamaha will void warranty and YES. Plan

Not unless they detect the flash and some kind of failure can be directly attributed to it. If your final drive or brakes failed for example, they would have no grounds to deny the factory or YES warranty based on an ECU flash.

 

[fredz43]

Also, Your dealer service department does not have the equipment to tell if a ECU has been flashed. Hundreds of S10 owners in the USA and many of whom are on this forum have been having their ECU's flashed over the last 8 years and I have never heard any reports of any problems with that having any effect on the original warranty or YES.

 

[Clawdog60]

Good to know.

 

[Clawdog60]

Really? How does that work?

I should have added a question mark at the end of my sentence.

 

[SJC]

Highly recommend a properly done flash as one of the most impactful improvements that can be done to a S10. Nels at 2WheelDynoWorks located in Kirland, Wa did my flash/dyno tuning of my Canadian 2014 S10 ES 2 yrs ago which has performed brilliantly since. He switched from ECUnleased to FTECU software because it is not locked down like ECUnleased, which requires payment for each subsequent tune. At the time of my flash he was offering retunes for future changes to the bike included in the original cost of the flash. My bike has an Arrow header, oem air filter & exhaust with the spark arrestor assembly removed & screen reattached to the outlet pipe (you can unbolt the tail pipe assembly & gain access to the internals) that produced results almost matching a full system. Just saw another 2014 Canadian S10 for sale on craigslist he flashed with full Arrow system with 105 hp. Base run was done with Arrow header installed so we don't know exactly what the total gain from oem was. Nels says the Canadian bikes have minor differences in the fueling maps vs US bikes, being slightly richer in spots. The total gains from the flash & dyno tune were impressive at + 7.44 hp or + 8% & + 6.83 torque or + 9% …but as he suggested that the most noticeable difference is the power gains of approx +13% to +15% <5k rpm with a mostly flat torque curve to 6.5k rpm + the improved ride-ability of the low/midrange. HP now 102.29 @ 7,450 rpm, torque now 78.86 ft lb @ 4,850 rpm with a smooth a/f ratio.

From the riders seat it has a slightly louder, throatier exhaust note, more noticeable on run down in lower gears, no popping…a nice balance of intake & exhaust note from the riders seat, where previously the intake always had prominence, now the exhaust slightly takes over at idle & as the revs climb. More robust sounding when off the bike, definitely a more satisfying aural experience, more in line with a big twin without ever having to worry about attracting unwanted attention.

Pre-Arrow to post-Arrow install (before flash/dyno tune) comments: Biggest difference was the reduction in back pressure resulting in smoother operation & big improvement in town as oem set up has too much back pressure making smooth riding a deliberate process demanding more finesse. Throttle feels crisper. Nels says the catalytic converter causes back pressure wave issues for the cylinders. Anyone struggling with the decision of header vs can, do the header imho + is less $...elimination of the cat nets more gains & improvement than any muffler change, is quieter, eliminates a significant heat generator under the motor/oil pan & the need for repacking. A consideration would be possible effect on oem warranty & EPA regs on cat removal in certain jurisdictions...currently no vehicle emissions testing here in BC....proceed as per your own conscience. Use of the Arrow header will require a flash or fuel management system because it will lean out the mixture beyond the oem ecu parameters.

Post-flash/dyno tune comments: Nels tweaked the rider modes (which Yamaha had changed from the Gen 1 bikes, quickening S mode & slowing T mode for greater differentiation) making S mode 1:1 ratio throughout & T mode slightly quicker from idle to 4k rpm where it becomes 1:1 eliminating the need to change riding modes when full responsiveness is desired, such as an emergency maneuver to get out of harms way. The 1:1 ratio of the S mode & removal of the oem restrictions in the 1st 3 gears (which are not as significant as on the gen 1 bikes - gen 2 bikes are about 5-7% stronger) now makes it feel more direct, stronger & linear with much improved fueling & dramatically reduced jerkiness…the new T mode is now well matched for bumper to bumper traffic, wet terrain & slow speed/technical work. Engine braking was also reduced to aid smoothness. Power output is suppose to be the same in both rider modes & the S10 seems to run best on 91/92 premium unleaded vs lower/higher octane. Did dyno runs on Chevron 91 (Canadian) with ethanol & 92 (US) with ethanol & Chevron 94 no ethanol (Canadian)..surprisingly more power & better mileage on the 91 & 92 as that is what the Yamaha engineers designed it for. Nels recommended leaving the O2 sensors connected citing removal opens up a huge can of worms to trouble shoot in the Yamaha system.

The fan is now set to come on at 96*C/204* F vs oem 103*C/217*F & off at 91*C/196*F vs oem 101*C/214*F because the oem set up retards the timing at the higher temps...it now allows the bike to always have full timing.

Fuel mileage is similar when gentle with the throttle but I found it decreased slightly overall because I now ride more aggressively more often because of the intoxicating power band which is now a hoot with very strong & linear acceleration + such good top gear roll on that downshifting is more for fun than necessity. The low/mid torque is now best of class (have ridden all the big ADV bikes)!

Bottom line: the Arrow header + flash/dyno tune will be money well spent for your S10...a much healthier, better running bike....no more low speed jerkiness...just chugga, chugga from idle on up in most gears followed by some serious aggressiveness & giggles thru the midrange & blowing by the rev limiter in a very un-S10-like fashion...if only Yamaha could have delivered the S10 set up like this!

I live in Kitchener , Is there a tuner within reasonable riding distance that provides ecu reflashes?

 

[robson]

any shops do ecu flash in Europe?

 

[Homere]

Finally got my '16 ES flashed (AVC). T light/S enhanced. I can now use S mode around town, though T mode is still a little easier for that. Seems to be smoother down low and engine braking in both modes is just where I want it. I was happy with the fueling before, but it's even easier to ride now. If you're on the fence like I was, just do it.

 

[Homere]

Where do you get the AVC remao ?