I have been following both threads as well. I have a few questions maybe someone might know?
1. With a Stage 1 tune (only one currently available), and the availability of changing exhaust, intake, and bypass "after" the tune how is the tune gaining anything other than a conservative tune? Especially if you can add the accessories after the fact.
2. Based on the info sheet for the flash, it looks to me that it is just adjusting the rev limiter and when limp mode, cooling fan, and torque limiting is being adjusted to the riders preference? Maybe I'm missing something?
3. When flashing the ECU, are the A/F ratio's adjusted? And if so, by adding exhaust, air intake, and bypass after, wouldn't the A/F ratios need to be adjusted to gain the best HP/TQ curve?
4. If the HP/TQ curve is adjusted, what is used as a baseline for the available exhaust options out there?
4. Is the "stock" ECU parameters saved, just in case there is an issue and you need to return the ECU back to stock performance
1- No mention of intake change anywhere. Its only exhaust.
1A - In easiest explanation. The Canam Spyder setup uses a closed loop oxygen sensor system. If changing exhaust changes engine efficiency and its mixture, the ecu sets correction % so its back to stoich. The same multiplier is then used elsewhere when in open loop. Thus changing mapping through out the range.
1B - You must understand the way "new school" ecu algorithm's operate. (Or any ecu really) If airflow is change / more air is trapped in a combustion event / cylinder is filled more. Or more power is output. These can be measured by ecu in 4 ways. Air Pressure sensor, speed sensor, oxygen sensor, crank shaft sensor.
A factory tune would go into a protection mode. And pull power when something out of ordinary is seen. When I reprogram ecu, I can make different reactions happen. Like add power, add fuel, etc.
1C - With new school style ecu's now days. Its easy to make mapping multidimensional. In where different changes can be seen and accommodated. Old school ecu's were more basic and more probe to remaps as volumetric efficiency changed. Setups with electronic throttle actually control volumetric efficiency. (they close throttle to maintain what is wanted) so you can add parts and increase air into engine, but throttle will be closed to maintain the same "allowed" air and power output.
Programming an ecu is much much more than just simple fuel and timing changes.
2 - Performance over stock is increased everywhere possible. While retaining smooth drivability, mileage and low throttle emissions. Rev limit is a user option. Cooling fan is not an option on stage 1.
3 - Yes AFR is adjusted. And as reply 1 states, new targets are maintained as exhaust is changed.
3a - Again, no mention of intake change. Or option for it. (An Intake change will need remapped as this would induce changes in reversion between cylinders under all throttle positions. (post throttle body) Which is more indepth than simple scavenging or volumetric efficiencies as with exhaust.
4 - Exhaust can be any combination of stock, cat delete or free flow muffler.
4a - (does not include headpipe change, but that's not available anyway) If you were to install a really really open, loud, megaphone style. Then a fuel tuner would probably be need to be added. Both to ensure wot AFR are in check but also stop throttle chop back fires. I don't think any system is available like this. But if it is, a tuner would be sold with it.
