Not sure what year Thruxton you have, but for the Thruxton Ace that I previously owned, I purchased a flash from these guys. Well worth it.
https://www.triumphtwinpower.com/
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Have you had an ECU Flash? How long did it take? Any good?
- Thread starter Doug
- Start date
Not sure what year Thruxton you have, but for the Thruxton Ace that I previously owned, I purchased a flash from these guys. Well worth it.
https://www.triumphtwinpower.com/
SNOOPY
Active member
I agree, no way they are digging into the PCM. Simply flashing a tune they developed probably years ago and sending it back.
It is their business though and everyone loves what they sell so good on them. Everyone has their thing. I know a few manufacturers of performance automotive items and the stuff they make costs a few cents on the dollar and they make millions a year on products. It is what it is.
T.P.
Member
So back in July 2019, I talked to Coleman at Wick-It Performance about doing the stage 1 flash to my 1330
He asked if I rev to the 8100 redline before up shifting. At that point I would have been shifting anywhere from 6500 to 7000 rpm range so no.
he said "Boy are you missing out on a lot" he wanted me to make the new flash at the 8600rpm limit. he also told me lots of the guys are doing the 8800 to 9200 rpm redline. I took my ride out and did a couple of getting on the freeway at 8100 rpm's and thats screaming.
How many of you went to the stock 8100 rpm when up shifting befor the flash ? and how many of you go to the after flash 8600 to 9200 redline ?
I did go with the power Vision 3 unit and that increased my redline to 8400 rpm.
T.P.
He asked if I rev to the 8100 redline before up shifting. At that point I would have been shifting anywhere from 6500 to 7000 rpm range so no.
he said "Boy are you missing out on a lot" he wanted me to make the new flash at the 8600rpm limit. he also told me lots of the guys are doing the 8800 to 9200 rpm redline. I took my ride out and did a couple of getting on the freeway at 8100 rpm's and thats screaming.
How many of you went to the stock 8100 rpm when up shifting befor the flash ? and how many of you go to the after flash 8600 to 9200 redline ?
I did go with the power Vision 3 unit and that increased my redline to 8400 rpm.
T.P.
krakum1967
New member
The fact he adjusted for the altitude is a big deal to me, it means he cares about the tune. I really have been on the fence about it as I have a PC5, but I am going to do it, he says he can enhance the PC5 relationship and mark-ably improve the V-twin...so I am getting it done.
Lew L
Well-known member
You're gonna love it Ray.
IdahoMtnSpyder
Active member
I would really be cautious about pushing the redline above the factory setting. I'm not a gas engine engineer but I'm sure there are other factors that determine redline other than ignition and fuel parameters, things like hydraulic valve float, timing chain vibration, oil volume through the bearings, and so on.
That's true, but even if you push the Spyder's red line out a fair bit beyond 9000 rpm, it's STILL not gonna exceed the red line that the very same engine runs in other (arguably more demanding) applications!! Most of the 'ECU Upgrades' being talked about here get nowhere near the limits or power outputs that these engines are capable of and are pushed much closer to by the 'factory' elsewhere! So I wouldn't worry too much about such a mild red line increase as those being mentioned here.....
Going for a red line over saaay, 10,000 rpm tho, now THAT's probably gonna be pushing the envelope a little! :shocked:
IdahoMtnSpyder
Active member
That's true, but even if you push the Spyder's red line out a fair bit beyond 9000 rpm, it's STILL not gonna exceed the red line that the very same engine runs in other (arguably more demanding) applications!! Most of the 'ECU Upgrades' being talked about here get nowhere near the limits or power outputs that these engines are capable of and are pushed much closer to by the 'factory' elsewhere! So I wouldn't worry too much about such a mild red line increase as those being mentioned here.....
Thanks. Do any of the Spyder engines share a design or build with ultra light aircraft engines? How fast do those puppies twist propellers? Or do they maybe run slower because the load on a propeller makes it difficult to turn faster?
Others may have more current info on this than me, altho I do know there have been 'multi-use' engines from some of Rotax's older engine ranges (eg, the 900 Series) that've seen aircraft service, and I'm pretty sure they now sell some of their ACE engines into the aircraft industry too. I know that the aircraft engine versions run different types of trans/gearing to provide the necessary gearing to spin the props - but there's absolutely no gear changing going on once your aircraft engine is spinning the prop, not even with flappy paddles!! :shocked: So it's all up to throttle control to change the prop revs, altho some do also change prop pitch to vary the way the airfloggenfan 'bites' into the air to develop/vary the prop's 'thrust' (or 'pull', if you wanna look at it that way!)
Still, whatever way you look at it, our Spyder engines really aren't anywhere near exploring their limits re revs &/or power output, and I really don't think 'reliability concerns' factored too highly in the reasoning behind the fairly significant de-tuning of our engines that's occurred on the production line!! So getting an ECU Upgrade done that lifts the max revs a little (& for these things, 1000 rpm or so really IS just a little! :lecturef_smilie: ) & lets the engine produce power & torque figures that are still somewhat lower than the already proven & still considered fairly conservative figures that these engines produce in other applications isn't going to be much of a risk!! Especially once you become aware of the insane limits & output figures these same engines have been fairly reliably putting out in some of the competition machines out there!!
hyea:
And as an aside, is anyone else following this years Dakkar? :dontknow:
Still, whatever way you look at it, our Spyder engines really aren't anywhere near exploring their limits re revs &/or power output, and I really don't think 'reliability concerns' factored too highly in the reasoning behind the fairly significant de-tuning of our engines that's occurred on the production line!! So getting an ECU Upgrade done that lifts the max revs a little (& for these things, 1000 rpm or so really IS just a little! :lecturef_smilie: ) & lets the engine produce power & torque figures that are still somewhat lower than the already proven & still considered fairly conservative figures that these engines produce in other applications isn't going to be much of a risk!! Especially once you become aware of the insane limits & output figures these same engines have been fairly reliably putting out in some of the competition machines out there!!
hyea:And as an aside, is anyone else following this years Dakkar? :dontknow:
bcer960
Member
too bad I won't get to try it till mid april...
Dennis in Lodi
Member
Several of my test ECUs had the 9,200 rpm limit. Separating new SOUND from measurable PERFORMANCE really didn't pan out at the test track. Seemed to only be fractions of a second in difference in top end testing. But I tell you one thing for certain, there is a HUGE difference in transmission sounds on the automatic when shifting outside of the stock rev limit. I'm not talking good sound either.
I would only recommend the higher rev limit for manual transmission where you have better engagement control.
Also Warranty and higher rev limits don't mix as this is a recorded item in BUDS. When I traded my test RT to a dealer, two mechanics where scratching there heads on something they were seeing as part of checking the RT for trade. After they approved my RT for trade I asked what was up. They saw the 9,200 red line in the BUDS and didn't believe it was correct. Now I think the dealer mechanics will have a better clue??
Dennis
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308gunner
Member
On a positive note when April comes..your Spyder will be ready to run with the tune installed ..no downtime..winter is the best time to do performance upgrades if possible..you did it right...let us know when you get it back and installed it.
bcer960
Member
yes, thats why I picked now to do it, not in a rush to get it back. I will let you know when it gets back, but it may not get installed for a couple months. It's too cold out in the shed to do it.
PMK
Active member
As always, excellent honest info from you.
Dennis, in your discussions with them as you went forward tuning the Spyder, was there ever any indication to build a remap that would be from idle to WOT, not only adding capability to increase power, but rather to increase efficiency / economy also.
I am a proponent that the 1330 could use more roll on power at certain times. Additionally, it could use greater efficiency far more percent of operating time. Understanding that the remaps typically are retaining stock parameters below approximately 5000 revs, makes the cost vs amount of expected use a bit steep. It becomes obvious that much of the remaps task is to obtain a WOT vs the oem not being able to attain WOT.
Since new in 2014, I suspect less than 60 seconds of engine operation have been over 6000 rpm. With cruise rpm of about 4000 / 4050 and 99% of typical ride shift points at around 4500, increased power over 5000 is not a major concern. Altering tne performance below 5000 revs would have me revisit spending the hundreds of dollars.
Simply curious.
Hypurone
Active member
This is why I had mine done with a "tweak" to the throttle operation. I had throttle rotation sensitivity increased. It takes much less rotation now. Kind of like the old "whiskey throttles" that only needed a 1/4 turn to run thru the range. This seriously livens things up from off the line all the way thru the range! If you have never used a "quick throttle" setup or had a bike with a hyper sensitive throttle, it will be a bit of a learning curve but well worth it IMHO...
I had 1/4 turn throttle on almost all my dirt bikes. "O" YEA!
PMK
Active member
Interesting idea. As for quick turn throttle setups. My KTM 250, I modified the throttle tube from the stock 1/4 turn to well less than a 1/4 turn. Like you, had a preferred range of motion I wanted to get from idle to WOT, 1/4 was too much.
As for the Spyder. Not so much about needing a quick throttle turn, rather would prefer a revised mapping that is better from idle to WOT. The current offerings indicate improvements above 5000 revs. I can twist the grip and see over 5 or even 6000. But that is not the improvement range I am after.
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