2017 Suzuki GSX-R1000 | Episode 7 Part 2 – ECU Flashing / ECU vs PCV Fuel Tuning Shootout

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Brocks Performance

Stock to Brock : 2017 Suzuki GSX-R1000

ECU Flashing (ECU vs PCV Fuel Tuning Shootout)

You asked – we delivered. Brock continues Episode 7 with a shootout between the Brock’s Performance Stage 1 ECU flash and Power Commander PCV (tested in E7 P1) vs. that exact PCV map imported directly into Gixzilla’s ECU because the Internet says, “That’s what you do!” Brock goes through his typical painstaking detail to keep the results as nonbiased as possible, while showing his tuning steps along the way. Is the Internet correct? Do we live in a ‘drag/drop/you’re done’ world? Check out Episode 7 (Part 2) – ECU Flashing (ECU vs. PCV Fuel Tuning Shootout) now.

Check out the 2017 GSX-R1000 Information Page

The Details:

  • 2017 GSX-R 1000L7 Standard model (not the ‘R’ version) purchased from Fun For All Motorsports Elizabethtown, KY
  • Traction control – Motion Track Traction Control Standard (TC=OFF during testing)
  • Suzuki Drive Mode Selector (S-DMS) Power Mode=A (max power selected during testing)
  • Fuel used during test = Shell 89 Octane (choices available at our local Shell = 87, 89, 93 – we selected mid-grade for our tests)
  • Rear tire: Stock Bridgestone Battlax RS10 190/55/ZR17 – 35 PSI Nitrogen
  • Motor Oil: As delivered (unknown)
  • Air Filter: OEM
  • PAIR: Blocked
  • 5th Gear Pulls

Dynojet Model 250I dyno using DynoWare RT and WinPep 8 dyno control – displaying the SAE scale (unless noted otherwise in video)

0:08 – Introduction / Where we left off
1:32 – Initial base run (Stage 1 ECU flash and PCV w/pump track map)
1:50 – Listing of current bike mods / Set-up
2:28 – Discuss base run results / Chart (194.14 RWHP SAE scale)
2:48 – Comparison of 650ib’s 2017 BMW S1000RR vs 2017 GSX-R1K (Dyno chart URL below)
3:18 – Link added to 650ib’s S1000RR tuning video
4:10 – Acceleration discussion (*BMW has taller gearing)
5:20 – FTecu map import (PC fuel import)
6:03 – PCV map successfully imported into ECM
6:22 – Removing PCV from equation (install zero map)
7:13 – Dyno run (ECU w/imported PCV Map, no PCV)
7:42 – “Hey Brock… just import you PCV map and everything will be ROSES!”
7:52 – Discussing results from PCV import dyno run (25 HP HOLE!)
8:52 – Every single throttle position vs. RPM must be adjusted to do this right
10:25 – Using the dyno as a data logger
10:50 – Determining throttle position for changes
11:15 – Using analog input to see throttle position
11:45 – Kicking it old school (throttle stop)
12:22 – How do we fix the all of these problems?
12:48 – Using the FTECU unrestricted map (sw1 and sw2 switch selection)
13:43 – Dyno run (ECU w/FTECU unrestricted map, no PCV)
14:25 – Discussing results from dyno run
15:30 – Identifying and correcting lean/rich areas vs. RPM
15:50 – Increment adjustments to the fuel table (adjust number vs. percentage)
17:19 – Adjusting the fuel table at partial throttle
18:18 – Using throttle position sensor and throttle stop
19:16 – Spoiler! We already have the map done
19:52 – Dyno run (Brock FLASH ECU Stage 1-F with fuel tune)
20:27 – Discussing final results
21:18 – Final ECU tune vs. baseline chart (194.14 vs. 193.51 with ‘similar’ drivability)
21:59 – Advantages vs. Disadvantages (why Gixzilla will have stage 1 flash and PCV at the track)
23:15 – Where are we going next?

Visit www.BrocksPerformance.com for additional information, installation instructions, information forums, and FAQ sections.

About Brock’s Performance: Brock’s Performance leads the way in sportbike innovation for acceleration addicts. From exhaust systems to wheels, this championship-winning company designs, builds and sells more than 3000 products that make it easier and safer for racers and street riders to reach record-breaking results through a never-ending process of research, development and track testing. For more information about Brock’s Performance parts, go to BrocksPerformance.com or call 937-912-0054.