Then I downloaded the PCIII fuel map and set the TPI (throttle position indicator) according to Ivan's instructions. It took about a week with shipping delays and another couple of days before I could take time to reconstruct the bike.īefore reassembly, I gutted the cat since the previous owner neglected that step when installing the Leo Vince exhaust. After much reading and procrastination, I finally decided to pull the trigger and shipped my ECU to Ivan. It was a whole lot cheaper than moving up to the Kawasaki. My eyes began to stray, and I had visions of a Kawasaki Ninja1K in my garage.īefore parting with a lot of cash, I decided to give Ivan's ECU flash a try.

For all the good things about the bike, the lazy throttle response and pathetic low-end engine performance were too much for my fidelity. Those fueling deficiencies dominated the personality of the machine. Such lousy fueling attached to such a splendid engine was depressing. Eventually I had to accept that in its current state, the prospect of a happy future with my new honey was doubtful. However, I could always depend on it returning to its inglorious lazy ways. Maybe it was the weather, my perceptions or whatever, but there seemed to be short spurts of 'acceptable' performance. I'm happy for the folks with later year models. Supposedly the fueling got better with each succeeding model year. It's not until you get well into the higher RPMs that any appreciable power is forthcoming. The low-end power delivery is anemic at best. For those reading who own a first year (2006) GenII FZ1, you know exactly what I mean. Yamaha totally dropped the ball on this one.

Maybe not quite to the level of say, Microsoft Vista, but it truly is pathetic.

The original ECU programming for the 2006 FZ1 is a total fail. Not only was she bi-polar and potentially dangerous at times, but the most dreary low-end performance one could imagine from a modern Japanese liter bike confirmed she was also lazy. After trying to throw me a couple of times with a nasty throttle snatch at the most inopportune times, I realized perhaps we should have dated a bit before tying the knot. Initially I was happy, but it didn't take long to discover there was a dark side to my new beauty. Probably not the best deal ever but not bad. All of that two years ago for less than $5K. It had just north of 6K miles on the odometer, perfect paint, newer tires, fresh synthetic oil-change, PCIII, LeoVince slip-on exhaust, frame sliders, fender-eliminator kit, a stock and Yamaha gel seat (which is horrible), and multiple wind screens. I thought I got a pretty good deal given the low-mileage and after-market goodies already installed.

įor the record, I bought my 2006 silver beauty in 2012 from a local gentleman here in the north Atlanta area. Total turnaround time is typically 6-7 business days.Just in case you don't know, Ivan is a performance tuner. The release form may be included in your package or emailed to 3: Receive, install, and enjoy your reflashed ECU. If you are purchasing a custom flash please make sure to complete the custom flash section. STEP 2: Remove your ECU, complete your RELEASE FORM ECU flashing is not only more cost effective than its alternatives but it is superior because but it also allows for more precise tuning fuel maps which automatically compensate for changing atmospheric conditions and it allows for modification of parameters that are not otherwise tunable such a throttle valve actuation.Our Standard Flashes are preset flashes that can not be altered, if you would like something specific done to your ecu you will need to choose our Custom Flashing Service.

Yamaha fz1 ecu flash