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I can set the rev limiter to any rpm a person wants.

As far as tach accuracy - I don't recall on the v650, but my concours is off by 500 rpm, it shows higher than the actual rpms reached.
 

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Y'know, I've been riding motorcycles for ~46 years, and I don't believe I've ever hit the rev limiter on any bike, even dirt bikes. Which I guess means I've been riding like an old man since age 12. LOL. At least I'm a good person to buy a used bike from. My last two bikes had cylinder head pressures well within spec when I sold them at 78,000 and 65,000 miles. Now git offa my lawn!
 

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Yesterday I got out and did a trip up to Whistler and came back the slow way going up Callahan valley and Squamish river road to give my 2015 650 ECU flash a good workout. The best way to describe Steves flash is found in the name of his company, Shoodaben. This is what SHOULD HAVE BEEN from the factory! It has inspired a new level of love of riding this bike for me. The throttle roll on and off is so smooth,no jerkiness. I run a 15T-44T combo stock muffler. The whole spectrum of gears seems balanced now. The range of all the gears is bigger as theres noticeably more power down low so theres way less fiddling looking for the right gear. Hence less shifting. I dont use a gear indicator so Ill have to retrain my instincts. Can stay in any gear longer. Top end is probably the same but I never get there anyways.But its the getting there that is improved. The legendary Kawi midrange is more pronounced now,particularly leading up to 5K. The 2015 649 felt like it was asking for more fuel before under 4k before,now its getting it. Lots of room around 5 K right where I love it. Crack the throttle there and it has more depth. Engine runs smooth like a factory tune on 87 gas,no gurgling or farting. Very seamless. So without going on too much Ill say this is a very professional ECU tune,well thought out and no back yard job. For me,the connection between human and machine is what I love about a bike.And this ECU tune has brought it closer.
 

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Discussion Starter · #185 ·
Pretty tired, woke up at 6AM , made a big breakfast and waited until 10AM , wet messy leaf covered roads, overcast, got to Aylmer , bright sunshine and not a cloud in the sky and 11'C, the next 3 hours it stayed like that:clap::thanx:
So several surprises, first one was I normally am in 2nd or 3rd when in the city speed limit of 60 KM/HR, well not anymore, >:), @ 3000 RPM in 6th @60 KM/HR. I was following a pickup across 3 sets of railway tracks, had sufficient distance ( so I thought) however I wasn't expecting the guy to stop on the tracks ( obviously had bad or no shocks), so to my surprise I needed to brake more and lost my extra space , of about 3 seconds, what surprised me was, in this situation I would need to rapidly downshift or come to a complete stop and put my foot down*that didn't happen , in fact I just had enough speed to keep upright, when I let the clutch out, and my turn to cross the tracks, the RPM was around 1700 RPM, I had absolutely no trouble accelerating , as it turned out I was in 4th gear :eek:. Second surprise was when I got onto the highway and was able to accelerate in 6th gear from 3000 RPM at 60 KM/HR up to 90 KM/HR, no hesitation and absolutely smooth*:grin2: yup that was on my face.
I think the KM/L will be less than before, as I left with a full tank and had 1 bar left when I got home, 250 KM traveled, however I had high winds to deal with and my engine ran at 187'F , to get a accurate KM/L will take more riding in normal 20'C temperatures, and keep in mind, the improvement in the below 4000 RPM was the goal here. So it is going to take me several long rides to get use to the shifting pattern, well actually you can just put it in 6th gear at 50 KM/HR and accelerate from there, in fact I went through several communities with a reduced speed limit, before the flash I would drop down to 3rd gear when entering 60 KM/HR, now I just keep my feet up on the highway pegs and leave it in 6th. So it is like a different bike!!
I am sure I missed something but there you go.


March 16/ 2019
I also did several posts in the UK Versys forum, one comment was they never ride in the below 4000 RPM range, another was under booster plugs, again no response or negative response. You know what they say, you can lead a horse to water but****.
 

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Yesterday I got out and did a trip up to Whistler and came back the slow way going up Callahan valley and Squamish river road to give my 2015 650 ECU flash a good workout. The best way to describe Steves flash is found in the name of his company, Shoodaben. This is what SHOULD HAVE BEEN from the factory! It has inspired a new level of love of riding this bike for me. The throttle roll on and off is so smooth,no jerkiness. I run a 15T-44T combo stock muffler. The whole spectrum of gears seems balanced now. The range of all the gears is bigger as theres noticeably more power down low so theres way less fiddling looking for the right gear. Hence less shifting. I dont use a gear indicator so Ill have to retrain my instincts. Can stay in any gear longer. Top end is probably the same but I never get there anyways.But its the getting there that is improved. The legendary Kawi midrange is more pronounced now,particularly leading up to 5K. The 2015 649 felt like it was asking for more fuel before under 4k before,now its getting it. Lots of room around 5 K right where I love it. Crack the throttle there and it has more depth. Engine runs smooth like a factory tune on 87 gas,no gurgling or farting. Very seamless. So without going on too much Ill say this is a very professional ECU tune,well thought out and no back yard job. For me,the connection between human and machine is what I love about a bike.And this ECU tune has brought it closer.
It is pretty awesome, eh?

Disclaimer: I spent the better part of two days playing at the Shoodaben Skunkworks being a guinea pig working on different settings to get to the final product. Quite the eye opening experience watching a "tune" evolve and being a part of it. And it was a real pleasure to watch a master at work. I lost track of how many times the ECU came out, got reflashed, test ridden, came out, reflashed, test ridden, came out, reflashed...until it was juuuust right.
 

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It is pretty awesome, eh?

Disclaimer: I spent the better part of two days playing at the Shoodaben Skunkworks being a guinea pig working on different settings to get to the final product. Quite the eye opening experience watching a "tune" evolve and being a part of it. And it was a real pleasure to watch a master at work. I lost track of how many times the ECU came out, got reflashed, test ridden, came out, reflashed, test ridden, came out, reflashed...until it was juuuust right.
And that was at the very end of about 4 months of work previous to that! Steve
 

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And that was at the very end of about 4 months of work previous to that! Steve
Nice work Steve and also to your test pilot Steve! Got out again on the weekend for a ride with a buddy on an Africa twin for a couple hundred K of a mixed pavement loop out to Harrison lake and back. I like twisties with up and down and now Im getting used to my new flash. Smoother throttle response both on and off(more sophisticated for lack of a better description), more power leading up to the mid range and above. Less thinking about getting stuck in shifts,more concentrating on at-tempo mastery of control. Feeling the bike. Shes got a bark now in 3rd and 5th gear seems bigger for non-freeway cruising. Kawi is good at creating power but Shoodaben is good at refining it. Im thinking Ill not crave a bigger displacement bike now, this 649 fits my needs. Two Thumbs up!
 

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Argh!

You guys are killing me with all the goodness you’re describing! Please! Some 2017 love!
A bit of Spring fever kicking in!
Sorry:wink2:
 

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I was able to put 225 miles on the flash the past few days of good weather and am really happy with it.

I am running it on my 2016 with the LeoVince exhaust system, currently with the silencer insert in.

Immediately I noticed the bike running smoother down to 3000-2800 RPMs. I went through Rifle, CO yesterday which has a 25 mph speed limit with a handful of stoplights, and was cruising in 3rd gear, comfortably able to speed up and slow down with traffic through the greens, whereas last fall pre-flash in the same spot 2nd gear was mandatory with fair amount of clutching and coasting to avoid the jerky-shaky sub-4000 rpm range 3rd gear would have delivered. That alone is worth the price to me, but it only got better going faster.

At speed and in the twistys the most noticeable improvement was excellent and instant throttle response, much more nuanced throttle control was possible which is important when trying to be precise. Cracking the throttle open to zip past someone encroaching my lane was a delight, no downshift needed just a burst of speed. I haven't explored the upper RPM ranges yet but am only expecting good surprises.

Recorded 59 MPG on this first outing, mostly 55-65 mph with a few stretches of 75mph on the interstate. 55-65 MPG is typical for me before the flash so I am happy I didn't lose anything there. My only secret there is being a lightweight guy and living at high altitude, lowest point yesterday was 5300 feet in Rifle.

There is a bit more audible 'feedback' from the LV exhaust on overrun than before, closed throttle RPMs falling coming off the interstate for example, nothing approaching backfiring or loud pops, just a little more character which I dont mind at all. Checked the header bolts for torque during winter maintenance and were fine so it shouldn't be an exhaust leak.

Heading for TX for MotoGP and hill country riding in a few weeks, so I will report back on how the LV exhaust + flash combo is at low altitude in the future. So far its been great, Steve couldn't have picked a better name for his business!
 

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Finally able to get my bike out today to test the ecu flash done by Steve over the winter. When first starting, the engine sounded better and revved up faster, not the usual bunny farts i remembered from last summer. When revving through first 3 gears the front end feels lighter and it definitely flies up to 70 mph faster! It has more low end grunt and over all drive ability makes it a lot more fun to ride!
It's only in the upper 30's so I didn't ride to far but can tell I'm really going to enjoy riding this season!
Thanks Steve!
mully

Picture of my home made exhaust that I since added another baffle and pointed out the other side and painted black.
 

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I finally got a chance to reinstall my ECU and go for a test ride after getting it back from Steve a couple weeks ago.

WOW. :surprise:

This tune is even better than I anticipated. The hesitation / bucking below 4000 RPM is just gone. The bike happily accelerates from 2500 RPM in all gears. And it does so authoritatively from 2500. This is how a 650 twin should feel! :grin2:

The on/off throttle jerkiness is gone too. It's much easier to modulate at small throttle opening cruising speeds. This is how the bike should have felt from the factory. Buttery smooth and refined!

Finally, overall power is definitely improved. The bike doesn't suddenly feel like it's a 1000, but there's a notable improvement in power everywhere. It just feels a tad stronger and I consider that just an added bonus to the really important improvements I already described.

This is the best ~$250 you will spend on your Versys 650. Do it!

P.S. Thank you Steve for this awesome contribution to the Versys 650 community! I absolutely love this bike, and you fixed the one major complaint I had about it.
 

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Discussion Starter · #194 ·
April 13/ 2019

I finally got a chance to reinstall my ECU and go for a test ride after getting it back from Steve a couple weeks ago.

WOW. :surprise:

This tune is even better than I anticipated. The hesitation / bucking below 4000 RPM is just gone. The bike happily accelerates from 2500 RPM in all gears. And it does so authoritatively from 2500. This is how a 650 twin should feel! :grin2:

The on/off throttle jerkiness is gone too. It's much easier to modulate at small throttle opening cruising speeds. This is how the bike should have felt from the factory. Buttery smooth and refined!

Finally, overall power is definitely improved. The bike doesn't suddenly feel like it's a 1000, but there's a notable improvement in power everywhere. It just feels a tad stronger and I consider that just an added bonus to the really important improvements I already described.

This is the best ~$250 you will spend on your Versys 650. Do it!

P.S. Thank you Steve for this awesome contribution to the Versys 650 community! I absolutely love this bike, and you fixed the one major complaint I had about it.
I put another 340 KM on the bike, 80 to 90 KM/HR cross winds, had my heated gear on after 3PM. The new flash is one of those things that explaining / documenting, can not possibly come close to experiencing it, it is just that much better!
 

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a) get the bike that has the performance you need; don't void warranty and waste money on ecu remap for a few lousy % improvement, next thing you know you will be coerced into costly new airbox and exhausts, filters and such...

b) the stock versys 650 is fine between 2500 and 7000 rpm. Below that it's chugging. Higher it's not worth hurting it. The 3500-4000 range is dead center for city riding and it's fine. I think your problem is between the handlebar and the seat... Adapt.

c) it will not vibrate less with aging, simply because the engine/handebars/pegs rubber mounts will dry/wear and get harder. My 2015 has over 50'000 miles and it's not a young smooth "she" anymore... it's definitely a middle-aged cranky scarred boy, like its owner.

d) What the manual says about lowest shifting rpms, it's likely the safety rpms below which the engine hurts again (low oil pressure and chugging). Shift with the sound, speed, cluthing and performance that pleases you. It's your toy.
 

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I'm looking forward to getting mine flashed. The on/off and low input throttle on mine is so annoying. I just an email to Steve to get the process started.
 

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Discussion Starter · #198 ·
I wish we could get this on the Gen 2 650s. Everything time a thread on this Flash pops up I get so jealous.
Can't respond to the gen 2, but I had the MK-1 , let me say it was open loop and never had the issues of the MK-3. Performance could be attained very similar to the MK-3 new flash by adjusting the TPS , you really need the $24 harness and a good 2 decimal place DC meter. Several also did the vacuum hose mod, I tried it and it was just too rich on the MK-1 when engine braking.
 

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Discussion Starter · #199 ·
former 2007 Versys Now 2015 Versys

I am going to come along and state that my open loop 07 worked fine from 2500 to 4000 RPM in 4th gear. However, my 2015 Versys absolutely sucked below 4000 RPM until after the flash, some comments here about changing the air box, well some people just like to think they know what they are talking about. The issues that have been resolved with Steve's flash on the 2015 / 2016 ,are strictly to do with the fuel map and other settings specific to the 2500 to 4000 RPM, go to his site and he gives more detail. If I put my bike beside a identical 2015 , you ride the OEM flash bike then get on my bike, for those that have difficulty with throttle control and don't know how to adjust the throttle cable, my bike would be absolutely much easier and more responsive through all RPM's. Like many things, you adapt to the bike, the first 2 years I considered buying my 07 back and selling the 2015. Like I said I adapted and by the spring of 2018 I had everything on the bike that I wanted, didn't want to start over, so the 2500 to 4000 RPM I had a work around and accepted it.
This issue was discussed well over a year before Steve even started on this latest flash , so late 2018 Steve had done a few bikes, I decided to go for it, trust me, it makes the bike better than my old 07, I know there are guys putting crash bars on, a center kickstand, highway bars, all kinds of farkles. If you own a 2015 or 2016 650 Versys , put a smile on your face and get the flash from Steve , expect to spend some time getting used to shifting gears , the old chugging is gone, don't be surprised to find you are in 5th or 6th gear while city riding .
As to RPM, 85% of the time I am in the 5500 to 6500 to 7000 RPM, with the new flash the other 15% is around 3000 to 3400 RPM, a area that I never rode in before, let me expand on that, you could ride in the 3000 RPM range as long as it was flat, and no traffic, any acceleration needed or sudden braking, expect to do some rapid downshifting , unless you were coming to a stop, what was described as chugging , is a good description, with the new flash, at 3000 RPM in 6th gear doing 60 KM/HR , I can accelerate uphill no problem, once I hit 50 KM/HR I need to downshift as that is expecting too much in 6th gear.
One last thing, before the 07 Versys I came from street legal dirt bikes, the DRZ400S really need a 6th gear, riding it required ear plugs as it sounded like the motor was going to come apart at any second, to do 120 KM/HR I was wound right up to almost red line, changing sprockets for off road made it suck for highway riding, and vise versa . The DRZ shared the same motor with Kawasaki, it was bullet proof but like I said, any day that motor was going to fly apart>:).
So knowing what I know now, if I was shopping for a new or used 650 Versys , it would be a 2015 / 2016 and I would have a ECU already flashed and ready to go.
 

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For those interested in this flash AND an aftermarket exhaust, I have about 2000 miles on my 2016 with the flash and LeoVince exhaust, about half of that with the 'baffle' insert in the exhaust, and half with it out. It runs very well with this combo, I prefer it with the baffle out and will keep it that way as throttle response is just a touch quicker and it really rips when getting deep into the throttle(also sounds much much better). I was making some effortless passes without needing the usual downshift in NM last week.

I calculate my MPG on almost every tank and cant say the tune has hurt mileage at all, just like before its wholly dependent on the right hand. On this last trip I saw a low of 44mpg after 100 miles on SH130 to and from COTA for MotoGP (85mph speed limit), and a high of 66mpg after 100 miles of slow and lazy backroads around Santa Fe, NM (high altitude helped I think). Average mileage about to 50-55mpg which is what I was seeing with just the LeoVince exhaust for 5000 miles before the tune was added.

Initially I was a bit hesitant to grab the tune as it was developed for bike with stock exhaust, but I couldnt be happier. So much smoother on the bottom end, and noticeable increased pickup through the middle and in the higher revs. Worth every penny, thanks Steve!
 
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