Concours 14 ECU Flash

Limited time 2018 New years Special  --- 350.00 PLUS free priority shipping / insurance in the US on all flashes!


Other tuners talk about their dyno results... at Shoodaben engineering we back it up with real world data.
    Here's a timed run slip from the El Mirage Dry Lake speed trials, Provided by fellow COG member Michael Cox. Michael is a current land speed record holder with a twin engine turbo'd kawasaki . Michael made this run with his stock engine 2009 Kawasaki Concours 1400. The only power modifications were a de-catted stock head pipe, a 2 brothers 2" slip on muffler,enlarged ram air intake, and Shoodaben Engineering's ECU flash. 182.013mph... WOW. Thanks Michael!

    Here's the dyno runs from the Evolution flash done on my well broken in*  2012 Concours 1400.
Stock s the BLUE trace, done on a fully stock bike.  The Evolution is the RED trace, and the bike is
fitted with an Area P slip on.  Look at the torque, linearity and power gains achieved. Actual road
power will be apx +5 hp, as I tune considering the effects of ram air, which cannot be replicated
on a dyno.
   This is the pinnacle of Concours 1400 tuning.

is how your Concours 14 Shoodaben!

"Tuning improvements for sport touring riders, by a sport touring mechanic."

   If you've found yourself here researching an ECU flash for your Concours 14 or GTR14, let me introduce myself. I'm Steve Sefsick, and I specialize in tuning and products for the Kawasaki Concours line of bikes. I have been doing so since 2005. I am a Concours Owners Group Industry Member and former Concours Owners Group Technical Editor. Though you may not be a COG member, understand that the Concours Owners Group (COG) is, and will be, the most comprehensive technical collection of Concours or GTR information anywhere. As "one of us" I'm a sport touring guy... not a sport bike guy, a sport tourer. I know what Concours owners want, and how to deliver it. It's amazing to me that Kawasaki made a world class motorcycle but gave it third world tuning, but that's pretty much the fact. Let me share my journey with what we COG folks refer to as the "c-14" .

   It took me a while to warm up to the C-14. Folks had been asking me for years when I was going to do something to improve the C-14, but I was still researching improvements for the much loved C-10 Concours (see my home page and read up on how Shoodaben was uniquely hotrodded and modified).. Finally in 2013 the siren's song of the 14 was overpowering; I succumbed to the infectious high RPM power, handling and braking that is the Concours 14 with a 2009 ABS model. I experimented with fueling, tuning and exhaust on that bike, and generally took it apart and put it back together to learn the bike. I then purchased a 2012 to learn the differences and "improvements" Kawasaki imparted to the gen 2 c-14, and have continued my education by working with and studying the gen 3 2015-up Concours.

   Still, something was missing...Sure, it was "fast enough" but it really had some quirky manners that negatively affected the whole riding experience. The throttle was abrupt and snatchy, the power below 5000 rpm not even close to what it should be, and the economy in power mode was not impressive. Low gear shifting was terrible, like I had forgotten how to to shift cleanly. I found myself uncomfortable riding at lower speeds and lower rpms, because the power just felt flat and vacant. I had to really focus to be smooth on and off the throttle; at lower gears and rpms little inputs from my hand had me jerking for and aft. C'mon, this is a 1352CC monster motor... and this is all it has at low rpms?  It was obvious the bike needed a good tune, and to that end, I began developing the Shoodaben Engineering Flash.

   Utilizing my 35 years of professional engine building/tuning experience, over 3 years of ridability tuning, dyno proving, and constant upgrading, I have developed  tunes that addressed all the things we as sport - touring riders dislike about the C-14's performance. The Shoodaben Engineering C-14 ECU flash is now a reality, and with it, your C-14 will be a joy to ride easy or hard, fast or slow... how it Shoodaben from the factory.


  Benefits you'll get from the Shoodaben Engineering flash -

1)  The Shoodaben Engineering C-14 flash will improve power everywhere in the rev range, from just off idle to redline. This makes low rpm riding and short shifting very comfortable.. no need to wind the engine up to get up to speed.

2) Shoodaben Flashes work on all c-14's from 08 to 2017 models. There is no need to disconnect the 02 sensors on the 2015 up or
    EU models

3)  No abruptness on and off throttle. Up and downshifts will be smooth as butter. You won't have to work to be "smooth on the throttle" anymore.

4) if you ride 2 up, your passenger won't be banging their helmet into yours anymore.

5)  You will generally be riding in 1 to 2 gears higher for any given condition because of the increased torque.

6)  If you're just "riding" and not working the throttle hard, the fuel economy increases will be clearly evident.

7) Top speed limiters are removed. All fuel / timing / secondary control tables completely and exhaustively reworked. Full access to disable deceleration fuel cut, pair valve shut off, fan temp on/ off set points, and vvt control.  Nothing in common with the stock tuning!

8) RPM limiters are NOT raised on the Mountain Runner Flash, it remains 10,000 rpm which exceeds the engine's ability to gain power at that rpm; It is raised 450 rpm for the Area P flash to 10450, as the area P flash holds power to 10,000 rpm. Due to the weight of the VVT module on the end of the intake cam, I strongly advise caution as to how often you bounce the tach off the limiter. I have grave concerns about vvt related failure from high rpm shifts that can cause the top end of the engine to be destroyed. I have a vvt module that tore it's locating dowel out - See the pics at the bottom of this page.  Your c-14 IS NOT a zx14... those who tell you it is the same are either misinformed or trying to mislead you.

9) timing retard is eliminated to the rpm limit on all flashes

10) I tune with 89 octane, 10% ethanol pump gas, but recommend you follow Kawasaki's recommendation of using premium fuel, as a "safety net" for your engine . Please read more about my tuning methods here  .

11) Grab a handful of throttle and look out! Take a look at the Chart above, EVOLUTION vs Stock flash ( the Evolution flash is the red trace) . These runs were done a couple days apart, in the same weather conditions on the same dyno.  That's a SERIOUS increase in usable torque and power from basement to ceiling!

12) Buy with confidence! To date I have flashed over 600 Concours ECU's. You see the positive comments and evaluations constantly on Concours sites all over the internet!

   For ordering info, please email me though this site (top left "how to contact me") and request the shipping info. Ask about any specials that may be in effect. Please include a contact phone #.  I'll email shipping and payment info, and call to discuss the options.

                                         THERE ARE NOW 2 FLASHES AVAILABLE FOR THE CONCOURS 14        

 New for 2018... the MOUNTAIN RUNNER FLASH !  Customer satisfaction is my #1 goal, and I have learned that listening to my customers ideas will often result in a better product. This is how the Mountain Runner flash was conceived... listening to feedback from customers who had my other flashes and wished for a melding of the decel flash for it's engine braking properties, and the Evolution flash for it's smoothness and power. Because of the build differences in those flashes it wasn't as easy as throwing the premixed parts in a pot and a new flash appeared. I actually started with the Evolution flash, and after 35 more refinement flashes and extensive Beta Tester input (thanks guys!)  I'm proud to introduce the Mountain Runner flash. All fuel, timing, and secondary maps are extensively reworked as compared to the Evolution flash. Mountain Runner has more engine braking off throttle than the Evolution flash, and slightly less linear throttle response coming back on throttle. Once past 10% throttle, the performance is identical to the Evolution Flash. The result is a level of control in the twisties and mountains previously unachievable. Mountain Runner will help you ride more intuitively and not think about what the bike is doing in those "high concentration" (high anxiety?) moments. As a result you will better concentrate on the task at hand. Mountain runner is great for everyday riding in town, on the interstate, etc. Mountain Runner will deliver even higher fuel economy that the Evolution flash, when ridden with light throttle up to interstate speeds. Mountain Runner is for Concours / GTR14's with stock or slip on exhausts.  I heartily recommend Mountain Runner as the most  user friendly flash I've ever created. 375.00, which includes shipping and insurance in the US.

  NOTE; 4/6/18 - Due to the incredible popularity of the Mountain Runner flash, and the fact that Mountain Runner has all the power of the previous Evolution flash but even better low throttle control and refinement, I have decided to discontinue the Evolution flash. When reviewing dyno charts, any chart marked "Evolution" will apply the same as the Mountain Runner Flash.

     See the dyno runs above ^ "Evolution vs Stock"; These runs were done on my very well broken in* 2012 bike in march, 2017. I mention "very well broken in" because there's no effort to start with a new bike, not yet broken in, and credit some of the power gains to the tuning rather than the natural power gains that come with a well broken in engine. The stock run is a fully stock run, even with the stock muffler. The Evolution Flash was built and depicted with an area P slipon, but all slipon's will have comparable performance. Shut down was done at 10,000 rpm by the bike's tach, so you see how far stock tachs are off.  If you look at the torque traces, you'll see the Evolution and Mountain Runner flashes have apx the same torque at 3000 rpm as the stock flash has at 5000 rpm, and more power everywhere. Not insignificant.

 AREA P FULL SYSTEM FLASH    as the name implies, this flash is for bikes with a full system (header back) AreaP exhaust. This flash will also be a good choice for comparable aftermarket exhausts. For comparison, the AreaP system is a Tri-y, uses 44 mm head pipes and a 2.25" mid pipe. This pipe and flash made a huge power gain to 160.8 HP and 102# TQ.  The pipe and flash exceeded 92# TQ at 4000 rpm while also holding 160 hp peak power from 9000 to 10,000 rpm. I pulled out all the stops with this flash... The area P full system flash has very finite throttle control and you can choose the decel qualities found in the Evolution flash or the Mountain runner Flash for controlled application of all that power. This map also has individually assigned gear / fuel trims to account for Ram Air, which cannot be duplicated on a dyno. In building this flash, Data was recorded from multiple high speed runs in excess of 150mph.

See the dyno chart below named "Full Area P" -  actual high speed racing HP will probably be appx + 5 hp over that depicted, based on the difference provided by the ram air tuning I incorporate. This flash is designed to not lean out at speed like a typical dyno only flash will. 395.00 including shipping and insurance in the US.

    This flash, like all modifications, is intended for use on a closed racing course, and not intended for street use.

   To Order your Shoodaben engineering ECU flash, please email me through my contact page (top left column on this page) Requesting shipping information for your flash, and ask about any special pricing that maybe in effect. Please include a phone # I can reach you at to discuss options. I'll email you an attachment with all the info you need to remove, package, ship, and pay for your flash.

  * Why do I make a point to specify "very well broken in"? Simple... it's because engines that are new and aren't broken in will have less power, and as the engine breaks in the power will increase. Depicting a dyno chart with a newer engine as the baseline "stock" run can result in charts that look like the tuner had very large gains from the tuning, when in fact a good portion of the gain came from the engine breaking in. If you see dyno charts with unrealistic gains, Such as slip on charts that show gains that are TWICE what even every slipon manufacturer claims, well you need to ask yourself what's going on there. There's no games with me... y'all see me regularly at COG rallies and daily on the forums. You know what to expect from me based on years of accessibility and service to the Concours community.

       Below are pics of a failed Concours vvt module. As you see, the module weights 23.6 oz, almost 1.5#. At 10,000 rpm it's spinning 5,000 rpm and is carrying a great amount of momentum. High RPM upshifting would be a sudden slowing of all that momentum as the rpm's drop for the next gear. You will notice a dowel pin locating hole, and the metal torn out. The engine was slowing but the module was still trying to rotate forward from the momentum it was carrying... with enough force to shear the pin out of the intake cam and the VVT module.

      This type of damage is unlikely to occur on a dyno, because most dyno runs start and stop in the same gear, and the engine "winds down" in the same gear. This dissipates the energy, rather than the sudden slowing that occurs with upshifts.

       Folks can talk about your c-14 being a zx14, but pictures don't lie.

      I post this kind of information because I believe most c-14 owners are mature enough to not want their beloved motorcycles damaged. A blown up engine is just a really expensive piece of scrap metal.


Subpages (1): My tuning methodology
Steve S,
Sep 15, 2017, 7:33 AM
Steve S,
Sep 15, 2017, 7:42 AM