Concours 14 ECU Flash

                                 CHRISTMAS SPECIAL !!!
 --- 325.00 including free priority shipping / insurance in the US for the Mountain Runner, Classic and Full area P flashes!
Christmas special pricing will start Nov 23, 2018 and run through Dec 23, 2018.

  UPDATES, UPGRADES AND EXCHANGES - July 01, 2018 Due to improved access to various tools in and out of the ECU, and my unrelenting drive to offer the best tuning a c-14 owner can get, my current flashes are the best I have ever produced. Remember that industry wide this is an evolving art... stay current or be left in the dust. As in all the years past, my flashes are at the forefront of c-14 tuning.

   UPDATES are older files that have been re-engergized with various features such as deceleration fuel cut or other relevant features. Updates are free, just pay shipping (25.00 US).

 Current available updates would be my Original flash update to the Classic flash, and all area p full system flashes to the 2018 full area p system update.

  UPGRADES would be replacing my Original, Decel, or Evolution flash with Mountain Runner.  Upgrades are 75.00 US, which includes shipping.
  
  EXCHANGES If you purchase either Mountain Runner or Classic, and would like to change to "the other" flash, or to the full area p system flash, I will do this free 1 time, just pay shipping (25.00 US)

  Why consider any other flash when you can get exactly the tune you want at Shoodaben Engineering?

 

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, as ridden by world record holder Michael Cox. Michael is the 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!


    While I'm not a big "dyno guy" because dynos only show what the engine is capable of at WOT and tells us nothing about rideability, folks still like to see measured gains. Here's some dyno charts from Shoodaben Engineering's recent dyno tests, May, 2018

Stock is the green  trace, done on a fully stock bike. The blue trace is stock with an Area P slip on, and no additional silencer / decibel killer . The red is Mountain Runner/ Classic flash with the same 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.

      HUGE gains in torque, and a 19 hp gain at 10,000 rpm redline over stock.
 
   This is the pinnacle of Concours 1400 tuning.


                                   This 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 2018 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 limit is 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 for the Area P flash and Classic flash to 10500 for racing use. However, 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 https://sites.google.com/site/shoodabenengineering/concours1400/my-tuning-methodology and see my octane power comparison chart, below.

11) Grab a handful of throttle and look out! Take a look at the Chart above . 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 3 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.  Mountain Runner has more engine braking off throttle than the Classic flash, and slightly less linear throttle response coming back on throttle. Once past 10% throttle, the performance is identical to the Classic Flash, though the redline is set at 10,00 rpm (stock) and is done to insure the safety of your engine. 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 great fuel economy 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. 350.00, which includes shipping and insurance in the US.

  THE CLASSIC  This is my original flash, re-energized for 2018. If you are looking for more Sport than tour or you have ever said "I ride it like I stole it" this flash is for you. Aggressive power from the first degree of throttle, all the way to it's 10,500 rpm redline. This flash features disabled fuel cut, disabled speed limiter, raised redline to 10,500 rpm for dragrace shifts, disabled timing retards, disabled pair light (should you remove the system), fan temps lowered by 10 degrees and extensive reworking of all maps. The classic differs from Mountain Runner in that there is no added engine braking, other than what is available through the natural rpm and gear braking. If you prefer higher rpms and aggressive riding, this is clearly your choice.
  

RED is the classic flash with a slip on.
GREEN is a stock ECU with a slip on.

  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 160.6 HP @ 9800 rpm, 105.6# TQ @ 6200 rpm, and 95# TQ @ 3500 rpm on my dyno.  I pulled out all the stops with this flash... The area P full system flash has very finite throttle control with Mountain Runner technology 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 160mph.

     AVAILABLE UPDATE 7/1/2018  All flashes for the full area p will have this update as of 7/1/18.  I've added deceleration fuel cut, fuel to stop any decel popping, pair valve light shutoff (if you want to remove the system) and improved power . See the dyno chart below, original Area P flash VS this update. If you have the area p flash and want this update, email me for shipping info, and just pay the shipping cost.

   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. 350.00 including shipping and insurance in the US.


  
   RED run is the current 2018 updated area P flash.
   BLUE is my original Area P flash.
   All work done same bike / same dyno / same day.

   Can octane affect power? Sure, depending on many factors. In an effort to learn and share, I ran a comparison of the Classic with 92 octane, vs 89 octane. The difference isn't vast, but it's measurable and repeatable. The 92 octane fuel did out power the 89 by a little over 1 HP.


  
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
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Steve S,
Sep 15, 2017, 7:33 AM
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Steve S,
Sep 15, 2017, 7:42 AM
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