*I would really like to have a similar throttle response on this Vmax 1700, that I had on that ZX14R!!! If I could Keep the Stock Braking Compression and still gain the Instant Hard Throttle Response you all talk about. One of the things I really like about these Vmax 1700's is the Braking Compression, when I let off on the throttle how the bike slows down so quickly compared to any other bike I have ridden. It's a Fantastic Bike to ride just as it sits though. I will eventually give him a call again and see if I could get what I want out of this bike "and still leave it in stock formation" otherwise. Nash on the phone back in 2015 about the different flashes, I could not make up my mind at the time though, plus at that time, the Vmax 1700 was the most powerful Stock bike I had ever ridden. I have read about the different Nash Flash levels. (I had to sell that ZX14R cause my neck would really start hurting trying to look up/forward all the time in that sitting position. Very Comfortable, I could ride all day on and not be sore. When I give my Vmax Full Throttle it feels to me like the power/speed is trying to catch up to my throttle position. It would have been So Cool if these Vmax 1700's had come stock with the 3 level adjustable power, wouldn't need the flash. Hard really to describe the power delivery on it. When that ZX was in the highest power position (I don't remember what the 3 power levels were called) it would flat out FLY!! It would Definitely beat up on any Stock Vmax 1700. That Stock ZX14R had 3 power levels the owner could adjust as needed. It was about 200lbs lighter though to if I remember correctly. That bike was Way Faster (noticeably faster anyway) in the low end than this Vmax is. *The only thing I would be interested in, with a Nash Flash is if I could get a much quicker acceleration in the low rpm range. It's like it has a delayed throttle response or something, maybe because these bikes are so heavy. Mine is a bit slow picking up speed on the low end but pulls hard and steady after the about half throttle, I am comparing it to riding a ZX14R. I like my 2017 Vmax in its stock form, Runs Perfect, no surging or anything I have read about that others have had. The bike is fully capable of putting a careless/stupid rider in the hospital in a hurry, just as a fast sportyish liter class bike should be.I'm no expert on Vmax's. The throttle grip is cabled to the primaries and without ECU controlled fun police nanny secondary butterflies, it is smooth and yet immediate and manic. The FZ1 has an Akra full exhaust and had its secondary butterflies removed with ECU mapping to match. Giving up a few HP on that bike's top end, but the ADV bike is not really about top end anyway. The Super T has a Yosh can on it and the uncorked 270 degree twin sounds wonderful, but still wears it's CAT, so I am not feeling bad about it's pollution levels. Flashing both bike's ECUs made a massive improvement, making their systems feel like an always perfectly dialed set of analog carbs - creamy, smooth and responsive. My '14 Super Tenere was annoying, my '06 FZ1 was so bad it was actually bordering on dangerous in this regard. My experience is with Yamahas, which suffer from on/off jerky throttle response. The older piggyback tuners did not have the blocked off "EPA" area on their tables. “I want to know what each individual cylinder is doing.” To do this, Pathak installs individual sensors at the header pipes, as far upstream as possible, and especially before the exhaust gasses reach any cross-over pipes. Unless you have a single-cylinder motorcycle, the sensor is located so far downstream that you’re getting an average reading from all the cylinders. While many aftermarket exhausts will have a bung to attach an O2 sensor and read the air/fuel mixture, the reading you’ll get from it is generally useless information. A quick peek at the air/fuel ratio throughout the rev range could also clue us in on spots to improve.Īs the saying goes, the devil is in the details, and it’s here that Pathak clues us in on a fallacy. Dips, flat spots, and irregularities generally point to areas of improvement. Peak power and torque are fun numbers to talk about, but Pathak is more curious about the entire curve. Upon receiving a new bike, the first step Pathak takes is to put it on the dyno to get a baseline run.
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