It was still running massively lean at 4-5 K due to the slip on. When I rocked up to the tuners shop I had three codes present:Ģ5 Gear position sensor malfunction, wiring open or short.Ħ4 Air switching valve malfunction, wiring open or short.ģA Purge valve malfunction, wiring open or short (Equipped Models)īefore we started the dyno runs he disabled/cleared them using the Woolich software but I see I still have the Air switching (PAIR Valve) code showing on my bike.Īfter running the auto tune and working out the new fuel map (sorry about lack of correct terminology) we tried to apply it and although it appeared to be writing to the ECU the map was not changed when we ran the bike. Thanks for doing the test for us by disconnecting the O2 sensor. What Ginger and I are trying to ascertain is whether error codes affect the ECU flash process, I'm not otherwise bothered about the gear position sensor malfunctioning. I've waded through scads of posts on the Versys forum to get to this point. Why changing the gearing ratio affects the gear position sensor is beyond me and even more harder to understand is why it's intermittent? But it is a linked thing, not just a one off on Gingers bike. The error code 25 seems to be a common complaint on the Ninja 400 and before that the Versys 300 (A low geared adventure bike that most owners gear up for the road). I only understand the basics of it though, this isn't my field of expertise as I'm more of an engineering machinist come welder. Good to now know about the map selects and how that works. Log Box Hi Anthony, I'm the OP of this thread after my ECU flash job failed.įirstly, thanks for taking the time to try and help us out, I'm sure your a busy guy. Since you guys are expressing some interest in it, I'll hop down to the garage and do some test flashes on both the MS0 and MS1 options and wire in a toggle switch or try jumpering pins to decipher what needs to be done in order to toggle through those map selects. This map had more aggressive timing, more aggressive STP maps along with I think a different set of map values for the exhaust servo motor it allowed us Yankees to pick up some extra power, typically to the tune of ~5-8 WHP on the top end. And since Kawi for whatever reason left the EUR/AUS programming in the other position than the US bike normally ran in when the bike was started it then ran in the less restricted EUR/AUS ECU mapping. What this did was then force the ECU to run in the other MS position. What it involved was jumping out a set of pins on the KDS connector. The most commonly known instance kind of set up is on the old ZX636s of the mid-00s - typically referred to as the jumper mod or paper clip mod. So we can still run multiple maps on the bike through the MS0 and MS1 option we just need to force the ECU to make that change over. Now, on the Ninja 400 this is a bit different as 1) the ECU is a Denso based ECU and 2) the bike does not have power modes. So when I switch fuel types I can just change the map by changing the power mode selection. Example would be my ZX-10Rs I have them retuned on the power mode switch to where all the power modes are effectively 'full power' just tuned for E85, MR12 and regular pump gas. This is particularily handy on models that don't have multiple power modes as we can repurpose those power modes to be all full power but just tuned differently on the fuel and ignition side for a different fuel type or different throttle responses on DBW bikes. What this allows us to do is run multiple maps inside of the same ECU. The bike is supposed to be ran in one of them at all times, but in a lot of cases a pin or wire can be ground out either via jumper or toggle switch to force the ECU to switch over to the other set of maps. Basically in some ECUs there exists a second set of tables where a second tune could be stored. The MS0 and MS1 you guys are discussing, are as stated by another user are commonly as map selects. Works a charm just like all my other bikes I have their hardware on. I have installed the Woolich Racing Log Box kit and their race tools (quickshifter, launch control and pit limiter) on my Ninja 400 and have not encountered any issue as of yet. I have only just started working with the Ninja 400 starting to build it up to race this upcoming season in ULW alongside either my current ZX6R or one of my ZX10Rs. I have used the Woolich Racing products both personally and professionally for six or seven years now - of which three and a half of those have been working alongside Justin and Sharon at Woolich Racing over in Australia.Īnyways a few weekends back I picked up a Ninja 400 along with putting money down on the 2019 H2 - in hopes of getting a square deal on both bikes. Anyways I am the official and exclusive Woolich Racing distributor here in the US - so I handle all the sales, distribution and tech support for all the Woolich Racing customers in North America.
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