Yes but which exhaust having had a pair of Akra's then changed to a MM and then back again you sure as hell won't get away with the same map for both they are a world away from each other.

I test started the bike today with the reflashed ECU. It started well and idles.

I no longer need to have my immobilizer bypass module since the ECU no longer has that protection (This option is off course optional, and if your bike has a working immobilizer system leave the immobilizer function on.)

The reason I have a immobilizer bypass module on the bike is because it has been subject to a theft attempt were the thief broke the ignition lock and immobilizer antenna. Yamaha does not sell the antenna or ignition lock separately and the only option was to either buy a new ecu-kit with all locks and keys and dashboard, very expensive!. The ignition lock I bought from ebay it is the same for Yamaha R1 R6 and several other. It cost only 15$ from china with three keys and also a small lock for the seat.

One great thing for me with this new reflashed ecu is that when I no longer need to have the immobilizer bypass module, I can enter the diag mode on the ecu. That was not possible when using the immobilizer bypass module since it gave an error in the display.
I can now enter the diag mode and calibrate my throttle position sensor among other things.

If you have a XT660 that does not start because of the antenna around the ignition lock is broken, then a reflashed ecu is the absolute best and cheapest option to get it running again.

Oh I forgot, I asked Spiros what price he will take for the service to reflash the ecu and he said that if more than 25 people from the xt forum will ask for the service the price will be 200� otherwise 250�.

He will then flash the ecu with any Powercommander fuel map that you wish, fix the ignition table, raise revlimit or disable the O2 controller etc etc...

Please notice that I am not in any way in business with Spiros and do not get any commission or try to sell his services.

Please if you have any questions regarding his services please contact him instead of me.

I only test this one ecu on my bike and write about it to share with other.

Thanks for finding that out. A reflash seems relatively cheap, not far off half the price or a new PCV. Good value if you think about the ignition and other options that are available, but I guess not so if you do any further mods as you'll need to send it away for another reflash. But then again, 200� is about what it costs me for a dyno session.

Looking forward to the snow melting... ;)

Another option would be to make all the mods to the engine that you want, then tune it with a powercommander on a bench. Then you will have a map for your bike with your mods and flash the ECU with that specific map.
After that you could sell the powercommander...

Where have you read/seen mentioned/stated that I have ever had a O2 controller fail over the past 5 years that I have been making them?????

These days I reflash all my own OEM ECU's & have been doing them for a few years now, the problems with importing a PCV Power Commander map is it only changes the F trim tables TPS/RPM fuel trims, the L trim tables intake manifold pressure/RPM are not altered/adjusted with a PCV import. The problem shows it's head when the ECU switches between the F/L trim tables according to TPS position values & engine load.

Also turning off the O2 sensor no longer allows for altitude retuning, as part of the A/F ratio equation for the L trim tables is calculated from the O2 sensor voltage, so your tune will be static at different altitudes. I have done extensive data logging with the KTM's with my POD-300 seeing what the difference is with the O2 sensor closed loop circuit turned off & have just done similar work to my MT-09.

I find the flash tools very handy when changing throttle fly by wire mapping, fan control times & a few other things, but I still remap all my bikes on the Dyno with Tune link software using a PCV for custom mapping.

What are you correcting as in A/F ratio trim tables with the reflash, F & L trim tables or just the F trims, are all the re-flashes based off a Dyno tune how are you confirming all the A/F ratios with the reflash tune & what fuels types & grades are you basing your tunes off?

I have never neither said that a O2 controller has failed, but it can, as well as a PCV or the ECU itself.

I have sold more the than a 1000 X O2 controller & have never had one fail.

I have got an answer to your question Kev, about the fuel tables in the ECU, please note that I am just trying to forward what I have been explained.

First F/L is only names used by Tuneecu software and not commonly used in the ECU.

Ecu on bikes is a hybrid fuel system that works with speed density (fuel map calculate from a 3d table based on RPM vs MAP sensor) and jumps to Alpha N (fuel map calculate from a 3d table based on RPM Vs TPS sensor).

This is happening because with small throttle openings it is more accurate and correct to work with the MAP signal in order to generate correct AFR numbers and after one point when it reach the atmospheric pressure it jumps to more accurate TPS based maps. With that method you have very good control of fuel in any situation.
The jump from SD to AN is not immediately, they have smooth factor points and is happening in most situations from 10% to max 25% throttle openings but this is not the same in all engines, some is lower and some is higher, it depends on many things. The newer ecu's is not always 100% alpha N but use a small amount of speed density even in wot conditions.

Now in order to accurately apply the power commander map I (Spiros) have built a custom software that apply the values in the fuel map, the problem with pcIII is that is only tps based so I cannot be accurate 100% in speed density maps but from the experience that I have and also the ability to know the smooth factors I apply in most cases 85% correct.
If you have PCV that can work hybrid and based on map sensor (many guys do that) and you provide me the map it will be 100% accurate apply to the oem map.

The O2 sensor is not compensate based on altitude for this exist the Barometric sensor to do that and for ecu that doesn't have barometric sensor it is calculated from the MAP sensor with a very clever logic that I will not analyze now. So O2 is for environmental pollution and EPA compliant and for sure this hurts performance and driveability.

Last even in a dyno it is not an easy job to tune a bike, experience-high sophisticated data logger with a high speed is needed, road datalog is necessary also.
It depends on were you use your bike, road bikes in most cases doesn't need to spend more than a week to tune, for race use is a different story.

Each country have different fuel quality so i cannot provide anything more than what we have here, from experience US tunes is a little on the rich side compared to Europe tunes because from the ethanol content that they use.