Month: June 2019


Back in the old days of motorcycling, engines/motors had carburetors and just required a kick-begin to start up. Fixes could be made with biting gum foil and gum. You additionally expected to make these fixes, frequently – advance is commonly something worth being thankful for. Today, we have ECU tuning.

There is something magnificent about turning a few screws (read mapping ECUs) and getting a detectable change in how your bicycle runs, modifying the inactive point, getting the fuel spot on and having a great time directly after it’s balanced. It’s an incredible piece of the riding background – until you have to change it once more… and once more… and once more. A standout amongst the best pieces of present day fuel infusion is the “set it and overlook it” solidness and genuine feelings of serenity it offers. Saying this doesn’t imply that a carburetor couldn’t be steady that way – they simply weren’t more regularly than they were.

So how would you get back a portion of the mysterious sentiment of changing your bike to make it run superior to the manufacturing plant settings? We explain the how to upgrade your ECU.

How about we take the case of KTM 390 Duke/RC 390. They are pretty fast out of the box. 43bhp and 33Nm of torque with only 170-odd kg to drag around, these KTMs offer all that could possibly be needed execution for generally aficionados. Be that as it may, there will be a rare sorts of people who in the wake of putting a couple of thousand km on the odometer will discover the requirement for more power and Racedynamics has quite readied the response for those eager for power spirits.

What it is, is a module framework with which one can control fuelling, and start with cutting edge in-house created algos, and is incredibly simple to install.  This ECU is totally programmable, and comes pre-mapped with ideal adjustment for stock and somewhat altered bikes that expands control, effectiveness, top speed and betters throttle response. When connected, it upgrades start timing goals for expanded generally speaking additions and transient reaction which in straightforward terms results in expanded torque and power. Racedynamics guarantee the power is knock up to 47 bhp while the torque increments to practically 37Nm. These are great figures.

On the off chance that you are the tuner kind and continue tinkering with your motorcycle, the PowerTRONIC ECU can likewise be utilized to control fuelling. You additionally get bicycle specific maps to deal with broad adjustments. You additionally gain footing power and the capacity to work in ‘Remain solitary Trigger’ mode to broaden the revs past the stock ECU’s points of confinement.

The best part anyway is the installation process. It is plug and-play and comes packaged with all that you have to get moving straight out of the box.


PowerTronic is in fact an ECU and it associates with the Injector, Ignition curl, Crank Position Sensor, Throttle Position Sensor, GND – Ground | negative terminal of the battery.

The manufacturers keep the power and torque levels to specific low levels with the goal that motor can be dependable and enduring and they do that by programming those maximum dimensions in ECU and PowerTRONIC sort of supersedes them.

The result? You find that you are cornering with higher speeds, with no exertion and without acknowledging it. To widen the intrigue of the PowerTRONIC unit, Race Dynamics is presently offering it with two preset maps. One is a Performance map and the other a Highway Map. Both vary in their methodology, however share two things for all intents and purpose. Initially, there’s an additional smoothness to the engine. Furthermore, the engine feels crisper. The 390 motor is not dull at all, yet in the wake of exchanging among stock and other two maps, you begin to see a few openings in throttle response.

How Maps make a difference

The Performance map, as you would expect, offers more power and more revs. Consider it a guide for slicing lap times in light of the fact that, over a stock Duke, it truly will. The rev limiter presently cuts in at around 12000rpm and it doesn’t feel constrained or edgy. Power doesn’t drop off at 10000rpm, rather, crest power is made some place around 11000rpm. Power additionally appears to be more drop down in the rev run and the general power conveyance feels direct. You begin to feel this is the means by which the stock bicycle ought to be! The magnificence of this condition of tune is the manner in which the influence incorporates and jumps with the last 3000rpm, making the experience feel more extravagant be that as it may, characteristic. It gives the 390 motor a smoothness that is exceptionally welcome. The significance of this on a RC develops complex particularly in the event that you are a track rider. With the Highway map, the emphasis is on usable power. There is a noticeable contrast in the reaction accessible in the mid-run. My gut really says there’s more reaction here in the mid-extend than with the Performance map. Obviously however, the Highway guide doesn’t have the frantic surge at the top end that is seen on the Performance map. This is an entirely reasonable equalization given its expected use. The Highway guide would bode well for city use as well. RaceDynamics claims that for a similar pace, PowerTRONIC V2 winds up conveying better eco-friendliness when contrasted with stock.

Its easy to get started

Likewise, changing to the stock settings is genuinely effortless as the pack incorporates a coupler that when mounted instead of the PowerTRONIC unit, sends the control back to the stock ECU. The unit likewise accompanies the R-Tune software that enables you to adjust your own maps.