PM me if you can't access or read the excel sheet.

pm sent

Justin

I have tested with bike in neutral, clutch in and in neutral, in gear with clutch in
I have tried with limit set to 5500 and 8750 without change

I have sent you the bin from within your software aswell as adding a topic in your bugs section on your forum

cheers George

Thanks George, I will check it out tonight.

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Well the news is BAD - GUHL appears to have locked my ECU.
Woolich tools arrived this afternoon and I plugged in the ECU to discover it is now unreadable.

Did I mention I am in the Australian shooting team

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0z, One, he has no right to and two, I don't think he can? It's just one more program that sees the (((protocol))) and clicks a 1 or 0 in the math of it... It's like saying I am locked out of my computer. Oh, the power is off, no wonder I can's see anything? So the power goes on, or say I have a wall socket [is the frequency box] and I have the bike's ECU that is waiting for a frequency.

WATThe! Protocall is I better give a call to the middle man or the protocol tether [sent to me] between the wall and the ECU. So it says:

1. I have no screen of the software.
2. I have a POPUP that says 'communication problem check...'
3. I have a possibility anything can be done so lockedid Guhl have something to do with it? It's like saying:

"Send in your front door and I'll lube the hinges so it doesn't squeak and send it back." Oh and buy the way, I changed the lock on your door to your own property.

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The way embedded systems boot up is more like the way your BIOS shows on older PCs during the hardware boot. They have a small window of time where you can press F12 or F1 to stop the boot and jump in.
If you pause the boot at the right time, you can then get to the routines to read from the flash.
It looks like my ECU boots differently now, so the woolich system can't intercept the boot up and jump in.
Think of it like someone changing it from being the F1 key to the F12 key to get in.

Its a bit more complex in the real system because it is a pattern of commands you need to throw at the chip, and if a stock ECU talks Japanese (it is a Kawasaki!!) mine is probably in American (as opposed to English or Hubish)

I've sent an email to Guhl ... lets see what happens...

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I really hope they haven't done this...it would be very disappointing...if they did..they need to pay your shipping and have you send it to em for an unlock...geez...sorry Oz...what a bummer.Maybe calling them would get more results?

* Last updated by: Grn14 on 5/31/2013 @ 8:41 AM *

With the Woolich tools you can adjust the following on a 2008-2011 ZX14

Fuel by TPS per cylinder
Fuel by IAP per cylinder
Ign Advance per cylinder
STP Opening in N, 1, 2, 3&4, 5&6 (yes grouped that way)
Fuel Trim in 1,2,3,4,5,6

There in only 1 map based on Neutral - for secondary flies.
No ignition per gear, no fuel per gear.
If you have pulled your flies then you are only bypassing the fuel cut in the TRIM tables by playing with the gear sensor.... the TRE does WHAT exactly?

TPS Steps for Fuel, Ign and STP are:
1.2 1.8 2.4 2.9 3.5 4.2 4.8 5.4 6.0 6.5 7.7 10.0 12.0 15.0 18.0 23.0 29.0 41.0 53.0 76.0 100.0

For Fuel Trim they are different (less steps and they don't goto 100%)
1.2 1.8 2.4 2.9 3.5 4.2 4.8 6.0 7.7 10.0 12.0 17.0 22.0 26.0 31.0 40.0 49.0 59.0 78.0 87.0

RPM Steps for Fuel and Ignition:
600-4000 in 200 rpm steps
4000-13000 in 500 rpm steps
14000
15000

RPM Steps for STP
600-4000 in 200 rpm steps
4000-10000 in 500 rpm steps
10000-15000 in 1000 rpm steps

RPM Steps for TRIM
500-16000 rpm in 500 rpm steps

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...what a bummer.Maybe calling them would get more results?

Good idea Grn ... setting my alarm for now so I can call...
words to be had.

All the tables and the granularity of control in the ECU make the PCV seem rather crude...

I do hope I get to play with this stuff.
I've got my decel pop way down no following Roman's advice
using the PCV and the affects of the Guhl flash. But if I could get to those 1.2 and 1.8% columns for Fuel and maybe the 80.0 column of the Fuel by manifold vacuum table I'm confident I could dial it out. Cyl 1 in particular has a lean out around 3600 and down at high vacuum (much leaner than the other cylinders). Could just 1 cylinder be causing this?

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the TRE does WHAT exactly?

It's kind of complicated like explaining BIOS and protocol. The term tre means 'timing retard eliminator.' In other words, for argument sake, say we have a timing parameter of 10° at idle; 40° for mid; 55° for full advance. What happens is the bike goes into a fail-safe mode and a backup parameter is used.

So again for demonstration purposes, the computer knocks out the linear or 40° and we more have an on/off ignition. It goes from 10° or 55° and no in between. The response is peppy at the bottom. The bike is in limp mode basically. So what it means also is, I want to see if my backup is running and I'm also will time this to the crank. Once I am done setting up initial ignition upon rebuild, ect., I now check timing with the load sensors and the 40° kicks back in, I undo this short to ground.

Same as if we were working back in the 1990's with an HEI kind of distributor? You'd time the gear to #1 cylinder; go under the passenger side and unhook this ignition curve so you could now time the distributor with the analog out of the loop. You go back under the kick panel somewhere and hook that one wire back into the harness again. You timed the distributor is how this tre evolved into being just that.

Could just 1 cylinder be causing this?

No. Think of it like a set of bad valve guides out of spec. They have dried seals too. So, on the raggedge of pouring out the guides, we have this faint puff of smoke if we say we lift off the gas, we see no smoke, but we then stomp on the gas, a puff of smoke comes out and then things are clean.

So on lift, think of all those cylinders that keep firing, the smoke is still inside the pipe until you gas it again, then no, one cylinder is not going to make whatever... It is a combined amount of fuel that hangs in the pipe, the air lights up the unspent and pop goes this hot bang.

Under 16.5 cut the pop is faint.
Under 18 cut the pop is present on accel.

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There in only 1 map based on Neutral - for secondary flies.

Then there has to be a Neutral fuel Map. Maybe Justin missed it or has not found yet ?

The TRE does WHAT exactly?

Allows bike to run with Neutral Fuel map as well as Neutral Ignition map. We can see all this in the 2012-13 software very clearly. Also allows us to see why if you run in the Neutral settings the need to remove flies.

Oz you make no mention of Limiters. The ability to remove the top speed limiter ????????

I've got my decel pop way down no following Roman's advice

Oz I'm glad I could help. Forum is great for tech like this as we can help each other that have the need for the same common goals.

The #'s I gave you made sense from the study of Kawi ECU fuel maps you sent. It was only a starting place. Perfect is possible and shouldn't take long to figure out. If you had N fuel maps would only take seconds to copy paste exact #'s for no back fire. Very surprised they are missing ????????????

Allows bike to run with Neutral Fuel map as well as Neutral Ignition map.

Interesting. Probably just a coincidence, but some of us may have seen N replace the 6 as a code? So if say N would show up as code for 'N-eutral map?'

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Then there has to be a Neutral fuel Map. Maybe Justin missed it or has not found yet ?

I'm not so sure. There are no maps for fuel based on gears. Or ignition for that matter.
Only the STP and TRIM.
If Neutral was missing I would expect to see other gear based tables for fuel, but there aren't any...

Oz you make no mention of Limiters. The ability to remove the top speed limiter ????????

There are settings for RPM Limits in Neutral (9700) and In-Gear (11000) as well as an on/off check box for max speed limit.

How does the TRE connect to the bike? At the crank sensor and gear position sensor? Anywhere else?
Romans you have said the TRE is a definite fix for decel exhaust pops, I'm trying to understand how the TRE fools the ECU into using different maps to do that....although I haven't tried the first suggestion cause I'm locked out of my ECU.....grunt..

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Interesting. Probably just a coincidence, but some of us may have seen N replace the 6 as a code?

Hub there was two different TRE's. Why they call it that I have no idea due the fact that is Not what it is. The TRE 006A coded Neutral Maps and the TRE 08 coded 6th gear maps to allow faster fly opening.

There are settings for RPM Limits in Neutral (9700) and In-Gear (11000) as well as an on/off check box for max speed limit.

Romans you have said the TRE is a definite fix for decel exhaust pops, I'm trying to understand how the TRE fools the ECU into using different maps to do that..

Yes I have, and still Run a TRE006A. In this mode I have ZERO backfire(pops) I could better explain if I could see N fuel & Ignition maps to do the compare for you model year.

Keeping it simple they pull a shit load of fuel out on decell in gear maps and do Not in Neutral Maps, clutch pull or bike would stall. Kicker is, as Hub always said the N map also has a ignition maps,,,, So we need to see maps in order to see the where and when to make a Exact fix in the #'s. Then, easy to make adjustments. I felt Zero changes as I was also playing with my timing in the advance. In my quest for perfect tune One may have compensated for the other.

From what I can see on the 2012 model year, on decell in the fuel map, Neutral timing 36 to 3800rpm is 37.9 and 39.4 in the Neutral Map. Gears one to six drops the advance to 27.9 & 29.4. So in the back fire study OZ this gives clear direction to the fix for back fire in timing in the newer models.

Popresent
Popoof she's gone

Knee jerk
Elbow to knee brace

It's in the bag

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ROFL,,,hub what have you done to dem you tube people. Guessing Dildo ?

Ass write. Everybody else Butt me. Oh butt 30 minutes can all day long!

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We have just released some complete product packages on our products page to make it easy to purchase exactly what you need for your particular bike and model.

On our products page, click on the Kawasaki, this will load up all the Kawasaki models, then select your model and year and the complete packages with interface, harness and bin file definition will be shown at the top of the list.

Click the add to cart button and checkout with paypal.

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@Justin: is it confirmed? Those that have paid for a reflash from Guhl, whether Ivan or Brock were an intermediary, are effectively locked out of their own ECUs?

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Yes that is correct, i have now heard from several customers who have had their ECU flashed by Guhl or ECUnleashed and it is locked.

However, I have this problem solved and we are now able to unlock these ECU's and give the owners back the ability to read/write their ECU. Please contact me via the contact us page on our web site for more details.

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Excellent work young man! While my own ECU is untouched, I feared for those that paid handsomely for a service that subsequently prevented that which you were presenting.

Is this something that Guhl/ECUnleashed did consciously or was just a bi-product of their interaction with the ECU?

* Last updated by: hagrid on 6/1/2013 @ 11:36 PM *

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However, I have this problem solved...

OMG!! Justin you ROCK. If this works I will probably wet my pants (but not on YouTube, leave that to Hub).

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It is definitely something that they did intentionally, i guess they are trying to tie up the market by locking everyone out of their ecus so they have to go back to them... until now :)

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oz14 i will shoot you an email as you are just down the road from me, so i should be able to get you unlocked pretty quickly.

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I need my box to have a cashitty belt on. I think I'll reach around and send it offjerk my trousers Ouch I was too fast getting the wallet out.

WATThe fuck was he thinking?

I'm going to puthiscreendata here.
Yes, your property was open source to begin with but even your dealer can't read it now (alleged)

I needadatakevery dime I haveye gotta have!
Yes, we have key rackeda source code, pm me for the walk it out.

I sea wear is someone touch me hardware over seize or landoughighave to have it!
Yes, he tried a steel door disstime, but we have radio clicked a welding torch I con see your software write here.

I'm snotnose better wetter off dis jerk is jerkoffer is watt happened just now?
Yes, try ass he may he sea meant did he disstime, but we looked up at our drilldowns is oh, here it is, our air tool with the big tank pushing out some pee yes eye sea year softwear is wear you out mother teapotries one on for size.

Woolya gonna call? Ghost Bus Tears? Get it? Buss my fuse is bus you to..... Oh, here's the short bus come pick you up or your pocket?

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