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Post Info TOPIC: Tuning the Bandit

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Tuning the Bandit

This is way premature considering we're just starting to decipher the ECU, but I thought I'd put it out there in light of Geoff's post in another thread about the bandit "hitting the wall" so to speak.

The graph below shows a bandit with stage 1 and stage 2 bolt on mods. The mods in stage 1 include a free-flowing exhuast can, a better flowing intake, plugged PAIR valve, bypassed O2 sensor, and a Doebeck TFI unit set to kick out at around 5,000 RPM.

Stage 2 takes that further by opening the intake as much as possible, and removing the secondary butterfies. The TFI is adjusted as well, but once again it's out of circuit by the time we run into the problem area around 7000 RPM.

As you can see in the graph, the bandit goes flat around 6800 and then begins to decline in power until 8 or 8500 RPM where something clearly "kicks-in" and spikes the horsepower. I was hoping to find the smoking gun in the ignition maps but it's not that obvious. Plus, from the graph you can see that by removing the secondary throttle plates the power spike moved 500 RPM which would indicate it's not something triggered by an RPM mapping, rather a combination of sensor readings that probably switches a map at that time.

Fixing the top end would help the bandit a lot. Cool torque curve for a 100hp (stock) bike, eh?


-- Edited by Gadget at 16:30, 2008-11-23

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