Is it possible to explain the significant difference in peak performance between the power commander and the MBE setup? Are certain variables limited in range using the power commander but not using your kits?
There are several reasons why the MBE ECU is an advantage over the standard ECU and the use of a Power Commander, I have detailed a few of them below:
1.The standard ECU on a bike is designed with lots of safety features and emissions control for the standard set up. Absolute minimum means that the wiring harness is very bulky and needs to be linked to all of the standard sensors so that the stock ECU believes that it is still fitted to a bike, although changes can be made to this, the result will still be bulky and difficult to find faults if a problem occurs. I believe you will also have to retain the original key assembly and clocks.
2.When you fit a piggy back system such as a Power Commander to any ECU, this creates a range of issues; first of all the standard ECU does not know of the existence of the Power Commander and therefore it assumes it is running a standard engine. The stock ECU makes its decisions based on the information it sees from all its sensors, the decisions it makes are based on safety for the rider, safety for the engine and peak performance is not at the top of the list, so for example, if a sensor detects excess air temperature, it will then begin to back engine performance off. The Power Commander has no control over this and has no idea what the stock ECU is doing, all the Power Commander can do is add or subtract fuel to existing values coming from the ECU. So if the engine is mapped under perfect conditions, a nice improvement would be achieved within the limitations of the original information that the stock ECU is generating, since the stock ECU under normal conditions is always programmed to be more than safe. Then when the vehicle is used say in a car such as yours, sensors will back the performance of excessively. There is also another potential problem that if the engine is mapped under non-standard conditions, many of the features within the stock ECU may have already backed the performance off, the Power Commander is then mapped changing the outputs to optimize its performance at that time and when the vehicle is used under normal conditions the stock ECU reverts to its standard settings, you then may have too much ignition and the wrong amount of fuel. This could then in worst case conditions destroy your engine.
3.The advantages of using the MBE are that the ECU processor is much faster than the original ECU, it is able to deliver ignition and fuel when required, not only with the correct amount but can also be positioned to deliver them at exactly the right point in time to produce ultimate performance, where the stock ECU would be more biased to emissions. Also whenever you are using a piggyback system the information coming from the stock ECU has to be interpreted by the piggyback ECU which then delivers its changes. In terms of processing time and even engine time, this is a huge delay, which means that the MBE system is considerably faster. The MBE ECU has the advantage of not having unnecessary switches and equipment as used on the standard road bike and therefore the wiring harness is more compact. There are many accessories that the MBE ECU is able to provide by simply plugging components into the harness as your budget allows e.g. powershift, launch control and so on.
4.There are 2 choices for ECU and throttle body set up that could be used; the first which was used on Gary's car was running a 9A8 ECU and a harness that plugs into all the standard 8-injector set up, this works very well but the 8-injector set up used on the stock engine is partially created for performance, but mostly created for emissions, the lower set of injectors give the emissions and the upper set the additional performance, but this design is compromised because of this. We have designed a throttle body which is similar to that that was developed for the Gen 1 engine, they had to be altered due to the spacing of the inlet on the Gen 2 engine and they now come in pairs. We have found in extensive tests that the twins give an improvement in performance when fitted to the Hayabusa version and the 1000cc Suzuki engine as well.
Your decision for which way you intend on going, should be based on what you intend on doing in the future. Using the MBE9A8 option with wiring harness and running the standard throttle bodies will work extremely well, but limits your total performance if you want to improve the spec further later on.
The MBE9A4 option with the new spec throttle bodies, will allow for a neater and more compact package and if you then decide to upgrade the engine to say a 1600, is a neat solution with the added benefit of the new spec throttle bodies.
The MBE9A9 allows for full gearbox control with pneumatic gear shift, traction, launch control to be all done by one ECU.