My previous two dyno tuning experiences were with 2WDW in person, as I lived pretty close to their shop. The fuel injection system is sensitive to correct pressure.at only 35k km my filter was dirty enough to impact mileage & power.here is a link to my post on cleaning or replacing the filter.I want to share my experience with Moore Mafia for future searches and anyone asking which tuner to go with. What will also affect fuel mileage (& power) is a dirty fuel pump tea bag filter.
Have heard of a few cases where bikes have carboned up when run on lower grade fuels. The S10 is tuned for Premium unleaded.my bike has performed best on Shell V-Power 91 no ethanol & Chevron 91 w/ethanol.surprisingly, Chevron 94 no ethanol does not work as well. Type of fuel & ethanol content will impact mileage as well. My post-flash mileage is typically in the 17km/L (48 mpg Imperial or 40 mpg us) to 21 km/L (59 mpg Imperial or 49 mpg us) range.which is similar to pre-flash. My initial after flash 'overall' mileage temporarily dropped because of having so much fun.then returned to be similar to pre-flash when not ridden like a hooligan.that seems to be most peoples experience.the challenge will be to resist the hooligan spirit My 'open loop' (city riding) mileage has dropped slightly, but the 'closed loop' (hwy riding) mileage has remained similar to pre-flash levels. Some think that T mode gets better mileage than S mode, but both use the same fuel map, just have different throttle maps.S mode advances the throttle quicker. The Uni-Filters & larger tailpipe was icing on the cake adding a little more urgency & refinement.Ĭlick to expand.Mileage will be proportional to your throttle hand (riding style), amount & duration of increased rpm & amount of time spent in 'closed loop' (steady state & O2 sensors) vs 'open loop' (oem or flash fuel map).the S10 gets thirstier >4k rpm.below that it is very frugal for displacement/weight of bike Keep in mind that removal of the throttle restrictions <5,500 rpm in the 1st 3 gears usually equates to improved performance in the rpm range used most often & 'open loop' operation & therefore more fuel being used. My dyno tune/flash + Arrow header completely transformed the bike & my riding experience.all to the good side of the ledger.power output, fueling & throttle response are exemplary now (particularly at real world speeds) & the bike is an absolute hoot surfing the massively flat torque from 3,500 to 6,500! It will chugga chugga away from idle without a hiccup in most every gear. Because the S10 really benefits from improved air velocity, smoothing low rpm response & willingness to rev, decatting & freer flowing air filter may provide more benefit than the PC V at potentially less cost. The S10's forte is <6,500 rpm & the flash will provide the largest & most cost effective benefits for those rpms. The PC V makes more sense for a higher output, lighter bike or as a means to improve fueling in the absence of a dyno tune/flash or for those seeking absolute control over works best with wide band O2 sensors added to the header. The Uni-Filters & larger tailpipe was icing on the cake adding a little more urgency & refinement. Click to expand.My dyno tune/flash + Arrow header completely transformed the bike & my riding experience.all to the good side of the ledger.power output, fueling & throttle response are exemplary now (particularly at real world speeds) & the bike is an absolute hoot surfing the massively flat torque from 3,500 to 6,500! It will chugga chugga away from idle without a hiccup in most every gear.