Motorcycle & ATV/UTV Software

No. The ECU must support a quickshifter input and a suitable sensor must be fitted. On some models the function is already in the ECU and only needs activating; on others there is no software support. We check compatibility in advance using the make, model, year and ECU details.

To blip the throttle on downshifts, the motorcycle must have an electronic throttle (ride-by-wire). On motorcycles with a cable-operated throttle, an autoblipper cannot be done through software; on these models only an upshift quickshifter is possible.

A correctly set up quickshifter cuts the load for a very short moment during the shift, allowing the gears to engage smoothly. Problems usually come from an incorrect cut time or a faulty sensor; that’s why we set it up by gear and RPM and verify it on a road test.

You should not expect a significant power gain. The benefits of an AIS delete are running without fault codes, fewer unwanted backfires on deceleration on motorcycles with full exhaust systems, and more accurate exhaust readings. If more power is the goal, it is assessed together with Stage software.

AIS is an emissions system; disabling it increases exhaust emissions and may cause problems at inspection. This service is only for track / motorsport and closed-course use; use on public roads may be against regulations. On request, the original software can be restored, and any removed parts must also be refitted.

It depends on the model. If the solenoid stays in place and connected, many motorcycles will not log a fault code; however, if the solenoid is removed or disconnected, most ECUs record a fault. In that case, the relevant check must be disabled in the software.

No. Overheating is usually a symptom of a problem such as a clogged radiator, a faulty thermostat, air in the system, a faulty fan or a failing water pump. The fault should be diagnosed and fixed first; the fan adjustment is meant to improve temperature balance and riding comfort in a healthy cooling system.

Since the fan will run more often and for longer, electrical consumption increases somewhat. With a healthy battery and charging system this causes no problems; however, if high-draw accessories such as extra lighting or heated equipment are fitted, we recommend having the charging system checked too.

It can be done through software on liquid-cooled motorcycles, scooters, ATVs and UTVs whose fan is controlled by the ECU. Air-cooled engines have no radiator fan; on models where the fan is operated by a thermal switch, a switch with a different rating is used instead. We check compatibility based on make, model and year.

For most uses, raising it to a controlled value is enough and safer: you get the power needed to back out of mud or up a slope while reducing the risk of excessive speed in reverse. For special use cases the limit can be removed completely; we decide together based on how you use the vehicle.

Brief use of higher power in reverse causes no problems in a healthy drivetrain. However, on vehicles with a CVT belt, belt slip increases heat; when stuck, holding high RPM for a long time can overheat the belt, so controlled, short throttle inputs are better for belt life.

It can be done on models where the reverse limit is defined in the ECU software and the ECU can be read and written. Since compatibility depends on the ECU type and software version, we check your vehicle in advance based on make, model, year and ECU details.