The answer would be still Yes. Working on both, like the OEM.Because its an "either/or" question. The answer cant be yes to both unless you care to elaborate 😉
Ok thank you.The answer would be still Yes. Working on both, like the OEM.Because its an "either/or" question. The answer cant be yes to both unless you care to elaborate 😉
There is even a ktm paper existing, showing the 390 on 91, 93, 95 and 99Ron.
It was in the measurement tolerance.
Recommendation is always to use higher octane fuel
I have one, but I'm waiting until the first service is complete before installing.
I too am interested in the feedback bf 🏍💨I have one, but I'm waiting until the first service is complete before installing.
Coober provides an installation guide in PDF format - it looks pretty easy to me.
Unfortunately, it's too big to attach (max file size is 20KB - boo).
Looking at the Coober wiring, there are connections for:
- Crankshaft Sensor
- Fuel Injection
Therefore, it controls more than a simple Boosterplug.
hello EdeI have a general question @coobecu: How is it possible that you, according to your dyno chart, produce more power over the whole RPM range? And as far as I see you claim to do this for about 30 different bikes.
As far as I understand you "just" change the fuel and ignition timing. So, at least in theory, it seems KTM could change their maps and they could produce the same results, correct?
Why does KTM not do that? I guess they have spend a lot of time to develop and optimize that engine, likely (just my guess) they will have spent more time with that engine than you. So why can you do it so much better?
Are they restricted by laws and regulations and you don't have these restrictions?
What are they doing wrong?
Thanks for the info. Interesting.hello Ede
I am not really in to posting in other threads, but here i can help with info.
Got a chance to talk to their tech chef few times about their product and company. Makes it easier instead of guessing.
To say they "Just" change fuel and timing is not really true.
An example. Duke 390 the original Bosch is calibrating in every 500rpm step, this is enough to hit every permit regulation and enough to get the power they promises (or not) . Coober can do it in worst case every 10rpm if needed. This is 50 time more accurate then original. Also generating own signal like a standalone controller, Compared to dumb products like power commander, or bazzaz i would agree that they are 10 generations ahead, to what we can buy promoted on internet.
I hope you understand the first big difference.
Then there is an industrial background So far on my research coober is definitely involved in engine development, dyno testing and material research, for BMW sure they are involved, based on massive KTM knowledge they have i think there is a link somewhere. For sure they own the whole KTM range for testing, would like to know if any of competitors use tho have more then one bike.
Also running a full scale oil lab is something that is stat of the art in the industry, i guess it is a must if you provide configured units.
They told me the controller is road legal in some countries, so definitely not making emissions worse.
I would say KTM is doing nothing wrong, it is more up to you to see the whole picture.
@RRocket I agree. OEM is going for the regulations and there is still some room left over.
@Crazy Uncle Jon 100% True. It gets problematic when the company makes more then 50% with parts then with motorcycles.
Agree, at the end it will be close connection to KTM and all bits and bytes together.Thanks for the info. Interesting.
I think the funny thing with information like the 10RPM instead of the 500RPM adjustments is that it is extreme difficult to judge if that (10 vs 500) makes the big difference. As stated above I don't know in this case. But I am pretty good with computers and I remember lots of CPU generations which had lots of new features which were supposed to make them so much faster than the last generation. But in reality the extra performance came often from higher CPU frequencies and bigger caches. All the other features probably helped a little but all in all not much.
So I wonder if maybe the Coober would be almost as good even if the would check "only" every 500RPM like KTM. I guess we will never know. They do something better - but not sure which part really makes the difference...
Then coober is not the way to go for you, it works as a standalone and they have a version to remove the closed-loop, but still locked and configured.I personally need a solution where I can edit closed loop maps.
Then coober is not the way to go for you, it works as a standalone and they have a version to remove the closed-loop, but still locked and configured.
In your case, a standalone ECU is the best solution
We have on our superduke a standalone ecu from Pectel. I think it starts at 5k USD, very good product.
With low cost ECU you are going to replace the Throttle to mechanical version. Then you simple remove the 02 sensor.
You are active in almost every thread on this forum, are you reading what other people type? or just posting, so we all can see you are definitely not reading?Now the coober is a standalone? It's been described as a piggy back. They have a version that runs completely open loop? Where is this information is published? You said the power commander was trash compared to this product. But as far as I can tell it is similar to power commander and powertronic piggybacks. Can anyone link to a datasheet for this product??