EVO Kawasaki Teryx H2 ECU Power Flash CodeShooter

EVO Kawasaki Teryx H2 ECU Power Flash CodeShooter

The Kawasaki H2 utilizes a crank driven supercharger. Supercharged vehicles are VERY susceptible to changes in density altitude. It is imperative that the clutching RPM is correct for the given conditions to realize gains. The only way the engine can make more than stock boost is to run higher than stock RPM. 100 octane tunes use a combination of advanced ignition and raised RPM for additional power. The dyno graphs below represent the power the engine makes near sea level in Fall/Winter which is close to ideal density altitude. As elevation, temperature and humidity increases, power will be reduced both stock and tuned. The EVP exhaust systems and BOV also have a large positive impact on performance regardless of DA.

The Kawasaki H2 utilizes a crank driven supercharger. Supercharged vehicles are VERY susceptible to changes in density altitude. It is imperative that the clutching RPM is correct for the given conditions to realize gains. The only way the engine can make more than stock boost is to run higher than stock RPM. 100 octane tunes use a combination of advanced ignition and raised RPM for additional power. The dyno graphs above represent the power the engine makes near sea level in Fall/Winter which is close to ideal density altitude. As elevation, temperature and humidity increases, power will be reduced both stock and tuned. The EVP exhaust systems and BOV also have a large positive impact on performance regardless of DA.

Evolution Powersports completed over 500 dyno pulls and countless field testing to make sure the Kawasaki H2 Tuning is the best it can be. This, combined with our exhaust and clutching has made the best power packages available anywhere. We did a deep dive on the OEM Kawasaki Mitsubishi ECU.

This project was similar in many ways to the Yamaha Sidewinder snowmobile that we tuned many years ago. With that said, there is missing functionality that would normally provide some safety for a turbo/supercharged vehicle. The main item is there is no ignition mapping x boost pressure. This is pretty standard in most automotive and all factory turbocharged sxs on the market today. Since our goal from the beginning was to make higher than stock boost, we wanted to make sure we added functionality that addressed this.

Since we have complete access to the ECU and are adept at adding additional functionality (launch control, rolling launch control, flex fuel, etc) on other vehicles, it was no big deal to add some additional maps that would allow us to change ignition timing by boost. Because the H2 is supercharged, there are a few ways to make more power. Raising the operating RPM of the engine increases boost pressure by driving the supercharger to a higher RPM. Optimizing ignition for different fuels is another way. Increasing efficiency via intake and exhaust is another way. We explored all four and have delivered the best tuning available for RPM/Boost, Ignition/Fuel, exhaust and intake. We relentlessly tested pump gas and 100 octane fuel along with seven different exhaust and header designs as well as our intake system to provide bad ass tuning.

The Kawasaki H2 utilizes a crank driven supercharger. Supercharged vehicles are VERY susceptible to changes in density altitude. It is imperative that the clutching RPM is correct for the given conditions to realize gains. The only way the engine can make more than stock boost is to run higher than stock RPM. 100 octane tunes use a combination of advanced ignition and raised RPM for additional power. The dyno graphs above represent the power the engine makes near sea level in Fall/Winter which is close to ideal density altitude. As elevation, temperature and humidity increases, power will be reduced both stock and tuned. The EVP exhaust systems and BOV also have a large positive impact on performance regardless of DA.

Evolution Powersports completed over 500 dyno pulls and countless field testing to make sure the Kawasaki H2 Tuning is the best it can be. This, combined with our exhaust and clutching has made the best power packages available anywhere. We did a deep dive on the OEM Kawasaki Mitsubishi ECU.

This project was similar in many ways to the Yamaha Sidewinder snowmobile that we tuned many years ago. With that said, there is missing functionality that would normally provide some safety for a turbo/supercharged vehicle. The main item is there is no ignition mapping x boost pressure. This is pretty standard in most automotive and all factory turbocharged sxs on the market today. Since our goal from the beginning was to make higher than stock boost, we wanted to make sure we added functionality that addressed this.

Since we have complete access to the ECU and are adept at adding additional functionality (launch control, rolling launch control, flex fuel, etc) on other vehicles, it was no big deal to add some additional maps that would allow us to change ignition timing by boost. Because the H2 is supercharged, there are a few ways to make more power. Raising the operating RPM of the engine increases boost pressure by driving the supercharger to a higher RPM. Optimizing ignition for different fuels is another way. Increasing efficiency via intake and exhaust is another way. We explored all four and have delivered the best tuning available for RPM/Boost, Ignition/Fuel, exhaust and intake. We relentlessly tested pump gas and 100 octane fuel along with seven different exhaust and header designs as well as our intake system to provide bad ass tuning.

Features:

• Increased power
  
• Rev limit raised             
  
• Electronic Throttle Valve (ETV) RPM raised
  
• ETV optimized on full power mode for better throttle response
  
• Ignition optimized
  
• Raised operating RPM (Requires Clutching)
  
  • Boost increased with raised operating RPM
    
• Intercooler fan settings revised to turn on at lower boost
  
• Fueling optimized for both stock exhaust and EVP exhaust systems
  
• Low gear full power ETV RPM extended
  
• EVP exclusive extra ignition maps, which are referenced by boost pressure (stock tune only has ignition by throttle position)
  
• Stage 3-91 octane tune & Stage 4X-100 Octane tune available
  
• Horsepower gains noted are the result of a combination of EVP Stage 3 or 4 Tune with required EVP Shift-Tek Mag Clutch Kit

Installation Instructions:

• ECU Power Flash CodeShooter