AFXied spoofs the O2 sensor into adding fuel throughout the range. This should not get cancelled out by the ECU as the O2 sensor should be given the final decision on adjustments.
One might think the o2 is the final word, but that is not entirely correct. Our ecu monitors the system. It checks resistance, temps, tps settings, and I'm not sure, but maybe even map.
So consider this. If your o2 goes bad, what happens? Bike starts running like garbage. The ecu will do what it can to bring the bike back around, but if not, will default to programmed settings.
Before this happens, nobody knows how an ignition map is altered, no one knows how the self diagnosis works and alters the bike. The final say comes from the ecu.
Both the EJK and AFxied, have an external ground. The ejk is installed AFTER the ecu, the AFxied is installed BEFORE the ecu.
Since the ecu monitors ALL the system, it could quite easily alter other things to compensate for the o2 spoof. The ecu takes info from things such as temperature, TPS angles, knock sensors, and continually measures the resistance in every circuit.
We know how the EJK and similar work, Dobeck explains it well. We do not know how the AFxied works, and the fellows selling and promoting it will not explain it. My opinion is that the AFxied was designed for a wideband o2 operation and was tried on the TR650, and made some performance changes.
But not knowing how the AFxied works with the narrow band o2 in altering the signal INTO the ecu, we have no idea what other consequences may occur. Remember, it is affecting how the computer responds, vs the ejk that just changes the final signal to the injector.
This may or may not be relevant, but the first person to run the AFxied, is having MAJOR engine troubles. The second person to run the AFxied, has been paying close attention to how it performs and documenting it, and that is in another thread. Time will tell.
As far as the ait spoofers getting learned out, there is discussion on this also. My hunch, and only a hunch is that because no two bikes are set up exactly the same and running the exact climate, the spoof may get compensated for in different ways depending on driving style.
So with the ait spoof, at first the ecu thinks it's cold and sends more fuel. As the bike learns it does not need all the fuel, it can compensate in the ranges and TPS angles to self correct that. Thus, some still love their wuka and eruption and booster plugs. And upon further contemplation on this, because of the concern of carbon fouling the engine, it makes sense that the adaptation to bring the bike back to the programmed values of the ecu will have lesser long term buildup of carbon, but not necessarily change/adapt the idle too much, leaving the problem solved.
In the spark plug thread I am hoping to confirm or dispel the theory by seeing plugs in action.
Then there is one final thing, maybe the fuel mapping is spot on perfect and it is something else that needs to be looked at.
Something as simple as turning the idle screw, or changing the spark plug. Or a combination of both, or a fuel injector that can deliver a larger pulse when the throttle demands it. Think like a small hose and a large hose, one gallon of water in 5 seconds or 1 second, even though the tap is fully open. Or maybe it is the fuel pressure?
The EJK seems to be the best band aid for the money so far.
Enough of my blathering.
call em before you buy it. Good people.
