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TECHECU TUNING

ANDY WIGAN

GET ECUs are used by more race teams around the world than any other aftermarket brand. Now that GET has stepped up its presence in Australia, we decided to investigate the Italian

company’s cutting-edge technology – on paper, on the dyno and on the track.

GET SMART!Smartphones and tablets will do a

lot of things these days, but can they really be used to wirelessly

dial the settings in your dirt bike’s Engine Control Unit (ECU)? C’mon! Well, that’s exactly what GET – the electronics division of performance specialists, Athena – has managed to do with its new GP1 ECU technology.

And that’s just the tip of the electronic iceberg, it seems. Aside from developing high-performance ECUs with user-friendly tunability, GET has also introduced a revolutionary traction control system for dirt bikes, as well as options for installing a second injector, gear-cut sensor and data-logging capabilities.

Factory race teams in Europe and

America have been using GET’s electronic gadgetry for many years now, but the company’s recent developments appear set to open up a whole new world of quick, easy and affordable electronic tuning for the Average Joe. We hooked up with GET’s Giorgio Sartori during his recent trip to Australia; to put the Italian electronic expert’s lofty product claims to the test.

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TECHECU TUNING

ATHENA DOES BIG-BORE KITS, RIGHT?

Yes, they do. But, despite lingering perceptions in Australia that cylinder kits and gaskets are all that Athena makes, the Italian company is also a major supplier of a wide range of parts – from OEM gaskets (used by KTM, for instance), filters and bearing kits, right through to a range of high-performance engine parts and exhaust systems. Plus, of course, the ECUs and data acquisition tools made by its electronics division, GET. With the wholesale transition to fuel injection systems for new-generation motocross (and a majority of enduro) bikes, Athena’s acquisition of GET was all about allowing them to offer a complete range of tunable performance products for dirt bikes.

GET’S PRODUCT RANGE

GET’s ECUs come in three options: the GP1-Power, the GP1-Evo and the GP1-Evo Basic. As the table (to the right) outlines, each ECU comes with different capabilities and accessories, and they’re priced from $595 through to $995. The accessories are available separately if you want to upgrade your ECU or replace a damaged part.

Interestingly, the maps installed

in all GET ECUs are developed to suit a standard bike with aftermarket exhaust. Why? Because research suggested that a greater majority (like 90-95%) of those buying an aftermarket ECU already had a race pipe fitted to their bike.

GET also makes wireless hour meters, and for expert engine tuners, there’s a host of programming tools and data acquisition/logging/analysis software available. The company

also sells a lot of product into the road bike and scooter markets.

GET’S CLAIMED ADVANTAGES

GET personnel pride themselves on the level of technology used in their products and how user-friendly that technology is. According to GET, their ECU’s processor recalculates engine data way faster than OEM or other aftermarket ECUs, and that

creates improvements in both power and throttle response. So by effectively changing the ‘heart’ of the bike’s ECU, it elevates the platform from which all other adjustments and tuning are made.

The GPA (GET Power Assistance) technology was introduced three years ago, and GET is the only player in the market to offer anything like it. Even if the rider has imprecise throttle application, it’s claimed to improve rear wheel traction and

Giorgio Sartori is the Global Sales Manager for GET, the electronics

division for Italian performance specialists, Athena. Like most Italians, Sartori’s hands do a lot of talking. But the conviction and passion he has for the high-performance motorcycle products he peddles is clearly rooted in superb product knowledge and a long association with the company that makes it. Having started out in Athena’s warehouse many years ago, Sartori stepped into a sales position, which included the distribution of GoPro cameras across several action sports throughout Europe. And when Athena acquired GET a few years back – to give them a dedicated electronics division – he jumped at the chance to take on a role that combined his two biggest passions: dirt bikes and electronic technology. For the past two years, Sartori has headed up GET’s sales department, and with the

product already firmly entrenched in both Europe and the USA, Australia was the next export market in his sights.“Athena has been an incredibly successful company,” he explains. “As well as the headquarters in Italy, the company now has offices in Spain, India, Brazil, America. And, despite the tough global economy, Athena has doubled its turnover annually in the past two years. While most companies have been cautious during the GFC, Athena has made big investments – especially into its electronic division, GET, which now has five facilities in Italy and more than 600 employees around the world. The fact I have come to Australia for more than a month indicates how seriously we are taking this market.“For many years, Athena’s had a strong presence in Australia with its hard parts,” Sartori continues. “I think we can do very well with

GET products in this country because we believe we have the best technology – whether it’s a plug-and-play solution for the average rider or more complex tuning and data acquisition software for the specialist tuner. Along with Norm Williams from BBI – who is our national distributor in Australia – I visited many dealers and race teams while in Australia, and the response we got has been incredible. I think everybody has been surprised not only about the level of technology that GET can now offer, but how easy it is to use. Before I returned to Italy, we identified several specialist tuners for the GET product and set each of them up with the technical support they’ll require. There are some very capable engine tuners in Australia, and I believe that this GET technology will give them the tools to offer a lot more to their customers.”

GET’S GUY... WHO USES GET?

Most people who lurk in Australian motocross

circles will have heard of GET as a specialist in performance ignitions and ECUs. But the truth of the matter is that the product is not widely used in Australia. Which is strange when you consider the sheer number of race teams around the world that use publicly available GET ECUs. In Europe, the KTM, Yamaha, Suzuki and Kawasaki factory teams all use GET ECUs, and in the USA, GET is used by Pro Circuit Kawasaki, JGR Yamaha, Yoshimura Suzuki and Red Bull KTM. In Australia, none of the national race teams currently use GET’s technology, but that is likely to change for 2015.

“Aside from developing high-performance ECUs with user-friendly tunability, GET has also introduced a revolutionary traction control system and the ability to retro-fit a second injector.”

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TECHECU TUNING

GET OPTIONS...

PRO-FACTORY KIT (from $1450)

A cost-effective combination of the GP1-Evo ECU and Second Injector kits.

GPA SWITCH (from $220)

The device that allows you to use the ECU’s in-built GET Power Assistance technology. The 10-position switch is generally mounted to the bike around the headstock so it can be accessed on the fly, but remains protected from crash damage.

SECOND INJECTOR KIT (from $759)

A custom-made kit that includes all the parts, connectors and fuel hoses required to allow a second injector to be retrofitted.

WI-FI COM (from $269) The interface device that allows your smartphone or tablet to speak wirelessly with any GET ECU. All ECUs for 2014 year-model bikes come with the Wi-Fi COM included. For older-model bikes (back to 2010), the Wi-Fi COM can be purchased separately.

GP1-POWER ECU (from $595)

The most cost-effective plug-and-play solution. It comes with one optimised map and is Wi-Fi COM and GPA ready. The Wi-Fi device comes with 2014 ECUs, but the GPA Switch must be purchased separately.

ECU FUNCTIONS...RRP

DESIGNED INTENTION

MAPS INSTALLED MAP SWITCH INCLUDED PERFORMANCE MAPS WI-FI COM READY MAP TUNABILITY GPA READY SECOND INJECTOR READY DATA LOGGING GEAR-CUT SENSOR

GP1-EVO$995 Plug-and-play solution for max performance

with all tuning options included.

2

Yes

Map 1 & 2: Stock bike with aftermarket exhaust

Yes (Device included for 2014

year-models onwards)

Via Wi-Fi- COM & Programming Kit

Yes (GPA Switch included)

Yes

Possible to connect

Possible to connect

GP1-EVO BASIC$849 Plug-and-play solution for max performance

with some tuning options included.

2

Yes

Map 1 & 2: Stock bike with aftermarket exhaust

Yes (Device not included)

Via Wi-Fi- COM & Programming Kit

Yes (GPA Switch included)

Yes

Possible to connect

Possible to connect

GP1-POWER$595 Ready-made plug-and-play solution.

Performance gains for minimal cost.

1

No

For stock bike with aftermarket exhaust

Yes (Device included for 2014

year-models onwards)

Via Wi-Fi- COM only

Yes (GPA Switch not included)

No

Not possible to connect

Not possible to connect

COMPARING GET’S ECUs

GP1-EVO ECU (from $995)

The same plug-and-play solution as the GP1-Power, except it comes with two maps, a Map Switch and both Wi-Fi COM and GPA Switch included. It also allows the possibility of fitting a second injector kit, gear-cut sensor and other data-logging functions.

GP1-EVO BASIC ECU (from $849)

The same as the GP1-Evo, except that it does not include the Wi-Fi COM device or GPA Switch.

NOTE: All prices are noted as “from” as RRPs vary according to bike make and model.

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Norm Williams is a colourful character who’s been in the

motorcycle industry for 25 years. He now spearheads the sales team at WA-based distributor, BBI (Bike & Bits Importers) – the national distributor for Athena and GET products, as well as a host of other aftermarket componentry. We hit Williams up about his plans for BBI’s reinvigorated push into the electronic side of the aftermarket performance parts business.

Tell us a bit more about BBI.NW: We’re based in Perth and supply a 700-strong dealer network across Australia with Athena performance parts, as well as supplying a wide range of replacement parts and tools. And we’re ramping up our efforts with GET ECUs and associated

technologies. Dealers and tuners like the ability to get everything from performance parts to brake pads to filters to bearings, all from one supplier. So BBI ticks lot of boxes.Why the push on GET’s ECUs and accessories now?We’ve been dealing with Athena for 12 years, and the GET product has been available through us in Australia for the past four to five years. GET’s new market-leading technology has now created a big opportunity for us to grow the brand’s market share in Australia, and that’s why Giorgio has come out here from Italy for a month. The key for us is to convey how good, user-friendly and affordable this all-new technology is. We’ve ensured that it’s cheaper to buy from local dealers than it is over the Internet. And the GET ECUs

are now very competitively priced relative to other aftermarket ECUs.Speaking of costs, what will GET’s products retail for in Australia?Prices vary according to make and model. But for 2014-model bikes, GET’s ECUs will start at $595 for the GP1-Power. The GP1-Evo Basic starts at $849. The GP1-Evo, which comes with more accessories and capabilities, will be $995. What we call the ’Pro-Factory Kit’ (which includes the GP1-Evo and Second Injector Kit) starts at $1450. Individual accessories (such as the Map Switch, GPA Switch and Second Injector Kit) can be purchased separately if people want to upgrade or replace damaged parts. Beyond that, BBI offers a range of high-performance kit options. They include things like an Athena exhaust system, performance cams, high-

comp pistons and valve springs sets, and pricing starts at $1599 for them.What about GET ECU availability for older-model bikes?Only the ECUs for 2014 bikes come with the Wi-Fi COM device included, so ECUs for 2013-model bikes are cheaper. People can then buy the Wi-Fi COM and accessories if they want to. We’re now seeing a lot of people hanging onto their race bikes for a couple of years and spending on these tuning upgrades to keep their bikes competitive with the newer models. And GET’s products complement BBI’s existing high-performance hardware, right?Exactly. But it’s not just about getting more performance from your bike. It’s a safety and durability issue, too. With the right mapping, your bike is going to run cooler,

GET IN OZ...

produce a smoother, faster, safer and less fatiguing ride and more consistent lap times.

GET is also the only brand whose ECUs have Wi-Fi tunability. Simply download the free “Wi-GET” app on your smartphone or tablet device (available for Android and Apple), and after coupling it with your ECU (via a password), you can change fuel, ignition and rev limiter settings in a matter of seconds.

And while second injector technology is not new to dirt bikes (Kawasaki introduced it to their KX250F in 2012), GET is the only company to offer a kit that allows a second injector to be retrofitted to other brands of bike.

IS GPA ACTUALLY TRACTION CONTROL?

Technically speaking, traction control requires a sensor on both wheels (as is widely used in road racing circles). But because traction control is not legal for dirt bike racing, GET’s GPA technology (which stands for “GET Power Assistance”, and is activated via

a 10-position dial) approximates traction control by monitoring the power at the rear wheel in a dynamic way. The GPA system constantly analyses the throttle position (and how aggressively the rider uses it) against the engine’s revs, and makes adjustments to the mapping (ignition and fuel settings) to create smoother power delivery.

It’s designed to control engine speed even if the rider opens the throttle to 100% through an entire corner. In other words, it lets you get on the gas earlier without the risk that the rear wheel will spin up too much and compromise forward drive.

But to get the most from the GPA technology, you need to trust it and change your riding

“The Wi-Fi capability was aimed at encouraging adjustment by making it easier and more intuitive, all within parameters that are safe for the engine.”

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TDJ

TECHECU TUNING

7

GET IN OZ...

which means it’ll be more reliable and run longer between rebuilds. In many ways, the plug-and-play ECUs are a cost-effective alternative to fitting an aftermarket pipe. GET’s processor is so fast, it produces big gains even on bikes that run standard exhaust systems.Explain BBI’s distribution strategy for GET in Australia.People will be able to buy GET ECUs and accessories through a wide variety of dealers. If they then want to fine-tune the ECU’s fuel and ignition settings to complement some performance work done to the engine – in other words, tuning that’s beyond what can be done wirelessly yourself – they’ll take the ECU to an authorised dealer who’s equipped with a dyno and technical expertise with the GET product. We are currently in the process of setting up specialist dealers in each state.There seemed to be a lot of interest

in the GET technology from the major race teams in Australia.Yes ... which you’d expect, given that many factory teams in Europe and the USA have already won championships using GET. Some Australian teams have recently tested the product, and KTM has already come on board with GET for 2015. I am confident in saying that GET will soon have a much bigger presence in Australia, with both race teams and average riders.Why is GET better than other aftermarket options, in your view?It’s more competitively priced. It has a faster processor. It’s more user-friendly to modify maps, and the Wi-Fi COM – which no one else in the world has – allows DIY adjustment of ignition timing, fuelling and the rev limiter; all within safe parameters. Plus there’s a larger range of performance kit and data acquisition options designed to work with the GET ECUs.

style to some extent. You have to be able to open the throttle further than you ordinarily would, which is easier said than done. It’s kind of like being a rally car driver and trusting your co-driver’s call that you can go faster around a corner than your eyes are saying you can.

The degree to which the GPA affects the power delivery, of course, depends on the GPA setting you’ve chosen. Interestingly, the settings are not linear. For example, setting 5 does not give you half the traction control as position 10; it’s significantly less than half.

HOW’S THE Wi-Fi TUNING WORK?

Once you’ve coupled your Wi-GET app with your bike’s ECU (using the Wi-Fi COM device), you can quickly and easily change ignition, fuel and rev limiter settings. GET developed this app in the wake of research that suggested that most people who purchased aftermarket ECUs rarely, if ever, made mapping mods. So the Wi-Fi capability was aimed at encouraging adjustment by making ECU tuning easier and more intuitive, but still ensuring the range of adjustment remained within safe parameters (-30% to +5% for ignition; -5% to +30% for fuel; +100 to 500rpm for rev limiter).

The Wi-GET app does more than change engine parameters, too; it also acts as a diagnostic tool. It will show you if there are any

errors with your bike’s engine – such as a malfunction with a temperature sensor or injector – which will prompt you to take the bike into a dealer before you do any costly damage.

THE SECOND INJECTOR KIT

GET undertook a lot of R&D before producing customised kits for each of the 250cc MX bikes on the market (plus the 350SX-F, in KTM’s case). As a result, the second injector’s size, flow-rate and positioning on the air boot differ from one brand of bike to the next. The kits come with all the parts, connectors and fuel hoses required – along with detailed installation instructions – and they’re claimed to generate substantial gains in both driveability and top-end performance. Why no second injector kit for 450s? Because they already have ample torque and power.

CHOSING AN ECU FOR YOURSELF

So how do you marry up your performance, adjustment and data acquisition needs with one of GET’s ECUs? By being realistic, is how. Because GET’s recent experience with European consumers suggests that not all

SPMX is a Melbourne-based performance workshop.

Their client base covers everyone from punters to national-level Pro riders, and they’ve recently been appointed as an authorised tuning centre for GET. We asked SPMX’s Steve Powell to shed some light on his experience with the product...

“The fact I’ve made a large investment with GET indicates just how good I believe the technology is. Most of the testing we’ve done has been on Yamaha and KTM 250Fs, and our dyno suggests GET’s ECU itself produces a gain of about one horsepower, which starts in the mid-range and goes through to the rev limiter. Track testing indicates better throttle pick-up, too. We’ve had limited testing time with the GET product on 450s, though Cameron Taylor found a big plug-and-play improvement to his YZ450F, and I know guys with both Suzuki and Honda 450s whose feedback has been very positive. “We’ve sold more of the Pro-Factory Kits than anything else. They include the GP1-Evo ECU and Second Injector Kit, and produce big bolt-on gains for

the YZ250Fs and KTM 250 and 350SX-Fs we’ve fitted them to so far. There’s a boost in bottom-end (from about 4000rpm) and peak power is increased by around 2hp. Now that people are realising just how many top race teams around the world use GET, we’re getting a huge amount of enquiry. As is always the case with new technology, the challenge is to educate customers about the product’s benefits.“The Wi-Fi technology definitely gets people’s interest. To me, the best thing about it is that it allows you to check all your bike’s sensors are working correctly. This will sure save on all the recent grief caused by the TPS being bumped during a top-end rebuild, which causes the bike to run fluffy at low revs. With the GET, you simply zero your TPS via Wi-Fi, so it picks up the revs straight away. The Wi-Fi also encourages people to play with the ECU’s major parameters and get a feel for how they each affect power delivery. “From an engine tuner’s point of view, nothing comes close to the sort of adjustability and control that GET’s software offers. The ability to make small-increment adjustments

to fuel, spark, injection duration, etcetera, lets the tuner personalise the mapping perfectly to the engine mods. The data logging capabilities are also incredible, and they allow us to track-test what the dyno says. Plus the technical support for the product from GET’s HQ has been second to none.“My personal experience is that the more I ride my Husky FC350 with the GPA, the more I appreciate its value. To my mind, first port of call for mods is still suspension. But a GET ECU with GPA would be next. Yep, before an exhaust system or high-comp piston or anything else. It’s that good. The GPA turns you into a better rider.”

TUNER TALK

7

8

ECU purchasing decisions are rational. Despite the fact most customers would have probably been better off buying GET’s cheapest plug-and-play (orange) GP1-Power ECU, 90% of Europeans initially purchased the more expensive, more sophisticated (blue) GP1-Evo. Why? Because, as it turned out, they were all intent on buying what the race teams ran!

Bear in mind that GET’s GP1-Power and GP1-Evo ECUs use identical technology. The only difference is that the GP1-Power comes with one map (not two). And, unlike the GP1-Evo, the GP1-Power isn’t compatible with the second injector kit,

gear-cut sensor or data logging system. So, if your bike doesn’t have significant engine performance mods –which would mean sending it to a specialist tuner to develop a map to suit – it’s unlikely that you’re going to use the added features that come with the more expensive GP1-Evo ECU. In other words, for a majority of owners, the GP1-Power is a much more cost-effective option.

In fact, at less than $600, the orange ECU is cheaper than many aftermarket mufflers.

It might not make your bike sound throatier, but it’s probably the most cost-effective bolt-on performance mod you can get because it gives you both horsepower gains and the ability to tune the power delivery. Note, however, that while GET’s ECUs will improve the throttle response and power of a standard bike, the relative gains will be greater if your bike has a race pipe fitted because all maps installed in GET’s ECUs are developed for a standard bike with an aftermarket pipe.

RIDER FEEDBACK

L O G O N T O

For behind-the-scenes footage of the GET ECU testing on both the dyno and test track, and an interview with GET’s Giorgio Sartori.

“GET’s GPA technology approximates traction control by monitoring the power at the rear wheel in a dynamic way.”

CAMERON TAYLOR 40, 76kg, 173cm

THE ECU: “I was sceptical that the GET ECU could improve my standard Yamaha significantly because the 2014 YZ450F’s engine and exhaust combination already creates such strong and usable power, and I know the aftermarket exhaust companies have really struggled to find many gains with it. Plus, I’ve been around for a while and like to think I’m not easily sold on hype. That said, I went into the test with an open mind.“I first tested GET’s GP1-Evo ECU at Frankston, which is a really sandy, power-sapping track where I’ve ridden my YZ450F a lot. The GET ECU definitely generated noticeable gains in power and throttle response. In situations where you

need maximum acceleration over a short distance to clear a large jump, the GET offered a big advantage. The most obvious thing to me was how the bike felt torquier and pulled third gear more confidently from lower in the rev range. And I’m a fan of anything that makes a 450 more user-friendly. And even though I rarely ride 450s high in the revs, the increase in the rev limiter meant that I could hold a gear longer between turns if I really needed to. And that saved on a few unnecessary gear changes. So, in effect, it gave me more power over a wider range with better response. I’ve got to say that the ability to use an app on your smartphone to wirelessly dial the ECU’s settings is pretty damn cool, too. It’s quick and easy to do, and I think it’ll really encourage people to experiment with their ECU’s settings and dial their bike’s power to suit the track or their preference.”

THE GPA: “The traction control system did feel a little weird to begin with at Frankston because you need all the power you can get there. It’s a track where 450s are always two seconds a lap faster than 250s. To me, with the GPA dialled up to 10 (full ‘power assist’), the bike’s power just felt a bit flatter. It did help keep the bike straighter on a couple of sloppy sections that had square-edged bumps, but didn’t offer any advantage in the sand (and we later found out that the factory teams in Europe don’t use the GPA on sandy tracks). But when I used the GPA’s 10 setting on the hardpack at Broadmeadow’s Park4MX track, the benefits were obvious. If you’re fighting for traction, or even if your throttle control is crap (which is what happens when you get tired), the GPA

helped get the power to the ground. On the bluegroove sections that had been watered, it blew me away how the GPA allowed the rear wheel to get drive. You could afford to be more aggressive on the throttle and still get it hooking up and tracking straighter. It makes you smoother, which translates into less fatigue. It’s deceptive how much it can improve your lap times in conditions where traction’s at a premium. The only weird thing was when I found myself nose-down over a jump, and the same panic rev had less of an effect on the bike’s angle.“You do need to crack the throttle to engage the GPA. For a former Pro rider like me, whose success has come from having good throttle control – especially on a 450, where it’s all about rolling the throttle on – the GPA can take some

getting used to. It’s difficult to mentally override years of throttle technique, but if you’re accelerating quicker – which is the ultimate goal – it’s just a matter of getting your mind around that.”

THE VERDICT: “You do need to change your throttle technique to get the maximum benefit from the GPA – just like the MotoGP guys adapting to traction control. For inexperienced riders who tire after a few laps or have poor throttle control, I can see the GPA being hugely beneficial. First, the bike is less inclined to step out unexpectedly; you can snap the throttle and the bike won’t snap you! And second, you get the sort of drive that only perfect throttle control would otherwise deliver. I reckon the ECU’s power gains would be relatively more beneficial to a 250, but I’d say the traction control would offer more advantages to a 450.”

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TECHECU TUNING

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GET VIDEOS

GET – ADVANCED TUNING CENTRESCLICK THE LINKS BELOW TO CONTACT YOUR CLOSEST GET SPECIALIST

CLICK THE LINKS BELOW TO WATCH

V ICTORIA SPMX(Seaford) (03)97868848//steve@spmx.com.au//www.spmx.com.au

QUEENSLAND BURDEKINMOTORCYCLES(Ayr) (07)47833773//enquiries@burdekinmotorcycles.com.au//www.burdekinmotorcycles.com.au

MARYBOROUGHMOTORCYCLES(Maryborough) (07)41216630//shane@mmcycles.com.au//www.maryboroughmotorcycles.com.au

NSW F1MOTO(Buxton) (02)46819958//info@f1moto.com.au//www.f1moto.com.au

MXR&D(Wollongong) (02)42269059//ryanmarmont@hotmail.com//www.mxrad.com.au

WA ONLINEMOTORCYCLEENGINEERING(Perth) 0438384257//chrisbackmce@bigpond.com//www.onlineeng.com.au

GET ECUs Explained: Par t 1

GET ECUs Explained: Par t 2

GET ECUs Explained: Par t 3

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T H E

DIRT J O U R N A L S

Established 2014

Supported By

WiFi-COM