BT Moto (20-26) Kawasaki Z H2 Stage 1+ ECU Flash With Handheld Tuner

THIS PRODUCT IS 50-STATE LEGAL (C.A.R.B. EO# D-868-34)

MAKE SURE TO REVIEW THE TABS ABOVE: HANDHELD, DYNO RESULTS, RESOURCES AND MORE INFO!

PLEASE NOTE THAT H2 SE/SX MODELS AFTER MID YEAR 2022 (BOSCH ECU) WILL NOT BE SUPPORTED WITH THIS FLASH

The 2020+ Kawasaki Z H2 is an interesting bike. It shares a lot of similarities with it's supercharged brother, the H2. It also has quite a few differences from the H2. Put simply, the Z H2 is the biggest departure from the H2 family we’ve seen yet. In the engine alone the Z H2 has more compression, a different cylinder head configuration, less boost, among other changes from the H2 and H2R. When we see how other people tune the H2 engines, it's extremely aggressive and more like how you would tune a N/A liter bike. From a lot of data logging and testing we have found the limits of the motor to be quite different from its H2 counterpart. It's safe to say the joke that H2 motors aren't reliable isn't due to the engine itself, but rather how it's tuned. With the differences in the engine between the H2 and the Z H2, using the same tuning theory between the two can result in catastrophic engine failure.Many H2 engine failures can be attributed to too much ignition timing and too much RPM in tuning. While the numbers will be lower than its H2 counterpart, the Z H2 with our tuning will be reliable and consistent. When you think about it, the Z H2 is a non-intercooled engine and must be tuned more delicately to ensure a reliable and repeatable result. Of course, customers with modifications such as an intercoolers or headwork can accommodate different tuning. Ultimately we are here to utilize this amazing engine but will not sacrifice reliability for an extra 10-20WHP. Reliable performance solutions is what we do and we spend many hours with a lot of data logging equipment to ensure that outcome.

WHAT'S INCLUDED IN OUR STAGE 1 FLASH

• Horsepower and torque raised from 180whp to a staggering 230-240whp based off octane and air temp
• Fueling Adjusted (per gear)
  
• Ignition Adjusted (per gear)
• Throttle Derestricted (per gear)
• Lower Fan-On Temp
• Increased RPM Limiter
• Removed Top Speed Limiter
• Exhaust Valve Management

THE DETAILS

• FUELING - With custom tuning we can target better AFR (air/fuel ratio) plots to enhance not only racing performance, but also cruising and partial throttle inputs.
• IGNITION - Optimized to make the most power while still being safe and reliable.
• THROTTLE DERESTRICTION - Giving you the ability to utilize 100% of the throttle is paramount in track situations where you need all the power you can get on demand. The factory file has a “dead spot” on the top end that kills the bikes power curve when it should be making the most . This also means any kind of straight line acceleration also suffers. We remove these factory restrictions to ensure a smooth and predictable throttle, all the way to redline.
• LOWER FAN-ON TEMP - Let’s face it, this bike rides a little on the hot side. To help not only the riders enjoyment but also keep the engine slightly cooler, we've lowered the fan-on temps.
• INCREASED RPM LIMITER (at customer request) - The stock RPM limiter is set to 12,700 RPM. We have been testing 13,200 RPM with zero negative side effects. We set the RPM limiter for 13,200 RPM in all gears. This helps you stay in the powerband longer and reduces the need to shift at the track.
• INCREASED TOP SPEED LIMITER - Removed so you can let the bike run free in any track environment.
• EXHAUST VALVE MANAGEMENT - Improved and optimized for peak performance and sound.

​