Sportbikes.net - View Single Post - Suzuki's S-DMS Engine Management System

jk750 · 10-24-2007, 06:06 PM

There's been a lot of confusion regarding the A-B-C mode switch on Suzuki's '07 GSXR 1k, the '08 GSXR 600/750/1k and the '08 Hayabusa.

Let me try to explain. Basically it works like this for the K7,K8 GSXR 750 and 1000 -

A mode - Full Power (not withstanding the existing timing retardation programmed into the ECU for the first three gears and the top of 6th gear)

B mode - Reduced Power until full throttle is used, then full power, same as A mode. Basically it softens the "hit" but doesn't peak any different than Mode A. This would be difficult to illustrate on a dyno graph because it is throttle dependent.

C mode - Reduced Power, regardless of throttle opening or rpm.

Note : The K8 GSXR600 and K8 Hayabusa differ in that:
A mode is full power
B mode is less power than A mode at all throttle and rpm
C mode is less power than B mode at all throttle and rpm

Thank you stopher58 for the correction, and for making me track down the K8 Hayabusa DMS settings as well.

The purpose of this feature, especially on the 750 and 1k, isn't so much for the street as it is a marketing tool. But most importantly, it is a feature for racing teams to allow switching between different maps on the track for different conditions. The possibilities are endless. Since it is already an OEM feature, it will be legal for racing in most sanctioning bodies.

Here's a chart from KWS Motorsports of a brand new production '07 GSXR1000 picked up from a local dealership. Dynojet 250i Dyno.

Blue line is A mode. Red line is C mode. B mode would be hard to illustrate on a dyno because it is throttle dependent.

10-24-2007, 06:06 PM	#1 (permalink)
jk750 Nothing SBN Contributor Join Date: Jun 2004 Location: .... Posts: 15,505 Casino Cash: $33701 Sportbike: ....	Suzuki's S-DMS Engine Management System There's been a lot of confusion regarding the A-B-C mode switch on Suzuki's '07 GSXR 1k, the '08 GSXR 600/750/1k and the '08 Hayabusa. Let me try to explain. Basically it works like this for the K7,K8 GSXR 750 and 1000 - A mode - Full Power (not withstanding the existing timing retardation programmed into the ECU for the first three gears and the top of 6th gear) B mode - Reduced Power until full throttle is used, then full power, same as A mode. Basically it softens the "hit" but doesn't peak any different than Mode A. This would be difficult to illustrate on a dyno graph because it is throttle dependent. C mode - Reduced Power, regardless of throttle opening or rpm. Note : The K8 GSXR600 and K8 Hayabusa differ in that: A mode is full power B mode is less power than A mode at all throttle and rpm C mode is less power than B mode at all throttle and rpm Thank you stopher58 for the correction, and for making me track down the K8 Hayabusa DMS settings as well. The purpose of this feature, especially on the 750 and 1k, isn't so much for the street as it is a marketing tool. But most importantly, it is a feature for racing teams to allow switching between different maps on the track for different conditions. The possibilities are endless. Since it is already an OEM feature, it will be legal for racing in most sanctioning bodies. Here's a chart from KWS Motorsports of a brand new production '07 GSXR1000 picked up from a local dealership. Dynojet 250i Dyno. Blue line is A mode. Red line is C mode. B mode would be hard to illustrate on a dyno because it is throttle dependent.