From my uneducated view I don't think it is a OBD2 plug. It seems that the OBD2 standard is a 16 pin connector
OBD II standard is 16 pins, but it also supports at least 3 different protocols for external communication, most of which only use 3 pins. The RE Keihin controllers only use the K-line, which I think only needs two pins, signal and ground.
https://components101.com/connectors/obd2"It's not possible to Remap the existing ECU on Royal Enfield EFI models. As such, there are no programs to tune the bike."
There is discussion in other threads about the diagnostic device which was made available to RE dealers, at considerable expense, which does allow remapping the existing Keihin ECUs, but which apparently very few dealers invested in. I recall hearing that certain early ECU engines were recalled and reburned, in India. I think this was for better high altitude performance, but I don't recall the details.
"The Royal Enfield Indian models run on a open loop system which means that the ECU does not get feedback from the emission output of the vehicle via an oxygen sensor to adjust the fuel-air mixture accordingly. This is standard in export models because of the strict emission norms in export countries. Hence Indian EFI models are prone to running rich and overheating engine."
If this is correct it explains why all the tuning solutions are of the piggy-back type. In effect as you can't change the ecu you lie to it. i.e Tell the ecu all rpm over 5000 even if 6500 are still 5000.
Any I find the whole subject interesting and would love to be in control of all aspects of my bike. ECU included so if anyone can shed a bit of light of my guesswork and fact that would be great.
A rich running engine runs cooler than a lean running engine. However, any engine that uses a fixed map and no feedback is very vulnerable to any changes made, like after market exhausts, and air leaks.
It seems that Keihin is very interested in preventing information on accessing the ECU from getting out. I've read that even the RE factory engineers are not given full access to the internals.
Old school ECU hacking has been done in the past by exposing the Eprom chip, (I think the Keihens are potted), removing it, reading it, then disassembling the software by looking at the individual bytes. Not something just anyone would want to take on.
However, if and when the communications protocol is decoded, it should be possible to read internal ECU parameters and even reburn the Eprom. I'm hopeful that now that EFI is on the 350s, and in the India market mainstream, someone will crack and disseminate the needed information. The India riders may be less inclined to throw money at piggyback solutions and more willing to do the hard work required to crack the code.
Topic: Is the diagnostic lead on the 535GT really an OBD2 port in disguise? (Read 8872 times)