Typical stock bikes have fuel curves that are far from optimal for ride-ability and performance. Usually they are a compromised because the bike from the factory maybe set up for economy or because the bike has to pass stringent emissions tests. For example Ducatis in the US are sometimes geared high with an extra tooth on the rear sprocket to pass noise tests. This same logic is used for the fuel system and all bikes are usually set up much leaner than they should be in order to pass.
It is difficult to quote exact figures but some have suggested that factory bikes are only 70% optimum and maybe even as low as 65% after fitting aftermarket exhausts as the bike tends to a leaner fuel mixture when the restriction of a factory exhaust is removed.
To get back the performance built into the bike the mixture needs to be enriched slightly back to the ideal fuel /air ratio for optimal performance. Chemically the ideal stoichiometric ratio is 14.7 but for performance 12.9 to 13.2 maybe better. On a carburetored bike the usual fix was to increase the jet sizes but how to do that on a fuel injected bike. For explanation of fuel injection see Fuel-Injection, How Does It Work
Many fuel injected bikes, available or even manufactured in Thailand, can benefit from the fitting of an EJK. Such as Kawasaki ER6, Versys and KLX250, Honda’s new CBR250, All Ducati’s, Triumph, Harleys and even the humble Honda PCX scooter. Application list can be found here
Harley owners may look at ´TFI Questions Answered' for information on Harley GEN 3.5 applications and settings.
As 100% benzene/petrol or gasoline is phased out in Thailand an additional benefit available after fitting an EJK is the ability to add fuel to compensate for the little extra needed when running on E10 or E20. This allows older Fuel-Injection bikes to perform optimally on gasohol without replacing the factory installed injectors.