{"product_id":"aa-custom-tuned-rtd-ecu-flash-device-for-2025-cf-moto-z10-220-230hp","title":"AA Custom Tuned RTD ECU Flash Device for 2025+ CF Moto Z10 ( 220-230hp)","description":"\u003cp\u003e\u003cspan\u003e\u003cstrong class=\"x-el x-el-span c2-26 c2-27 c2-3 c2-6l c2-y c2-5n c2-6m\"\u003eAA\/HP Tuners Remote ECU Tuning Device for 2026+ CF Moto Z10 Models  -  Huge Gains up to +56rwhp (220-230 crank HP estimated)\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eLooking for the best\/most badass ECU tuning available for your Z10?  AA's performance tunes are readily available to gain horsepower and torque.  Through our advanced ECU tuning we are able to modify parameters correctly to gain you the power needed.  We are highly experienced in tuning these ECU types and this will show.  We go for the most horsepower allowable on the specified fuel, but also make sure mid range power is greatly increased.... all wrapped into a tested tune that is safe to run all day.\n\u003cul\u003e\n\u003cli\u003ePrice includes HP Tuners RTD, necessary credits to flash your ECU, and one AA custom tune (more tunes optional)\u003c\/li\u003e\n\u003cli\u003eAA\/HP Tuners RTD device allows you to flash via your smartphone to through your OBDII diagnostic port.  This allows you to flash different tunes or go back to stock for dealer\/warranty work.\u003c\/li\u003e\n\u003cli\u003eAllows you to log engine parameters and view\/erase trouble codes from your phone\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eThe CF Moto Z10 has HUGE potential with our ECU tuning. For the price, this vehicle is really tough to beat.  It's put together well and the turbocharger\/engine are not far off from the Can Am Maverick R.   We spent many months testing before releasing our calibrations and clutching for this model as we wanted to make sure things were dialed in and reliable.  We found in the stock form, power is somewhat all over the place.   Power jumps up and dives down, providing inconsistent results.  If you try to clutch for higher RPM, it really does not respond well without a tune.  This is why clutching and tuning are extremely important on these models.   \u003c\/li\u003e\n\u003cli\u003eOur biggest complaint on the Z10 was the throttle response.  They are extremely doggy\/slow to respond from the factory.  We certainly fix this through wastegate mapping, pedal mapping and removing some torque limitations.  They still have some delay in torque to prevent a jerky\/annoying pedal response, but they are night\/day better with our tuning.\u003c\/li\u003e\n\u003cli\u003eNot just dyno tested! We are avid riders and like the factory, a ton of the testing is done in the field to make sure you are getting 110%.  With data logging capabilities you can't get any better testing than real world.  Often times we can make significant changes to further increase power, drivability, and feel of the machine that can never be done on the dyno.\u003c\/li\u003e\n\u003cli\u003eSee product images for Dragy acceleration results.   We chose to post our 5-65 results as they were much more consistent and a more accurate representation of the gains, and not tire spin.  If comparing, our 0-60 times with our stock injector Level 3 tune with clutching were around 4.75 secondson average.   \n\u003cul\u003e\n\u003cli\u003eAcceleration graphs were done using the Dragy device and phone application.  Test were done as consistently as possibly and all runs were performed with 32\" tires.  We are very picky and honest with our results.  We take the average of runs, not the worst stock vs. the best AA run.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eGreat peak horsepower gains with big mid range power gains which were tested on our in house dyno.  When we dyno, we make sure peak RPM and ramp up RPM is close to what we see in the street by data logging.   This is a big issue with many others you'll see.  RPM's are not mimicking the correct load, so you will see results swayed.  We really try to make these things fast, not just show a number.  If it doesn't work, we want to know, and we fix it.  We've spent many years developing our process for dyno tuning and that will show.\u003c\/li\u003e\n\u003cli\u003eMuch quicker throttle response and power delivery by revising throttle mapping, wastegate logic (boost ramp up), fueling, variable valve timing, and ignition timing.\u003c\/li\u003e\n\u003cli\u003eThrottle by wire limiters disabled\u003c\/li\u003e\n\u003cli\u003e2 foot limiters removed\u003c\/li\u003e\n\u003cli\u003eRev limit at a safe 8800 RPM (Stock is 8250 RPM)\u003c\/li\u003e\n\u003cli\u003eVVT:  Intake cam timing tables adjusted for maximum torque and peak horsepower (This motor has variable intake valve timing) which is crucial for making this high of power reliably.  \u003c\/li\u003e\n\u003cli\u003eAA's wicked timing curve is safe for the fuel used, but we do a much better job of finding timing limits for ramp up\/more torque.  Many others simply focus on wide open throttle timing\/fueling.  \u003c\/li\u003e\n\u003cli\u003eFuel tables modified to gain low end punch and safe yet powerful air\/fuel ratios\u003c\/li\u003e\n\u003cli\u003eEngine safety:  Our tunes utilize and properly reconfigure the knock adaption system in the stock ECU.  This system is very well designed to sense engine knock and retard ignition timing well before any motor issues would arise.   This means you have motor safety built in that is extremely well done, and works fantastic.\n\u003cul\u003e\n\u003cli\u003e**For Reference the OEM Z10 produces around 10psi sustained boost pressure, but quickly drops off.  The OEM calibration also drops quickly when trying to clutch for higher RPM**\u003c\/li\u003e\n\u003cli\u003e\n\u003cu class=\"x-el x-el-span c2-26 c2-27 c2-3 c2-6l c2-y c2-2a c2-6m c2-6p\"\u003e\u003cstrong class=\"x-el x-el-span c2-26 c2-27 c2-3 c2-6l c2-y c2-5n c2-6m\"\u003eLevel 1 (87+ Octane) Stock Injector - 13-14psi Boost\u003c\/strong\u003e\u003c\/u\u003e:  This tune offers excellent performance gains for those who want\/need to run 87 octane.  While we always suggest 91 octane as the quality\/consistency is normally better, this will run on 87 octane.  Greater fuel economy for longer rides is a perk of this tune.  Runs fine on OEM clutching and exhaust, but will work even better with our clutch and exhaust.\u003c\/li\u003e\n\u003cli\u003e\n\u003cu class=\"x-el x-el-span c2-26 c2-27 c2-3 c2-6l c2-y c2-2a c2-6m c2-6p\"\u003e\u003cstrong class=\"x-el x-el-span c2-26 c2-27 c2-3 c2-6l c2-y c2-5n c2-6m\"\u003eLevel 2 (91-93 Octane) Stock Injector - 13-14psi Boost:\u003c\/strong\u003e\u003c\/u\u003e \u003cstrong class=\"x-el x-el-span c2-26 c2-27 c2-3 c2-6l c2-y c2-5n c2-6m\"\u003e  \u003c\/strong\u003eThis tune runs very strong and has the same boost as level 1, but a stronger timing curve that will produce more power and torque than level 1.  This tune will also be better on fuel economy as we can run a bit leaner than our level 3.  The great part is this tune still rips, and is extremely safe for this Z10 platform.   Runs fine on OEM clutching and exhaust, but will work even better with our clutch and exhaust.\u003c\/li\u003e\n\u003cli\u003e\n\u003cu class=\"x-el x-el-span c2-26 c2-27 c2-3 c2-6l c2-y c2-2a c2-6m c2-6p\"\u003e\u003cstrong class=\"x-el x-el-span c2-26 c2-27 c2-3 c2-6l c2-y c2-5n c2-6m\"\u003eLevel 3 (91-93 Octane) Stock Injector - 16-17psi Boost (182rwhp\/220-230 Crank HP)\u003c\/strong\u003e\u003c\/u\u003e:  This tune is a game changer as it hits hard with a massive gain of \u003cu class=\"x-el x-el-span c2-26 c2-27 c2-3 c2-6l c2-y c2-2a c2-6m c2-6p\"\u003e\u003cstrong class=\"x-el x-el-span c2-26 c2-27 c2-3 c2-6l c2-y c2-5n c2-6m\"\u003e56 RWHP\u003c\/strong\u003e\u003c\/u\u003e\u003cstrong class=\"x-el x-el-span c2-26 c2-27 c2-3 c2-6l c2-y c2-5n c2-6m\"\u003e on our dyno!!    \u003c\/strong\u003e  The Level 3 tune offers the highest power possible on 91-93 octane fuel.  We spent months testing and developing this tune to make sure we were not leaving any reliable power on the table.  These are absolutely huge power gains that will have you grinning from ear to ear. At higher speeds, we see the OEM tune drop off HARD.  Ours keeps pulling, and at these speeds we see even greater than 50rwhp gains.   Runs fine on OEM clutching and exhaust, but will work even better with our clutch and exhaust.   We highly suggest our clutching with this level as they will over rev a little bit (around 8600-8700) in most cases.   We found best clutch efficiency\/longevity and power to be made when loading the vehicle harder(adding clutching) around 8300-8500 RPM.  \u003c\/li\u003e\n\u003cli\u003eBoost pressure levels in tunes are normal sustained pressures we see when testing at 1000ft altitude.  Many conditions\/factors come into play on boost pressure.   Most calibrations including stock will ramp up boost a little above sustained (1-2psi) and settle out.  \u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eMore tunes with larger injectors and other products in the works!  If you are looking for something specific, just ask.\u003c\/li\u003e\n\u003cli\u003eWhy AA tunes over others?  We have been tuning UTV's with CVT clutches for a long time, longer than almost anyone in our field going back to the 800 RZR.  Tuning a CVT vehicle properly is not an easy task as you have so many variables at one time.  We spend the time to wheel dyno (with actual UTV tires) correctly per modification, and have advanced ECU calibration and clutching knowledge to do so. Every change in horsepower can result in us changing clutching several times. We also develop most of our supporting mods so we know everything works correctly, and build parts to fit the vehicles needs.  Lastly and honestly the most important; we then back up our results with real world data logging on local trails and our facility on 110 acres.  It's this combination that truly makes the difference and why AA normally has a faster vehicle with the same or less rated tune horsepower.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"Aftermarket Assassins","offers":[{"title":"Level 1 (87 Octane) \/ None","offer_id":43642317275203,"sku":"119-1020-Z10","price":695.0,"currency_code":"USD","in_stock":true},{"title":"Level 1 (87 Octane) \/ Level 2","offer_id":43642317307971,"sku":"119-1020-Z11","price":745.0,"currency_code":"USD","in_stock":true},{"title":"Level 1 (87 Octane) \/ Level 2 + 3","offer_id":43642317340739,"sku":"119-1020-Z12","price":795.0,"currency_code":"USD","in_stock":true},{"title":"Level 2 (91 Octane) \/ None","offer_id":43642317373507,"sku":"119-1020-Z13","price":695.0,"currency_code":"USD","in_stock":true},{"title":"Level 2 (91 Octane) \/ Level 2","offer_id":43642317406275,"sku":"119-1020-Z14","price":745.0,"currency_code":"USD","in_stock":true},{"title":"Level 2 (91 Octane) \/ Level 2 + 3","offer_id":43642317439043,"sku":"119-1020-Z15","price":795.0,"currency_code":"USD","in_stock":true},{"title":"Level 3 (91-93 Octane) \/ None","offer_id":43642317471811,"sku":"119-1020-Z16","price":695.0,"currency_code":"USD","in_stock":true},{"title":"Level 3 (91-93 Octane) \/ Level 2","offer_id":43642317504579,"sku":"119-1020-Z17","price":745.0,"currency_code":"USD","in_stock":true},{"title":"Level 3 (91-93 Octane) \/ Level 2 + 3","offer_id":43642317537347,"sku":"119-1020-Z18","price":795.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0631\/8453\/5619\/files\/Screenshot2026-08-08at15-02-10AACustomTunedRTDECUFlashDevicefor2025CFMotoZ10_220-230hp.png?v=1786215786","url":"https:\/\/ncbperformance.com\/products\/aa-custom-tuned-rtd-ecu-flash-device-for-2025-cf-moto-z10-220-230hp","provider":"NCB Performance","version":"1.0","type":"link"}