It's more complicated than that. Here are the K6 1000 ECMs:
32920-41G40 P37 (Brazil, K5 & K6, probably different map for high ethanol gas)
32920-41G50 E2,E19 (Europe, immobilizer & catalytic converter)
32920-41G60 E3,E28,E33 (US & Canada)
32920-41G70 E24 (Australia, immobilizer)
32920-41G80 E19(GSX-R1000U2) (Europe, limited power, immobilizer & catalytic converter)
There's a tag on top of the ECM with the PN. But if someone has been in it flashing, the tag may be very different from what you have.
I'd suggest connecting a 12 V LED between the O/W (O/G on immobilizer equipped models) and B/W leads on the dealer mode connector. That will tell you if the ECM is getting power.
Also note that the immobilizer models (E2, E19, E24) have a harness that's set up for installation of an auxillary alarm. There are two additional connectors located near to the dealer mode connector. One has a single black lead and the other has four black leads and a jumper that plugs into it if no alarm is installed. You might check that the jumper isn't corroded. It connects O/W (12 V) from the ignition switch to O/G to the ECM and dealer mode connector.
I can only guess about what the flashers did but they probably just disabled the immobilizer checking, which is part of the ECM. The non-immobilizer models have a rudimentary anti-theft feature that is also part of the ECM. The ignition switch and wiring harness are matched to the type of anti-theft. So if all the flashers did was to disable the immobilizer, you probably still have the immobilizer ignition switch and harness but no anti-theft at all.
The big connector inside the left front fairing is well known for developing corroded terminals. That can give you CHEC, but the bike will still run, i.e. it will run if the connector is unplugged. It wouldn't hurt to unplug the ECM and inspect those contacts. They're normally fine but can develop corrosion if a lead is removed and the resultant hole isn't plugged.
Last edited by billv; 10-04-2019 at 02:40 PM.