My number went
from 163 to 170 hp and my throttle response is freakish...I snap the throttle
almost feels like it'll snap the chain.
Ignition timing runs right back up to full advance in the same degree. I used a door knob circular drill kind of a hole in the pickup crank cover. Glued a round glass from a compression tester gauge over the hole. Set a camera and a timing light on the pickup and tone wheel. Started to set the tre(s) to see if the timing would change? At full advance, nothing change as if it would retard at full lock a few degrees forward.
Come to find out it locked to the same full advance mark no matter the hack. I painted a few tone wheel teeth to see what this retarding thing you all were talking about? My conclusion was just a faster advance curve in the hard set as I read Smitha's website or the hack site. I have Kawi's OEM kit-ECU's software editing program, the Busa ECUeditor too.
I think I've collected a limited amount of data from these sources, see the hard sets 5-6. I use the book's number-6 as the number. You repeat the 5th gear map is the same as the 6th. I think the ECUeditor software showed a radio click for 6th gear. I think it was the kit-ECU's program that had the red bars locked in the hard set with 5-6 as that hard-lock. Maybe it was RidgeRacer's map pulled from one of the ECU's?
Up to this point, the advance moves in a faster rate. If you want to say the lag is eliminated with the tre or what you call, 'retard eliminator' is fine with me. Since the tone wheel remains locked at the same degree I mash the throttle to red line, I don't know how many times in hack mode, did the advance move right back to full advance.
It [the tre] did not eliminate any ignition retard degree and move to a more advanced degree, like moving away from TDC, meaning, before top dead center. That is what I concluded to with the timing light on the crank and 5 toggles blowing codes right and left. All I see is nothing moving any retard [my] crank degree continues to remain at full advance. Are you with me so far, I have to keep repeating the same principal is the consistency seeing how 'RETARD" is being used as the nomenclature.
You snap the throttle, you feel that advance being very twitchy, and very fast on the throttle apply. It will alter the fuel maps because you cannot separate the two as they counter check each other. For example; A carb will suck out the jets the same fuel feed no matter if you move the distributor or points gap to advance/retard the ignition settings a tiny bit. You have that luxury, but not with FI. You are locked out without the editing software.
Stay with me on this; but tre hacked, you set both a new ignition/fuel and one has to follow the other in the scheme of things. There is no way the tre can move only the timing maps. This is fuel injection where we are outside the ECU, you roll up to codes rather than thinking you can ECUedit one section of the ECU being the ignition map only? Think about that code set. The bike would be unstable if both were not programmed and re-machined through that chip that does the final re-plot.
Your air speed changed at the stepper motor, so does the ign/fuel. You saw a rise in torque and that HP rise is the torque coming through the faster air cleaner opening<old or the new> throttle body secondary throttle plate moving faster. I then took my camera, aimed the lens at the throttle plates that are on the side of the throttle body. When I threw the one tre setting, I notice a faster secondary throttle movement.
There is your, 'freakish response' is the air entering faster is all she is doing. That stock mode surge is a slower, smoother ignition curve in the soft [economy] setting. That [cruise] lag is getting you ready to open the secondaries in a more linear rise in power. If you removed the secondaries, you would have an even faster air moving event than the tre moving things faster in the stepper motor ratcheting. Any of it make sense yet?
:tiptoe:
