tre gear indicator combo
- Thread starter johnstein
- Start date
the name of the company is EKS Engineering Concepts http://home.satx.rr.com/eks/eks_concepts.com now if i could just figure out how to get one ? i guess no one has heard of this thing ? i dont want to be the guinny pig ? anybody know about it does it work ?
EKS Embedded Concepts is a small engineering firm dedicated to the design, prototyping, manufacturing and production of embedded microcontrolled devices for custom applications.
Currently, EKS is the exclusive manufacture of the Intelligent Indicator (I²)
The I² is a gear indicator which utilizes the gear position sensor of the GXSR1000 and GSX1300R. A simple warning, a gear indicator is addictive. Riders tend to relay on it more than they expected. In addiction to a gear indicator, the I² redefines the input signal to the Electronic Control Module (ECM) to allow the user alternative gear sequences for added power and versatility. Some may recognize this action as a TRE.
I²_installation
email
Owned and operated by Eugene Skinner, Senior Electrical Engineer
9026 Gill Bridge; San Antonio, 78254
Currently, EKS is the exclusive manufacture of the Intelligent Indicator (I²)
The I² is a gear indicator which utilizes the gear position sensor of the GXSR1000 and GSX1300R. A simple warning, a gear indicator is addictive. Riders tend to relay on it more than they expected. In addiction to a gear indicator, the I² redefines the input signal to the Electronic Control Module (ECM) to allow the user alternative gear sequences for added power and versatility. Some may recognize this action as a TRE.
I²_installation
Owned and operated by Eugene Skinner, Senior Electrical Engineer
9026 Gill Bridge; San Antonio, 78254
EKS
Embedded Concepts
What's a TRE?
First of all, it's not part of the OEM circuits of a Suzuki motorcycle. TRE stands for Timing Retard Eliminator. The origin of the name is in question. It seems like everyone wants to take credit for it. Despite the name, it fools the ECU into thinking the bike is in another gear position for the purpose of reducing the timing retard on the lower gears. Suzuki engineers felt the need to retard the first three gears on the Hypersport Fuel Injected bikes when they were first introduced. Suzuki FI bikes use a gear position sensor to compensate fuel injection throughout the gear range. Outside of low end retard, the ECM richens the fuel/air mixture as the gear selection increases. When the European goverments complained about the speeds of the 300+kph bikes, the sportbike manufactures volunteered to restrict their bikes to 300kph. The simple restriction on the 2001 Suzuki Hayabusa was to prevent rev limit beyond a corresponding speed in sixth gear. If the ECU thinks it's in 5th gear, the restriction is removed. Simple.
The easy fix is to install a single carbon resister to emulate one gear value for all seven positions ( to include N). Since 5th gear is 6.8K ohms, installing a resister between the pink and black/white wires to the Gear Position Sensor (GPS) would emulate 5th gear continuously (see illustrations below).
normal wiring
TRE wiring
Many companies, performance shops, or entrepreneurs have manufactured this simple system bypass consisting of two OEM connectors, a 5¢ resister and promises of as many as 10 HP, selling for as much as $100.
Let me take a moment here to pass on a little truth.
This will not add 10HP. Maybe if your running a high end turbo with 400+ HP, low end improvement of 10HP might be possible, but bikes with this amount of HP don't really consider lower end numbers. There is definite low end improvement. Some riders will stand by this bypass as the best improvement you can make, while other say they could barley feel a difference. My experience is those with a TRE need to replace the rear tires a little sooner than before.
Using this bypass effects the operation throughout the gear range, which means:
When the bike is in neutral, using a 5th gear resister value will cause poor idling, especially in cold conditions. Some adjustments may be needed.
Normal FI compensation is reduced. Suzuki included a GPS on their motorcycles for a reason. 3rd, 4th,5th and 6th gear benefit from this compensation. The amount of retard on 1st and 2nd gear makes the FI compensation not as usable as the other gears.
Bikes with stock HP won't have much of a chance of surpassing the 300 kph (186 mph) threshold. Top speed is a function of HP and Wind Resistance, with WR more of a factor. The amount of HP needed to go 1 mile faster on the top end is logarithmic (i.e. 10 more HP might get you 2 mph, but 10 more from that won't get you 2 more). Some riders will install a bypass circuit on their bikes to remove the restriction, when their bikes don't have the HP to threaten the 186 mph point. They should stick to using the 6th gear FI compensation.
The Intelligent Indicator (I²)
Initially, the I² was designed to use the GPS circuit on a Suzuki motorcycle for a gear indicator. The problem was, riders use a bypass devices which renders the GPS useless. It was realized that separating the GPS and ECM could allow a rider the use of a GPS for use with a gear indicator, but still send a bypass signal to the ECM for low end retard and high end restriction removal.
But why stop there? If it's possible to send a 5th gear signal all the time to the ECM, isn't it possible to send any gear signal to the ECM and still use the GPS for gear indication? Of course it is.
The I² isolates the GPS from the ECM to allow the use of a "TRE" and still have a gear indicator. The gear indicator display uses a high intensity blue 7 segment LED for information output. Other color LEDs have not come close to the intensity of the blue led.
The I² uses preloaded gear sequences to use for the bypass circuit. For example:
instead of the normal
1,N,2,3,4,5,6
I² sequence
5,N,5,3,4,5,5
This I² sequence removes the 1st and 2nd gear retard, allows normal idling, allows for normal mid-gear compensation, and top end de-restriction.
A good question to ask is "what about the 3rd gear retard?" The simple answer is it's negligible. The 3rd gear FI compensation outweighs the retard. Also, inertial forces are dramatically reduced by 3rd gear.
The are four sequences included on the I², a user can switch to different sequences for desired characteristics.
The I² is not a RPM to Speed ratio indicator. It utilizes the sensor already installed in all Suzuki FI sportbikes. Gear indicators using a ratio system only function properly when in motion. This a great system for bikes without a GPS.
Bottom line, what is the I²?
Gear indicator + de-restriction + low end power + mid-gear usable compensation + better idle due to the retention of neutral map
I² installation page
Home
9026 Gill Bridge; San Antonio, 78254
Embedded Concepts
What's a TRE?
First of all, it's not part of the OEM circuits of a Suzuki motorcycle. TRE stands for Timing Retard Eliminator. The origin of the name is in question. It seems like everyone wants to take credit for it. Despite the name, it fools the ECU into thinking the bike is in another gear position for the purpose of reducing the timing retard on the lower gears. Suzuki engineers felt the need to retard the first three gears on the Hypersport Fuel Injected bikes when they were first introduced. Suzuki FI bikes use a gear position sensor to compensate fuel injection throughout the gear range. Outside of low end retard, the ECM richens the fuel/air mixture as the gear selection increases. When the European goverments complained about the speeds of the 300+kph bikes, the sportbike manufactures volunteered to restrict their bikes to 300kph. The simple restriction on the 2001 Suzuki Hayabusa was to prevent rev limit beyond a corresponding speed in sixth gear. If the ECU thinks it's in 5th gear, the restriction is removed. Simple.
The easy fix is to install a single carbon resister to emulate one gear value for all seven positions ( to include N). Since 5th gear is 6.8K ohms, installing a resister between the pink and black/white wires to the Gear Position Sensor (GPS) would emulate 5th gear continuously (see illustrations below).
normal wiring
TRE wiring
Many companies, performance shops, or entrepreneurs have manufactured this simple system bypass consisting of two OEM connectors, a 5¢ resister and promises of as many as 10 HP, selling for as much as $100.
Let me take a moment here to pass on a little truth.
This will not add 10HP. Maybe if your running a high end turbo with 400+ HP, low end improvement of 10HP might be possible, but bikes with this amount of HP don't really consider lower end numbers. There is definite low end improvement. Some riders will stand by this bypass as the best improvement you can make, while other say they could barley feel a difference. My experience is those with a TRE need to replace the rear tires a little sooner than before.
Using this bypass effects the operation throughout the gear range, which means:
When the bike is in neutral, using a 5th gear resister value will cause poor idling, especially in cold conditions. Some adjustments may be needed.
Normal FI compensation is reduced. Suzuki included a GPS on their motorcycles for a reason. 3rd, 4th,5th and 6th gear benefit from this compensation. The amount of retard on 1st and 2nd gear makes the FI compensation not as usable as the other gears.
Bikes with stock HP won't have much of a chance of surpassing the 300 kph (186 mph) threshold. Top speed is a function of HP and Wind Resistance, with WR more of a factor. The amount of HP needed to go 1 mile faster on the top end is logarithmic (i.e. 10 more HP might get you 2 mph, but 10 more from that won't get you 2 more). Some riders will install a bypass circuit on their bikes to remove the restriction, when their bikes don't have the HP to threaten the 186 mph point. They should stick to using the 6th gear FI compensation.
The Intelligent Indicator (I²)
Initially, the I² was designed to use the GPS circuit on a Suzuki motorcycle for a gear indicator. The problem was, riders use a bypass devices which renders the GPS useless. It was realized that separating the GPS and ECM could allow a rider the use of a GPS for use with a gear indicator, but still send a bypass signal to the ECM for low end retard and high end restriction removal.
But why stop there? If it's possible to send a 5th gear signal all the time to the ECM, isn't it possible to send any gear signal to the ECM and still use the GPS for gear indication? Of course it is.
The I² isolates the GPS from the ECM to allow the use of a "TRE" and still have a gear indicator. The gear indicator display uses a high intensity blue 7 segment LED for information output. Other color LEDs have not come close to the intensity of the blue led.
The I² uses preloaded gear sequences to use for the bypass circuit. For example:
instead of the normal
1,N,2,3,4,5,6
I² sequence
5,N,5,3,4,5,5
This I² sequence removes the 1st and 2nd gear retard, allows normal idling, allows for normal mid-gear compensation, and top end de-restriction.
A good question to ask is "what about the 3rd gear retard?" The simple answer is it's negligible. The 3rd gear FI compensation outweighs the retard. Also, inertial forces are dramatically reduced by 3rd gear.
The are four sequences included on the I², a user can switch to different sequences for desired characteristics.
The I² is not a RPM to Speed ratio indicator. It utilizes the sensor already installed in all Suzuki FI sportbikes. Gear indicators using a ratio system only function properly when in motion. This a great system for bikes without a GPS.
Bottom line, what is the I²?
Gear indicator + de-restriction + low end power + mid-gear usable compensation + better idle due to the retention of neutral map
I² installation page
Home
9026 Gill Bridge; San Antonio, 78254
The location of the indicator is up to you. The Gear Position Sensor (GPS) connection is located under the fuel tank, close to the seat on the left side of the bike. If you would like the indicator on the right side of the bike, a wire extension is needed. Keep in mind direct sunlight on the digital indicator will make it harder to read. For this reason, it is suggested that installation should be as close to the gauges as possible. In some case, you may need to lower your head to see the indicator directly. You may be able to see and read it though the windshield.
Remove the plastic upper panel covers by unscrewing the center and side Allen head bolts and upper body pin. Remove the body pin by pushing the center in which will collapse the lock, then pull the pin out.
You may need to hold the circular part of the fastener in place to pop out the pin. After the pin and other fasteners are removed, pull the upper panel from the pin location toward the fuel tank and the panel should come out easily.
Once you have determined your installation location drill a hole, just a bit smaller than the digital indicator, 5/16" should be fine. Using a razor blade or Exacto knife, carefully trim away some plastic to create a rectangular hole just a hair smaller than the indicator to allow for a tight installation.
The plastic will give a bit. Just remember, less is better. Take your time. Use some silicone on the under side of the panel to give a weather tight seal.
With the indicator in place, connect the wiring. This device uses 4 wires.
Red
+12
Black
Ground
White
Pink wire to the ECU
Green
Pink wire to the GPS
The diagram below is the normal wiring for the Gear Position Sensor. The blue wire links a ground signal to the neutral light.
The diagram below is the wiring for the I² . The pink wire is removed from the connector from both the male and female side and is connected to the green and white wire accordantly (white is represented by yellow on the diagram) from the unit.
The green wire from the I² is connected to the pink wire going to the GPS. The white wire from the unit is connected to the pink wire going to the ECU.
THIS IS BY FAR THE HARDEST STEP.
Removal of the Pink wire from the connector housing.
Unplug the connector to the GPS. Using the enclosed T-Pin, push the plastic pin lock off the connector tab by inserting the T-pin between them. Once the tab is unlocked, the connector will slip out of the housing when the wire is pulled. Repeat this again with the other connector.
Use the installed connectors on the I² to connect to corresponding connectors. See picture below. Using enclosed heat shrink, weather seal the connector. Use a blow dryer to shrink the tubing. DO NOT USE FIRE. These connections are under the fuel tank.
Connection of power and ground lines.
A keyed power line is located behind the instrument panel on USA models. To remove the instrument panel, remove the right upper panel as described above. Remove the 2 10mm bolts on the bottom of the instrument panel.
Pull the instrument panel towards the fuel tank to separate from the upper holding prongs. Disconnect the wiring to the instrument panel by pressing on the detent and pulling on the connector. Remove the instrument panel.
Locate the European light connector. The connector has two wires, black/white and brown.
Connect black ground line from the I² to the black/white by pushing the male tab into the female connector. Connect the red power line to the brown in the same fashion. Use enclosed ties, tie the wiring in place as pictured below.
Reinstall instrument panel in reverse order carefully.
Once all connections are complete and confirmed for proper connection, reconnect battery, turn the motorcycle on and check for operation. If the bike is in neutral, a lower case N should appear on the indicator. Changing gears on the motorcycle should have an immediate reaction on the indicator. Note: If the indicator maintains a "E", check that switch 3 is in the on or closed position.
Switches 1 and 2 are setup as a binary bit recognition system. The sequences are determined by the positions of the two switches. The table below shows corresponding switch to sequence combinations.
#
Switch 1
Switch 2
Sequence
1
On
On
5,N,5,3,4,5,5
2
Off
On
4,N,4,3,4,5,5
3
On
Off
5,N,5,5,5,5,5
4
Off
Off
6,N,6,3,4,5,6
Note: Switches may show open instead of off. Open = off and closed = on
Confirmation - The indicator will flash the sequence number for ½ second before relaying proper gear information every time the unit is powered on to confirm the gear sequence to the operator. If the switch positions are changed during operation, the new sequence will not be use until the next reset (power down, power up).
TRE Bypassing
The on board TRE is by-passable by moving switch 3 to the off position. The white wire from the unit will not be needed. The green wire will be tapped rather than spliced. See illustration.
Now go ride the best bike ever made!
Home
9026 Gill Bridge; San Antonio, 78254
Remove the plastic upper panel covers by unscrewing the center and side Allen head bolts and upper body pin. Remove the body pin by pushing the center in which will collapse the lock, then pull the pin out.
You may need to hold the circular part of the fastener in place to pop out the pin. After the pin and other fasteners are removed, pull the upper panel from the pin location toward the fuel tank and the panel should come out easily.
Once you have determined your installation location drill a hole, just a bit smaller than the digital indicator, 5/16" should be fine. Using a razor blade or Exacto knife, carefully trim away some plastic to create a rectangular hole just a hair smaller than the indicator to allow for a tight installation.
The plastic will give a bit. Just remember, less is better. Take your time. Use some silicone on the under side of the panel to give a weather tight seal.
With the indicator in place, connect the wiring. This device uses 4 wires.
Red
+12
Black
Ground
White
Pink wire to the ECU
Green
Pink wire to the GPS
The diagram below is the normal wiring for the Gear Position Sensor. The blue wire links a ground signal to the neutral light.
The diagram below is the wiring for the I² . The pink wire is removed from the connector from both the male and female side and is connected to the green and white wire accordantly (white is represented by yellow on the diagram) from the unit.
The green wire from the I² is connected to the pink wire going to the GPS. The white wire from the unit is connected to the pink wire going to the ECU.
THIS IS BY FAR THE HARDEST STEP.
Removal of the Pink wire from the connector housing.
Unplug the connector to the GPS. Using the enclosed T-Pin, push the plastic pin lock off the connector tab by inserting the T-pin between them. Once the tab is unlocked, the connector will slip out of the housing when the wire is pulled. Repeat this again with the other connector.
Use the installed connectors on the I² to connect to corresponding connectors. See picture below. Using enclosed heat shrink, weather seal the connector. Use a blow dryer to shrink the tubing. DO NOT USE FIRE. These connections are under the fuel tank.
Connection of power and ground lines.
A keyed power line is located behind the instrument panel on USA models. To remove the instrument panel, remove the right upper panel as described above. Remove the 2 10mm bolts on the bottom of the instrument panel.
Pull the instrument panel towards the fuel tank to separate from the upper holding prongs. Disconnect the wiring to the instrument panel by pressing on the detent and pulling on the connector. Remove the instrument panel.
Locate the European light connector. The connector has two wires, black/white and brown.
Connect black ground line from the I² to the black/white by pushing the male tab into the female connector. Connect the red power line to the brown in the same fashion. Use enclosed ties, tie the wiring in place as pictured below.
Reinstall instrument panel in reverse order carefully.
Once all connections are complete and confirmed for proper connection, reconnect battery, turn the motorcycle on and check for operation. If the bike is in neutral, a lower case N should appear on the indicator. Changing gears on the motorcycle should have an immediate reaction on the indicator. Note: If the indicator maintains a "E", check that switch 3 is in the on or closed position.
Switches 1 and 2 are setup as a binary bit recognition system. The sequences are determined by the positions of the two switches. The table below shows corresponding switch to sequence combinations.
#
Switch 1
Switch 2
Sequence
1
On
On
5,N,5,3,4,5,5
2
Off
On
4,N,4,3,4,5,5
3
On
Off
5,N,5,5,5,5,5
4
Off
Off
6,N,6,3,4,5,6
Note: Switches may show open instead of off. Open = off and closed = on
Confirmation - The indicator will flash the sequence number for ½ second before relaying proper gear information every time the unit is powered on to confirm the gear sequence to the operator. If the switch positions are changed during operation, the new sequence will not be use until the next reset (power down, power up).
TRE Bypassing
The on board TRE is by-passable by moving switch 3 to the off position. The white wire from the unit will not be needed. The green wire will be tapped rather than spliced. See illustration.
Now go ride the best bike ever made!
Home
9026 Gill Bridge; San Antonio, 78254
Interesting!
Link no work.
The Big Red One
Registered
Here's the homepage link http://home.satx.rr.com/eks/eks_concepts.htm
Here's the description link http://home.satx.rr.com/eks/retard.htm
Here's the install page link http://home.satx.rr.com/eks/install.htm
Hope they work
It does sound kinda interesting that you can just change the gears you want...but leave the rest alone. Kinda like a simpler to use ATRE with a gear indicator as a plus
Here's the description link http://home.satx.rr.com/eks/retard.htm
Here's the install page link http://home.satx.rr.com/eks/install.htm
Hope they work
It does sound kinda interesting that you can just change the gears you want...but leave the rest alone. Kinda like a simpler to use ATRE with a gear indicator as a plus
Whats a TRE?
