Oh gee, a tre thread...
I'm going to run the 'book savvy' post on my end. If you look in the FSM (factory service manual) you will notice that the ohm resistances move lower as you gain speed in the higher gears. With that said, there is this fuel trim that bumps up the HP to pull that bike up to 186.
Notice how the lower in resistance you shift, the fuel trim richens up. Meaning, the lower the resistance, the more fuel. One reason you lose a little fuel mileage being the tre locks in the lowest resistance. This is one reason the bike shows you it defaulted to a, "fail-safe" mode where it is safe to ride.
Now if you think about this, would you design a fuel trim to run in 5th gear or run the higher fuel trim in 6th gear? Say we are out on the bike, and the GPS all of a sudden happens to fall within 3 basic variables. Say one would be we are going so fast, the connectors vibrate loose, they did not snap together after the last engine pull, for one example. Say the bike is blowing over the wires and maybe the whipping of the connector has some GPS wire fall out, being we pulled on the harness and not the connector on the unsnapping when we needed to pull the engine for service. Or say, we reinstall the engine and did not see we pinched one of the GPS wires to the frame and this sort of shorted to ground but did not blow a fuse but set the shift display reading that locked-6 in the dash pod.
Again, if say we were FI designers and we did not know when that GPS would fail, wouldn't you feel 'safe' if you were running at 186, the GPS failed and you had the fuel trim at the max 'safe' ohm resistance on the 'fail'?
"Fail-safe" (is the term used as to what the FSM says will happen) is to say, we might be in the 6th default and not the 5th gear resistance? Being, all book savvy, you reading the code page explains this but not specifically. This is where the 'savvy' explanation takes place, you figuring out the lowest resistance an all dat data you have to be pelted with.
Now, we have these ground wires all running to their own ground posts. Say, the grounds to the GPS, air intake door gate, spark sticks, TPS, and a few other related, "186 limiters" that keep you under that mph all join in at that (one of many), "ground junction box."
With the GPS wires (3), we have one wire running to the dash to show you what gear you are in. The other wire is a ground wire to that junction box. The last wire runs to the ECU.
If we remove or short one wire (see above explanation of 3 wire variables) to the ECU, we caused the bike to default to a code. And when you install a tre, you cause/effect the air cleaner door gate to open faster. Say you install another tre to another wire and this moves the ignition faster, but retains the same full advance degrees; just electrically moves the ignition from a slow linear analog action to an on/off faster signal; like flipping a light switch.
So say we are back speeding all in the analog at 186 and the GPS gives up. What the bike does is sets the fattest limp or protects the bike from falling to a leaner trim (5th gear say), locks in 6th resistance, moves the air door open so the bike can breath in proportion to the extra fuel. Notice how in the linear, the air door opens slower but is fully open once you reach a certain rpm.
Then there is this internal [ECU in control of the] disconnects, which are locked down in the analog, where the open (on/off) scenario happens to the GPS no longer in line. The TPS, and crank sensor continue to work no matter that limp to stay under 186. Meaning, you do not need the GPS. The bike is now, 'unrestricted' to move in a higher rpm range where the analog had it at bay to a certain rpm 'limit.'
This ends the technical part of the savvy part of the,
<<<
______________________________________________________
Performance wise, here is where the 50/50 opinion occurs. Since we are now locked into a richer setting, the faster move of the ignition and air gate opening, we feel this extra kick in performance.
Say you add a PC (only) and you feel this "smoother' running bike, being the added fuel in the lower gears. Back to the tre; you have this faster moving ignition that feels, 'throttle twitchy' that some riders like, and others 'in fear of,' with the added performance down low.
So, the opinions vary, being some can handle the on/off throttle twitch, others prefer the stock (slower) linear effect instead. The factory is designing-in a performance restrictor, so the bike is more, 'rider friendly' for the average rider on a powerful bike. Kind of neat that they can incorporate all those sensors to slow the bike's torque and power.
I don't know how much you are going to grasp me writing this post, but basically, if Smith can prove the bike is in 5th gear or say the bike locks in 6th [like the FSM say] and both maps look the same, it seems strange to me how the book can state the bike is locked in 6th map, and that resistance factor of your generic way fuel runs rich with each resistance being lower than in 5th. How dangerous is running in a leaner 5th map than in the generic designed (lowest resistance) 6th gear value and be safe to run past 186?........ I'm just asking.
