Busa2 you are incorrect on your voltages, only kawis work like that, suzukis are opposite, 1st gear is lowest voltage and 6th gear is highest voltage much closer to 5 volts, and the rest of what you are saying makes no sense to me lol
How come I can follow your way of thinking and how FI operates is watch how you step to the next practical event. It's like someone is going to explain 4-Stroke theory and you jumble
intake-spark-exhaust-power. I think you missed a step to the theory. I think the practical runs, "intake-spark-power-exhaust." Anyway...
Smith, explain to me how both Suz and Kawi use 6th to default to the same gear? I have both manuals. Both use 6-locked.
Are you saying that one bike runs 0.01v to 5.0v and the other swaps the opposite 5.0v to 0.01v? But both default to 6th? How is that possible? That is how I read what you are explaining. You are saying both books [suz/kaw] are incorrect now.
"The Details: [taken from Pashnit site]
'Just like the HealTech GIPRO w/ATRE, the X-TRE comes with user selectable gear maps."
How can you reprogram a map when these are not even the pins to the ECU that you need to read or reprogram the base map(s)? Explain that part to me. If you read the FSM's ECU pin readout, some are for the running on a Windows personal computer. No GPS wire has that capability or is used to communicate with the software.
I'll give you an example. If you use a, 'for racing purposes only,' Kawi's factory racing "Kit-ECU," you have to use two pins that communicate with the PC's hard drive, so you can change the base ign/timing maps, using Kawi's software that comes with the kit.
This XTRE says you can use 'selectable gear maps?"
Not when that box acts like the g-pro and reverts to a remote gear select window. This just does the same thing in the box. Did it default to a backup/fail-safe map? I think so. You messed with the 3wV = Practical theory.
Did I pull apart my GPS connector? I sure did and the subthrottle would not open and I went no place but caused the front end to dive the more I gave it throttle.
But you read a code with a lost wire out of the connector, and one event happens where the actuator locks open the a/c door and/or subthrottle, even though you did not throw a door/sub 'actuator code.' That is the trick to the hack. You still have a closed loop going on with wires connected.
What you did do though, was to lose that analog-loop to the GPS that ties into the actuator. And did not the other wire turn to a hard cut, where the momentary fuel shut off happens on lift = Closed TPS.
So, did we stop some exhaust pop on the decel, being the hard cut [Soft = Analog ~ Hard = Fuel cut disabled upon decel] was turned on, as in "Safe to run?" Sort of a rich limp. <<< Someone explaining they lost 10mpg once the powercommander corrected the over-rich 'fail-safe.'
Again, if you read, "generic FI" theory, the voltage balances to the opposite; the lower you go twisting the TPS rheostat input, the opposite balance happens the other way. Therefore, both revert to the 6-locked >>
I bet if I installed the XTRE, I could feel the same 'backup' seat of the pants mapping as if I removed a wire, caused the bike to display the 6-lock or the locked-N on the Kawi dash. And for argument sake, say we run the locked-6. Would we default to the hard cut and increase rpm's?
The only difference between tre's are the connector fittings. The same exact guts inside are used for both wire hacks to trigger the default codes. Or else you would not have that door open faster. You would not have the ignition [E = Eliminator turns to the hard cut] that moves faster as well. Sort of like an electronic vacuum advance without a distributor diaphragm when you let the clutch out and load the engine a little. We be matching the speed opening of the door/sub
If you are still on topic it's gone way past what I asked for , whew ! 
