If you want to quantify what happens to the GPS, OR ANY SENSOR WIRE, you can pull a single (any sensor) wire out of the weather connector's rubber boot and watch the effect. For example, 3 signals run off a different wire from the GPS. I cannot tell you the WHY the ECU incorporates using the 186plus/(6) Maps/10.6K/(Subs WOT on the 14). If I use my theory to explain the, "Race Set" in the abstract, I Can say... "Holy (chocolate) Pancake Batter" (the day u ate off the Roach Coach), would you look at that! Those sweet engineering teams coming up with a simple disconnect, way back in 1999. I don't know how you (Suz) figured out how to combine the 6fixed/400rpm/186 sets together, (13.5= being basically the same GPS signals) but looks like the 'physics' says; every computer bike might be using a generic GPS 3 wire signal... This is how the computer ties it all in the, ABSOLUTE.
If I continue in the abstract, I can throw my own spin and say...
The engineering says to me, "Would you like to go, RACING'? The theory continues working the book(s), by saying, "Lets ride the Busa to the track in (analog) street trim'. 'When I prep the bike for race trim, I disconnect the GPS for the race set.' The engineering continues to tell me, 'Close the (analog) water temp file and bring up the, Tw 80c (digital) file, then continue the, "Deep Set" (opening and closing the ECU's Backup Files'). 'When the racing day is over, I reconnect whatever set I used; working the atmosphere (for that day), making sure all sensor connections are plugged in and ride the bike home."
If you begin to understand the theory, the race set is a rideable set home as well.
The theory keeps rolling, because no matter what, the analog maps and digital F/Safe maps are calculating the same basic mathematical atmospheric calculations. If the bike is triggered in any coded backup map, the failed sensor codes do not all of a sudden run rich, (for safety reasons). They would fail emissions, load the plug, carbon the piston,etc. Theory says the backup fuel plot is within emissions, because the bike simply can do (the calculation) it in analog as well as in the digital a/N method. Read the way the 02 functions for the automotive A/N method and how it is used, (for more practical theory).
The practical theory keeps exposing the 2-Click System in the shop manual(s) = 1. Sensor is running fine until failure is caused by a: Signal bloc/wire out/connector loss/Volt value out of spec at the end of the sensor, (diode in the bake). The voltage resistance defaults to the built-in design.. the 2nd Click to trigger the Backup mode. The ECU backup system takes over the failed/blocked signal. I can see both bikes (Busa/13.5) use the generic standard; 3 wires from the GPS. Once I understood what the 3 wires do (unplugging the GPS connector, or the 270 ohm tied in, or the aftermarket/Busa websites perpetuating a fallacy about a 5th gear map), I thought I'd challenge the,1999 5th gear map scenario and keep the 14 focused on how the abstract works.
Ask the theory if you can hold any map in place on the 14, let alone finding a 5th gear map. Ask the theory in the abstract if a Busa can reprogram an ECM to hold an altered GPS unit in 5th map.
Am I to believe the 5th gears abstract...
"I changed the way c31 reads my 5th gear map mod...I don't give a **** what the shop manuals describe in the abstract or what the code reads.... I don't understand the ******* book anyway, so I changed the way the computer defaults to 6fixed by tearing out the whole clutch basket, pulled the GPS out by the short hairs... then welded a different diode in the unit. ****... the computer is too stoopid anyway, so I (literally) "shorted" the Busa's GPS assembly to read 5th when it's in 6th or any other gear... See, the Busa's been reading the 5th map mod since 1999... ******* manual was never updated. That 6fixed reading in your ZX-14 shop manual too? It's a LIE!"
The correlation between the Busa's 1st wire granting 400 more RPM from the ECM; is equivalent to the 14 granting the same single wire to lock the subs.
The 2nd GPS signal wire the Busa uses is the universal standard 6fixed triggering their ECM; is equivalent to the 14's ECU triggering the (6) Locked in the shop manual.
The 3rd wire is used to disconnect the 186 lockdown for both bikes.
Ping: is a computer term used to reference a specific signal from point A (ECU) to point B (sensor). The 3 wire ping would look like this:
E ------------[ main harness connector to ]------------GPS Sensor = 186
C ------------[ main harness connector to ]------------GPS Sensor = (6) Lock
U ------------[ main harness connector to ]------------GPS Sensor = 400 Plus RPM.
This is the stock GPS wire harness connection with zero (no digital) codes, zero mods, (analog is OK). To watch the ECM work in full "hard code FI flashing mode" you would have to disconnect the Sensor at the, [ ] connector to capture all 3 signals. If you want to see a hard code, install the 270/tre/wire-out; to the (6fixed) wire...
ECU------------[ 270 ohm/06tre/wire pulled ] ---------------GPS sensor (itself) is now being blocked by the ping. The ping instead; signals into a resistor, or a tre, or a wire not fully connected in it's connector housing = will throw the (6) F/safe.
Say you want to remove the wire that moves the 400 plus RPM? The wire being used looks like this:
ECU-----------[ 270/tre/wire pulled ]-------------No Sensor ping to the GPS (unit's wire at the end).
E ------------[ main harness connector to ]------------GPS Sensor = 186
E ------------[ main harness connector to ]------------GPS Sensor = 6fixed
So now, the 10.6K is locked in a hard code (showing 6fixed) because I can follow the abstract and point to a code that replicates the effect of the abstract in the shop manual. I can say in the abstract, "Beats me why no hard codes show. I'll deduce the wires are still connected, but the, 'single wire disrupt" not only duplicates the exact code, it tells me enough info in the book to look at the practical happen just like the book says. I can say there is no hard code present on dash, but, THE PRACTICAL CODE is in play none the less".
If I continue in the abstract, I can throw my own spin and say...
The engineering says to me, "Would you like to go, RACING'? The theory continues working the book(s), by saying, "Lets ride the Busa to the track in (analog) street trim'. 'When I prep the bike for race trim, I disconnect the GPS for the race set.' The engineering continues to tell me, 'Close the (analog) water temp file and bring up the, Tw 80c (digital) file, then continue the, "Deep Set" (opening and closing the ECU's Backup Files'). 'When the racing day is over, I reconnect whatever set I used; working the atmosphere (for that day), making sure all sensor connections are plugged in and ride the bike home."
If you begin to understand the theory, the race set is a rideable set home as well.
The theory keeps rolling, because no matter what, the analog maps and digital F/Safe maps are calculating the same basic mathematical atmospheric calculations. If the bike is triggered in any coded backup map, the failed sensor codes do not all of a sudden run rich, (for safety reasons). They would fail emissions, load the plug, carbon the piston,etc. Theory says the backup fuel plot is within emissions, because the bike simply can do (the calculation) it in analog as well as in the digital a/N method. Read the way the 02 functions for the automotive A/N method and how it is used, (for more practical theory).
The practical theory keeps exposing the 2-Click System in the shop manual(s) = 1. Sensor is running fine until failure is caused by a: Signal bloc/wire out/connector loss/Volt value out of spec at the end of the sensor, (diode in the bake). The voltage resistance defaults to the built-in design.. the 2nd Click to trigger the Backup mode. The ECU backup system takes over the failed/blocked signal. I can see both bikes (Busa/13.5) use the generic standard; 3 wires from the GPS. Once I understood what the 3 wires do (unplugging the GPS connector, or the 270 ohm tied in, or the aftermarket/Busa websites perpetuating a fallacy about a 5th gear map), I thought I'd challenge the,1999 5th gear map scenario and keep the 14 focused on how the abstract works.
Ask the theory if you can hold any map in place on the 14, let alone finding a 5th gear map. Ask the theory in the abstract if a Busa can reprogram an ECM to hold an altered GPS unit in 5th map.
Am I to believe the 5th gears abstract...
"I changed the way c31 reads my 5th gear map mod...I don't give a **** what the shop manuals describe in the abstract or what the code reads.... I don't understand the ******* book anyway, so I changed the way the computer defaults to 6fixed by tearing out the whole clutch basket, pulled the GPS out by the short hairs... then welded a different diode in the unit. ****... the computer is too stoopid anyway, so I (literally) "shorted" the Busa's GPS assembly to read 5th when it's in 6th or any other gear... See, the Busa's been reading the 5th map mod since 1999... ******* manual was never updated. That 6fixed reading in your ZX-14 shop manual too? It's a LIE!"
The correlation between the Busa's 1st wire granting 400 more RPM from the ECM; is equivalent to the 14 granting the same single wire to lock the subs.
The 2nd GPS signal wire the Busa uses is the universal standard 6fixed triggering their ECM; is equivalent to the 14's ECU triggering the (6) Locked in the shop manual.
The 3rd wire is used to disconnect the 186 lockdown for both bikes.
Ping: is a computer term used to reference a specific signal from point A (ECU) to point B (sensor). The 3 wire ping would look like this:
E ------------[ main harness connector to ]------------GPS Sensor = 186
C ------------[ main harness connector to ]------------GPS Sensor = (6) Lock
U ------------[ main harness connector to ]------------GPS Sensor = 400 Plus RPM.
This is the stock GPS wire harness connection with zero (no digital) codes, zero mods, (analog is OK). To watch the ECM work in full "hard code FI flashing mode" you would have to disconnect the Sensor at the, [ ] connector to capture all 3 signals. If you want to see a hard code, install the 270/tre/wire-out; to the (6fixed) wire...
ECU------------[ 270 ohm/06tre/wire pulled ] ---------------GPS sensor (itself) is now being blocked by the ping. The ping instead; signals into a resistor, or a tre, or a wire not fully connected in it's connector housing = will throw the (6) F/safe.
Say you want to remove the wire that moves the 400 plus RPM? The wire being used looks like this:
ECU-----------[ 270/tre/wire pulled ]-------------No Sensor ping to the GPS (unit's wire at the end).
E ------------[ main harness connector to ]------------GPS Sensor = 186
E ------------[ main harness connector to ]------------GPS Sensor = 6fixed
So now, the 10.6K is locked in a hard code (showing 6fixed) because I can follow the abstract and point to a code that replicates the effect of the abstract in the shop manual. I can say in the abstract, "Beats me why no hard codes show. I'll deduce the wires are still connected, but the, 'single wire disrupt" not only duplicates the exact code, it tells me enough info in the book to look at the practical happen just like the book says. I can say there is no hard code present on dash, but, THE PRACTICAL CODE is in play none the less".