If I condensed enough general FI steps between both threads, we can see our bike begins to assemble quite a few injection parts. As we move away from the carb, our ignition has been taken over too, as you might have guessed. We cannot:
1. Regain our analog type advance curve.
2. Add the linear advance curve back into a hard set. Would not the (+/- kick in?)
3. Move the hall effect part of the tone wheel window thru that sweep. Meaning, physically move the magnet where it is cast and machined with set screws. Did you not move the 'leading edge' away from that tiny baseline of the stock ignition? Gotta follow the edge as designed, right?
Map wise:
A. Are we in a hard set already is the lost sensor? Yes. So, choose an ultimate sensor. Say, did not the IAP sign off? We now have the hard or the a-N is in play? Yep.
B. Here is the knock on the black box that is behind door #2. WATT happens next? Does a-N default to both fuel trims or fuel cutoffs? It addresses the one. But, if that code is set, that advance curve sure changed for both mid down to low too. It is so redundant, I can tell, seat of the pants. I can hear it with a better set of digital ears. All I can feel is the advance curve changed at both upper and lower mids.
C. If you think about it, if the VOES is cut off, then both a-N and D-J are addressed in the 'method.' So if the TPS hits the deep 6, is not the D-J in control? Yeah right. It is still set in the method so both kick in if on does, the other has to, I would think? That is the delphi/mikuni question.That says, you can't change the hard ignition once set. Especially with a pig's software. The aftermarket ignition map cannot change that hard curve setting in a way. It does not have the ability to click the hard off and send the soft back. That takes internal hacking into the factory software. Find the hard/soft drop down box, click the other back.
So, limp wise, you are still changing an injection time, cannot re-plot that lost 40° curve back in on a hard setting. It does change the ignition curve you defaulting with the ROM and the two backup calc boxes. What this means is, under one of the default codes, the switch was set to the hard backup. So, pig that curve out is you cannot is what I am saying is occurring at the hard set being guarded by the ROM against your input.
The concept says; I am going to re-jet my bike with my piggy's software. I think I can reinstall the smooth curve, plus have a rich torque grunt at so and so AFR number. Well, yes you can change that fuel trim, but to remove that hard is fat chance tuning. Even the flash of the ECU still has to be tuned by the piggy's fuel trimming.
The abstract says; I will still be under a limp mode, HA-HAaaaaaa! You thought you could get the limp out of me. But no, the backup box calc'd your move. We are still in a crisp/twitch/hands gotta grab some grip or off the seat you go.
I don't know how far I've gotten you into FI function yet? Here is why you have to go back to reading it 3 or 4 times > to connect the dots:
1Atmo that atmosphere is our number we calc from.
Crank is my ultimate sensor or I am a boat anchor.
I run linear smooth in the soft setting.
I run race set in the hard set.
I cannot have both.
I know a backup to one sensor is happening.
I ruined a well balanced electrical pulse by removing one of 3wV's. However...
I am tunable in a fashion that a carb could not duplicate.
I have electrically combined a blend of a-N and D-J levels.
I have a tunable computer.
I have to recognize I am in either mode.
I have to accept the crisp, not pleasant to the wrist, nor the annoying twitch in traffic I have to deal with.
I have no options but to remain in soft mode for street-ability.
I have lost the smooth transition I can live with for hours on end.
I have no arm pump holding on in the linear mode.
I have it big time in the twitch of it.
I have this big assmile my plumber cleavage could not duplicate.
This says; My RAM is writing over the ROM but not with the twitch locked in the loop. ROM still locked me out in a 3wV kind of way.
This says; Gotta go back, read the 3wV's.
This says; No matter the combination of the LOSS of the VOES...
This says: ... Fill in the blanks, guys/gals.
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Onto the Various/Compensator/Those other sensors. You tell me. Did we cover 3 sensors to the 'Basic FI Timing"? IAP/Crank-P/TPS and their backups?
I figured if that cube abstract made sense in some way, a few of you can sort of figure this here out. This is the real shit right here. Does this make sense or am I bullshitting you? Did you come away with a better understanding of that injector move? The ignition move? I'm sticking with the one sensor [VOES] so you do not fear all those other sensors.
Wezza ain't in OZ anymore dropping float bowls, gap'inn points.
Next video, you will need a set of earphones to really hear some changes. You can hear this initial human type suck sound; when I WOT the throttle open. You can hear the soft and hard fuel trims occurring as I toggle a default code. All those wires laid on that bike have a purpose to some sensor.
Imagine, I throw all those codes at the fuel injection system. There was a high end MB, with a throaty exhaust. He was sporting on some road. I was coming up on the guy, so he sort of pushed faster too. Thing about it was, I was trying to grab hold of the toggles shutting them down. The more I flipped them off, the more robust the bike became.
Imagine, I read the book's abstract and it says, 'We take measures to save the engine...' Here I am in [many] limp modes as the chase is on. Read where his taillights are manufactured too. I had one limp remaining on. Wore his ass out, then passed his ass; 'he was done.'
Moral of the story? Stay out of limp.