Hmm, I've been wondering about that.
I like the way you think. There is that WOT is 0. Zero means we have no engine running, we look at the gauge. We now have engine running and we WOT, notice the needle hits 0. When upon lift, the needle swings in the opposite and it reads 0. So for every action there is this equal and opposite I meant. And I mean, we can see the needle ping right at 14.7 psi on lift. That to me reads 0 on and 0 off. Think about watt that penultimate number computes out to be?
So far adding fuel in the pop zone at 80 (highest vacuum) seems not to do much.
I believe this has something to do with PAIR and the 'fresh air causing the pop' on lift? And just at throttle opening is how I interpretate the pop action. PAIR is either disabled [no pop] or in operation w/pop.
Where does the IAP actually measure vac? Between throttle plates and cylinder? No it's in the air box, so on closed throttle decel IAP will be low? I've been adjusting wrong column?
Yes. IAP measures vac between throttle plate and cylinder. Air screw idle hole is between throttle plate and v-stack. The 3rd hole is the sync hole and that is outside with the IAP hole. No, nothing to do with the air box. We are looking at the vacuum after the throttle plate is where it's low. So there is plenty of air to catch up in the box with the throttle plate closed. Make sense?
Hub, I'll try an experiment to test whether we are limited in how much or little fuel we add in tables. If you're prepared to reach around I'll bet I can squirt the injector with enough fuel to flood the engine and no dash light.
I believe you can too. If [my] pig can do it I do not see why not its own mapping can't. Wink-Wooly-Wink!
IMHO the ECU has no such limits. A smart ECU might detect a piggy doing the wrong thing (suspecting it was a bad injector or fuel pump fault) but if the ECU says open the gates who is to judge it wrong? Sure it has physical limits - maximum squirt time while valves are open, or max fuel due to injector size and fuel pressure.
Correct. MHO may think it may be an overheating of the injector so you might be in a handcuffing as how limited the parts are. FPM and all that limitation.
I seriously doubt there is a fail safe in the ECU code itself.
Are you saying there is a code for the code and it backs up twice? Meaning, backs up its own code it initially sent? Or are you saying...? Because it goes something like this:
Digital is the ECU. Analog is the sensor. Code is the ECU that takes over the sensor. Code fails = ECU goes BellyUp. So there is no backup to backup once the ECU backs up a sensor. It's back to the 3Ti that tie in.
1. Sensor - Physical part is 1 of 3 parts.
2. Backup - Electrical part that takes over the physical part.
3. ECU - Fails if all else fails. Show me the code's backup. Make sense?
The EFI people assumed no one would be in there with a set of digital jetting tools. When they wrote the maps, they had the bike wired up like a heart surgery patient, measured everything, set and forgot. Next model to the table. It wouldn't surprise me if they had the equivalent of an autotune to write the tables, an uber version with lots more inputs.
It does sound plausible. I mean, they are handcuffed to FI as in 760mmHg and the grid of 100 to 900mmHg. So 760mmHg is in the 'ideal' center and the rich/lean head out in said directions.
That means it has to match in the math. I run in the 100 ~ 900mmHg range, I have to compute when I code into the 760mmHg backup. See, it's that flash of being either in the hard or in the soft. I'm just using some car site's computer abstract for these settings inside the ECU. So I would think hard is the hard, abrupt advance when the code is set. The soft is in that 100 ~ 900mmHg mapping and that includes that smoother, softer advance curve.
It still takes man to send in the [matheory] input to make the computer function as it does. So man has to set parameters or breaks out of the theory. And does that plot on the scale measure what is supposed to be mapped? Yes. I mean, you have cam timing, lift, duration time. The stroke and that advance curve in degrees as per length of rod and where do we fire it off for peak HP? 10° is usually idle or full retard, 33.6° is full advance for the R, and no data for the 14's full adv.
So see where you are stuck or handcuffed at the 10/33.6° handcuffing? Could you make more HP if you ran down to 34/35°? Only your map schedule would know for sure... Drool Icon 
Tormenting the motorcycling community one post at a time
If you have very few Trims changes come back after PCV map is reset to all Zeros then you have done it. 
