First, thanks, Peter, for explaining a search method: "rear sprocket", for me, did not yield useful information.
r.e. changing sprockets. The on-board electronics, ECU, TCU, etc, are generic until a VIN is coded into the system. The VIN can be changed using a Megatech license, no? So if one were to change the VIN to a known bike with an 89-tooth sprocket as standard equipment, then the reprogramming should take care of itself. I would expect the VSS, TCU and ECU would be the ones primarily affected. The brake encoders are mounted directly to the wheels, so antilock braking should be OK. The engine RPM would be 12-13% higher in any gear / speed, indicating to the computer that the rear wheel is "slipping", spinning faster, presummably throwing codes on vehicle stability, even the pitch and yaw sensors are stable. There is probably some master curve with engine RPM vs Gear vs Speed that has a control band about it that incorporates the relative sensor inputs. That would also be true for the F3-P vs F3-S, which were essentially the same machines with different control parameters programmed in.
If an ECU can be re-flashed to alter the fuel curves, despite government pollution specs, then the other modules should be able to handle gearing.
There wouldn't be anything illegal r.e. vehicle registration, as the printed VIN on the vehicle still matches the government vehicle registration.
Further rumination, I wonder if I could take the "digital gauge cluster" and rear wheel / belt from my 2018 F3T and install on my wife's F3L to see if it would work? The "T" has an 89-tooth sprocket vs the 79-tooth on the "L".
Wayne
r.e. changing sprockets. The on-board electronics, ECU, TCU, etc, are generic until a VIN is coded into the system. The VIN can be changed using a Megatech license, no? So if one were to change the VIN to a known bike with an 89-tooth sprocket as standard equipment, then the reprogramming should take care of itself. I would expect the VSS, TCU and ECU would be the ones primarily affected. The brake encoders are mounted directly to the wheels, so antilock braking should be OK. The engine RPM would be 12-13% higher in any gear / speed, indicating to the computer that the rear wheel is "slipping", spinning faster, presummably throwing codes on vehicle stability, even the pitch and yaw sensors are stable. There is probably some master curve with engine RPM vs Gear vs Speed that has a control band about it that incorporates the relative sensor inputs. That would also be true for the F3-P vs F3-S, which were essentially the same machines with different control parameters programmed in.
If an ECU can be re-flashed to alter the fuel curves, despite government pollution specs, then the other modules should be able to handle gearing.
There wouldn't be anything illegal r.e. vehicle registration, as the printed VIN on the vehicle still matches the government vehicle registration.
Further rumination, I wonder if I could take the "digital gauge cluster" and rear wheel / belt from my 2018 F3T and install on my wife's F3L to see if it would work? The "T" has an 89-tooth sprocket vs the 79-tooth on the "L".
Wayne
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