More about this control philosophy:
What Honda have tried to do is provide a mechanism to control the bike in such a way that only the power needed to accomplish the task at hand is made available to the wheel at that point in time rather than an excess of power be dumped to the wheel and then use a secondary control mechanism such as Traction Control to reign in that power.
The idea is that it will take longer to reign in excessive power than to just meter the power in a more controlled fashion.
This holds true for acceleration as well as deceleration as illustrated by the following extracts from the SP2 HRC setup manual.
As indicated below the Traction Control behavior of the HRC SP2 ECU is managed by way of the same summarized Power Modes as set by the ETV table attributes that are used in the street SP2 TC Menu.
The HRC setup just allows for a finer application of the various Power Modes as configured.
As shown you can see that even Engine Braking behavior is refined by ETV manipulation.
In the stock SP2 ECU the actual Engine Braking behavior is influenced by the 0% Throttle Position row in the ETV tables. This can be seen by the subtle change in ETV opening at 0% TPS in the ETV tables shown below - P1 EB1,2 & 3 for 4th Gear.
One of the key features of the SP2 is the factory Quick Shifter with menu adjustable timing. But as with many of the other Total Control features, Honda short changed the street bike by not allowing changes to the gearing (sprockets) to be compensated for by attribute changes in the software.
Tire & Sprocket Sizes
Much debate has also taken place around the importance of the tire radius, tire profile and gearing by way of sprocket sizes on the stock bike.
While it is true you can get away with certain tire and sprocket size changes, the real impact is not always understood and the proper way to tune this impact out is still hotly debated.
If Honda provided us with a way to notify the ECU of these tire radius, sprocket and gearing changes the way the HRC ECU does, it would be a none-issue.
One of the primary victims of unknown tire/sprocket sizes is the Quick Shifter and Autoblipper functionality, both of which can be impacted and even disabled if the ECU cannot accurately determine engine speed vs transmission speed vs wheel speed.
This negative impact on the Quick Shifter behavior needs to be compensated for by either maintaining stock tire/sprocket sizes or being willing to tune the behavior out of the Quick Shifter by way of delay adjustments.
The Honda Service Manual makes it seem like non-standard tire and sprocket sizes are not an option, but it turns out you can tune certain behaviors out and prevent the systems from being disabled.
The HRC ECU is far less forgiving and the only option is to accurately configure the tire diameters and sprocket sizes to ensure Pit Lane Speed, Autoblipper downshift and Quick Shift upshift works correctly.
Editing the HRC SP2 ECU
HRC offer a software management interface called the HRC Data Setting Tool. It is a $70 piece of software that is absolutely useless without the HRC SP2 ECU. The first time you launch the software it simply wants to connect to your ECU to extract the current setup.
This base setup is stored as the [Default data]
The tool does not actually display the ECU contents, but rather just the overlay changes that can be made to the underlying Default Data.
As such the HRC tool is a lot less user friendly than the Woolich Racing Tuned software.