ESE's works engine tuner

[adegnes]

Hooked in the ignimate and fired up the bike.
The "spark" scale(amperage maybe?) had consistent high values all the time, not so with voltage.
At idle close to 10kv, falling to around 4kv at 7k. Could only do a short test cause it's late and I don't want to piss off the neighbors.
I think we've got our problem...

[TZ350]

2016 Tokoroa GP ..... page 1

GP Boneshaker...

https://youtu.be/8EwKlNBTgsc

Tokoroa GP

The results of the 2016 Grand Prix from Tokoroa are now up on mylaps. You can see them here:-

http://www.mylaps.com/en/events/1241354

Between myself, my Australian mate Ian who flew over from Sydney for the meeting and my mate Jason who was also riding in FT, we took about a million photos. I was up late processing and uploading them for your viewing pleasure. You can check them out here:-

https://www.flickr.com/photos/sonscc...57665931978555

A massive congratulations to Nathanael Diprose who once again took out the double winning both the F4 and F5 Grand Prixs. Nathaniel also posted two new lap records: F4 41.530s and F5 43.827s which are both far quicker than previous records. The pace was hot in the top 10 with a stacked field of very well prepared bikes turning up from around the country. Caleb Adlam was impressively riding out of his skin, however Nathaniel's consistent fast laps were unmatched. Solid riding mate, having been on a very well sorted bike myself and to still be blown out of the water impressed the hell out of me, the bar is set very high.

F5 was very tight for most of the race with Glen Skachill hot on Nathanael's tail, dipping into the 43s bracket in pursuit. Glen "gave it everything he had" out there but couldn't break Nathanael's momentum. Rick Ford rode the 'Factory' ESE 50 to third place having only been on the bike a handful of times. Congratulations Rick in being the only person to podium in all bucket classes over the years - F4, F5 and Sidecar.

Congratulations Chris Lawrence and Scrivy for claiming the NZ Sidecar title from Rick and Henk this year in a very close and entertaining battle to the end closely followed by Mel and Brian.

And finally congratulation to all 29 riders who turned up to contest the Formula Tokoroa race! Kyle Hammond showed his experience to come through from 12th on the grid and win (burgle) by a massive 28 second lead. Steven Lee and Blair Lambarth took out second and third place with solid and consistent riding. New comer and promising talent Jason Haselden qualified on pole but crashed after 4 laps (his first bin) showing the level of enthusiasm in the field. There were a number of riders who definitely picked up enough pace to make their way into the GP, I believe Mel came around to let you know, we look forward to seeing you there next year! Cheers Chris

Video of the start of Formula Tokoroa from the weekend. 28ish bikes plunging into turn one. What a beautiful sight it is to see so many bikes turn up. The future is strong.

https://www.facebook.com/groups/1623...6612371267695/

The youtube channel xjet has a quadcopter-view video of the 2016 Formula Tokoroa meet!

https://www.youtube.com/watch?v=zpUHZiPk_8M

I've noticed that this guy flies his RC planes at the airfield next to the track, was only a matter of time before he recorded a bucket meet.

Tricycles.

https://youtu.be/OSahIJXsuGQ

and some random Team GPR pictures.

The mighty Team GPR 125cc air cooled two stroke with a hidden secret.



Inside the air scoop is two high powered fans, these worked well and if the bike had a generator it looks like the fans would have been able to keep the engine temperature more reasonable for the whole race, clever idea.



Another interesting bike in the Team GPR pits was this FXR, interesting because the young fella that built it was able to make a very competitive bike for $1500 and that included buying the original road bike. He did very well, and was more than a match for most when he was out racing on this bike.



And elsewhere in the pits I found a fuel injected Yamaha R15. The 150cc R15 engine slotted very neatly into the SDR rolling chassis.

[TZ350]

2016 Tokoroa GP ..... page 2



Tims very neat looking 50 with a second radiator hidden in the tail.



Nicks 50.



Rogers and Andrews 50's



The mighty Team GPR 50.

[TZ350]

2016 Tokoroa GP ..... page 3



The only 4 stroke in the F5 GP, it went pretty well and is an easyish conversion. Take a FXR150 rolling chassis and fit a Honda 100 engine. Easy to ride and goes pretty well.



Richbans 50. MC21 rolling chassis and Derbie engine. I thought a 50cc engine would be lost in the NSR250 chassis but it does not look out of place.



This one was put together by Chambers and peddled to third place by Rick. Second place was taken by Glen riding F5Daves 50 and first of course was Nathaniel on his dad's 50.



A couple of 50's that have oversize cylinders so they can run in F4. Rods very fast Aprilia and Rogers very neatly prepared bike, I am not so hot on makes and models, but I think it was originally a NSR50



This F4 2T really interests me because it has the stinger for the muffler coming from the center of the dwell section of the expansion chamber instead of the end of the reverse cone as is traditional done, works well.

[TZ350]

2016 Tokoroa GP ..... page 4



After a bad start in the GP the rider of this bike was cutting his way through the field in commanding style. Untill he was unseated coming over the brow of the hill. Somehow the bike righted itself and continued on riderless for some distance down hill.



Some of the other F4 2T's

The GP was won by a very smooth and consistently good rider on a 2T. Second and third were 4T's with 2T's scattered through a very strong field of 4T's.

On board video from the four stroke 4T that eventually finished on the podium. The bike was built by Scott and ridden by Chris for the race.

Some on board from the racing. The good bits start at about 6:45 and I finally get past Regan and into 3rd place at 9:20. I had a bit of a crap start really, running the wrong gear and stuffing up lines until I set into a rhythm. Still fun and quick enough to claw back Regan. The race was 40 laps long so I cut out a bunch of sections where I'm riding by myself to fit within Youtube's 15 minute video limit.

After looking at my GPS timer, i got just over 100km at the end of the straight and was way way way to slow through the final corner at about 38km/hr mid corner, sigh. Probably after crashing there last year riding my FXR on the bumps. Theoretical fastest time was a 42.2 compared to my actual 42.599 which shows my consistency was off. I'd love to have another crack at getting into the 41s with more practice time but I'm sure there's a line from here to the GPR door with people looking for a factory ride! hahaha

[Yow Ling]

2016 Tokoroa GP ..... page 4

Can only get six photos a page that is why there will be four posts when I have finished tonight.

Ok so you only had a roll of 24 in your camera, pick the prints up from chemist on your way home

[peewee]

Frits is on to it, drop the gap to 0.4mm say and try it.
What ignition is it running - and why are you running a lawnmower plug in a race engine.
Get a R7376 in there, this will be of great assistance if the CDI is marginal at high rpm/power.

wob them r7376 are expensive buggers at $35 or so. what advantage will they have over a br8eg ? also the ground strap looks real thin. does it easily melt off ?

[wobbly]

The R7376 has a fine wire Iridium center electrode, same as cheap EIX plugs.
But the similarity ends there.
It has a special ceramic composition that wont crack and drop lumps into the cylinder at the first sign of deto shock like an EIX.
The ground strap is also a fine wire ,made of platinum - and it wont melt in a nuclear explosion, let alone your seizing cylinder.
This is then expensively laser welded onto the shell, so that wont fall off like those of an EIX or EGV do all the time.

The fine wire combination needs way less voltage to ionize the spark gap, and the resultant flame kernel is way bigger than a normal fat wire plug.

You will soon learn to read the ignition advances effects/tuning by the color change position of this ground strap.
An lastly the resistor element is of a high quality - unlike the other plugs that go open circuit regularly using high power DC DC ignitions.

They are the exact same nose configuration as the shorty race plugs for a HRC RS125/250, but are 1/4 the price, and use a normal plug cap
not the special NGK ones that cost more than the race plugs do.
But the absolute best part - they are worth up to 2 Hp over a BR10EGV in a race 125 engine, seen it dozens of times in all manner of engines.

I posted a dyno sheet on here of a 50 Hp 125 example, ages ago.
Would have to be one of the best detail tuning finds I have seen,ever.
Dont fuck about, there are no excuses,they are bulletproof,just use them.

Looking at a good race CDI on a scope they usually have around 30KV as the gap is being ionized, this then drops to around 12-15KV during the "burn " period.
The rpm should not matter at all.

[JanBros]

The R7376 ...

there are many different R7376's, like ***-10, ***-8, ...

do the 8/10/... correspond to the normal grade of plugs, meaning is the R7376-10 the correct replacement for a BR10ES ?

[peewee]

i think the 7,8,9,10 etc just indicates the heat range just as it does for other ngk plugs

[sispeed]

Thanks to all for the thread an all the information in it. I enjoyed reading for days.
Nearly 1500 pages is great.
10 or what ever number on a NGK plug means the heat range. Whatever type it is.
Ok and I break English, so sorry for the spelling
Siggi

[wobbly]

Yep, the number is the normal heat range as for other plugs.
I might add that I doubt a power increase would be seen in a scenario where the power level is low, a huge spark from a good DC ignition or a better spark from a good plug may make no
difference at all.
But in a marginal situation the fact that the plug makes an easyer time for the ignition - it may get rid of a misfire,and thats a big power increase.
When enough is enough is enough.

[TZ350]

there are many different R7376's, like ***-10, ***-8, ... does the 8/10/... correspond to the normal grade of plugs, meaning is the R7376-10 the correct replacement for a BR10ES ?

There can be a number like "10" at the end of the NGK plug code and this denotes the pre-set plug gap.

For a NGK BR9HS-10 the "10" here means a pr-set gap of 1mm and the plug is a "9" heat range and for a R7376-10, maybe the "10" also means the R7376 also has a pre-set gap of 1mm???

The number for the R7376-8 or R7376-10 does not mean the gap. This number means the heat range.
TZ is right there might be a number at the end that specifies the gap but this is the heat range
http://www.ngk.com/product.aspx?zpid=26333

Thanks Sispeed, so NGK racing plugs have a different numbering system....



Apparently there are also fake NGK plugs, here is a link to distinguishing between real and fake NGK plugs:- http://www.slideshare.net/athangal/d...ngk-spark-plug

[cotswold]

Yep, the number is the normal heat range as for other plugs.
I might add that I doubt a power increase would be seen in a scenario where the power level is low, a huge spark from a good DC ignition or a better spark from a good plug may make no
difference at all.
But in a marginal situation the fact that the plug makes an easyer time for the ignition - it may get rid of a misfire,and thats a big power increase.
When enough is enough is enough.

I am just converting my NSR50 to a 10mm plug, the bike with the crappy Honda head made 13.9hp on TZ's dyno, I am struggling to find a good plug in 10mm for less than $80 which is divorce material.
Wob which plug should I be looking at for this scenario ?? I have bought a couple of Iridium plugs but after reading what you said about them dont fancy using them.
Using a PVL ignition

[ken seeber]

Frits, Wobbly and any other clever dudes,
Is anyone aware of using a significant cylinder offset relative to the crank centreline, sometimes called deSaxe(?).
I know that this is used in some current 4 strokes, but I am thinking obviously of modern high performance 2 strokes. I do remember that someone (Jan Thiel I think) said that they tried pistons and found that any offset, either way, was better than no offset. But this is just piddly stuff, say +/- 0.5 mm, I am thinking of a lot more, say 5 to 10 mm.
The potential advantage being a shorter duration compression stroke and a longer power stroke with more crank leverage.