ESE's works engine tuner

[F5 Dave]

Have tested it on the track? At the start of the race you will notice a massive difference. If your engine prefers a ES plug there is something not right.

No, this was 3 consistant runs on the dyno, swap plug & 3 more compared. No changes to ign timing.

Domed piston, 16:1 Av, short bathtub, sharp edges.


Hmm, sorry must be a BR9EGV, not ES sorry about that.

But the R7376 plug was a 10

[F5 Dave]

Do you mean straight line retard, or a flat line.
A flat line is for sure not even close to whats needed on any 2T setup??

This was an old post from way back when I was getting interested in getting an ignitech

. . .
You have to be careful when using retard to heat the pipe in the overev.
If you continue the retard slope too far,especially if the motor then continues to make serious power - the egt will continue to rise with rpm, and you then end up running a richer main to suppress the now too high egt.
This means you are using fuel to cool, not burning it to make power.
You must flat line the ignition retard as soon as you can in the overev, to stabilise the egt when running full throttle at those peak revs.
. . . .

Maybe I have misinterprted the last bit?

[TZ350]

Hi there,
the results of the third round of the 13/14 season of AMCC bucket racing from yesterday are attached, for publication in the newsletter & website.
Regards,
David Diprose

1314ABUC.xls

And Printable PDF.



Team ESE rider Rick52 took two more wins in the A grade points racing, and I hear that he was the only one to run in the 29's yesterday.

So the finishing order was 2T 4T 4T 2T in the 1st A grade points race and 2T 2T 4T 4T in the 2nd, looks like the time is coming when anyone wanting to win A grade races will have to think about building themselves a fast 2T.

[F5 Dave]

. . .looks like the time is coming again when anyone wanting to win A grade races will have to think about building themselves a fast 2T.

Fixed that for ya.

[speedpro]

Cully mentioned at the previous meeting that they were going to sort out something for those riders that transferred from one grade to another. My son was relegated at that meeting from B grade to C grade after he changed bikes and was a bit slower on the new one. He's back in B grade now but is missing any B grade points from that previous meeting which is affecting his placing in the points table.

What is going to happen and when?

[wobbly]

You will get just as much change in power with a differing ( better ) heat range as you would from a better ( expensive ) nose configuration.
If an engine is happy with a 9 plug then it cant possibly be anywhere near the limits of any parameter - power,egt,timing, bmep.
A fast RS125 will deto its tits of if not running a 10.5, but as a general rule always run the hottest plug heat range the engine will tolerate.

Re the timing " curve ", I was referring to the retard slope from where it comes onto the pipe, and peak power.
This cant be a flat line, but can easily be a straight line from say 28* to 15*.
The comment about flat lining the retard past peak power assumes of course that the timing has dropped sufficiently past peak, to get enough heat into the pipe to get the overev you want/need.
But then any more retard will simply create the need to over fuel to get the egt numbers back in the ballpark.

Here is the 400 F3 bike ignition, and any more retard past peak power at 11,000 and the egt climbs thru the roof - needing very rich jetting that kills the peak numbers.
The flat line allows just enough heat to get it to rev past 12,000 if needed.

[jasonu]

Cully mentioned at the previous meeting that they were going to sort out something for those riders that transferred from one grade to another. My son was relegated at that meeting from B grade to C grade after he changed bikes and was a bit slower on the new one. He's back in B grade now but is missing any B grade points from that previous meeting which is affecting his placing in the points table.

What is going to happen and when?

Mike are you saying the points he gained in C grade should be added to his points gained in B grade?

[Drew]

Mike are you saying the points he gained in C grade should be added to his points gained in B grade?

That's sorta how I read it, but figured I got it wrong. Bottom line, miss rounds in whatever class for whatever reason, stiff bikkies.

[F5 Dave]

You will get just as much change in power with a differing ( better ) heat range as you would from a better ( expensive ) nose configuration.
If an engine is happy with a 9 plug then it cant possibly be anywhere near the limits of any parameter - power,egt,timing, bmep.
A fast RS125 will deto its tits of if not running a 10.5, but as a general rule always run the hottest plug heat range the engine will tolerate.

Re the timing " curve ", I was referring to the retard slope from where it comes onto the pipe, and peak power.
This cant be a flat line, but can easily be a straight line from say 28* to 15*.
The comment about flat lining the retard past peak power assumes of course that the timing has dropped sufficiently past peak, to get enough heat into the pipe to get the overev you want/need.
But then any more retard will simply create the need to over fuel to get the egt numbers back in the ballpark.

Here is the 400 F3 bike ignition, and any more retard past peak power at 11,000 and the egt climbs thru the roof - needing very rich jetting that kills the peak numbers.
The flat line allows just enough heat to get it to rev past 12,000 if needed.

Thanks that gives me something to work with. presumably as I add the solenoid closing I would back the final curve rate off as the lean condition combined with too much retard would be doubling up? ie: in your example if you had solenoid carbs the last drop would be less severe perhaps?

[speedpro]

That's sorta how I read it, but figured I got it wrong. Bottom line, miss rounds in whatever class for whatever reason, stiff bikkies.

He didn't miss a round. He was relegated against our wish to C grade where he got some points. I was not suggesting anything as simple as giving him his C grade points in B grade. Cully said they were going to sort out something, I want to know what that will be. With the timing system we now use it would not be too hard to check everybody's race times and see where he would fit in "if" he had been in B grade on that day and award points accordingly. If he would have been last in B grade it will be real simple. As he was relegated that is exactly where I would actually expect him to place - last.

[TZ350]

presumably as I add the solenoid closing I would back the final curve rate off as the lean condition combined with too much retard would be doubling up?

As I understand it, the aim of closing the power jet during over rev is to maintain the correct air/fuel ratio otherwise it goes over rich with the increased airflow through the carb. (so this is one of the things you have to have in mind when you choose the ballance between the main and power jet)

And the extra heat in the pipe comes from shifting some of the heat energy of combustion, from the combustion chamber to the pipe by retarding the ignition.

[TZ350]

Cully mentioned at the previous meeting that they were going to sort out something for those riders that transferred from one grade to another.

I know nothing ....

But will bring it to Cullys attention and maybe a PM to Chambers would help too ...

[speedpro]

As I understand it, the aim of closing the power jet during over rev is to maintain the correct air/fuel ratio otherwise it goes over rich with the increased airflow through the carb. (so this is one of the things you have to have in mind when you choose the ballance between the main and power jet)

And the extra heat in the pipe comes from shifting some of the heat energy of combustion, from the combustion chamber to the pipe by retarding the ignition.

My take on the powerjet being turned off is that you do actually want to lean it off at the top to heat things up. You have to be careful with a carb setup for unleaded as the powerjet will be on the larger size. If you are running Avgas and already running leaner than on unleaded, and then switch off the powerjet, things could get ugly real fast. For leaded fuel and associated jetting the powerjet needs to be smaller in comparison so a smaller amount of fuel is switched off.

[Yow Ling]

Mike are you saying the points he gained in C grade should be added to his points gained in B grade?

maybe grades should have a ratchet mechanism built in, it's not like he suddenly became a worse rider. so instead of instant demotion maybe you have to be crap for a few consecutive meets before getting downgraded

[cotswold]

So the finishing order was 2T 4T 4T 2T in the 1st A grade points race and 2T 2T 4T 4T in the 2nd, looks like the time is coming when anyone wanting to win A grade races will have to think about building themselves a fast 2T.[/QUOTE]

You forgot to mention F5 2T, 2T, 2T