ESE's works engine tuner

[TZ350]

Someone elses Suzuki GP125 F4 racer on YouTube, I would love to know more about it.



Not sure who or when but a bit of F4 action at Taupo.

[Pumba]

Someone elses Suzuki GP125 F4 racer on YouTube, I would love to know more about it.

http://www.fxr150.co.nz/forum/showth...-project-motor

[TZ350]

Great Thanks .... hope Bren gives us an update soon.

[jonny quest]

Just some food for thought. .. I don't know if the ignetech would be capable of this. ...

One revolution standard max power ignition curve

The next revolution a highly retarded ignition curve

Repeat.

This scenario before powerband.... then at powerband and above your standard max power curve.

Any guess my something to try it might work logic behind this?

[wobbly]

Using TPS controlled 3D map does the same thing in effect - but the curve retard value is continuously variable as the rpm changes.

[jonny quest]

Yes Wobbly. .. except when WFO.

My thoughts are to get more heat into pipe faster at the lower revs thus widening powerband. The TPS settings are for different throttle openings... not for wicking it WFO at the lower revs waiting for motor to catch up to your wrist.

[wobbly]

But best throttle response is had with tons of advance at low rpm/WOT.
If you retard at low rpm/WOT the pipe may get hotter, but it will be very slow responding - due to the low cylinder filling and thus low dynamic com.
You have to use so much advance down low it will instantly deto if you run it at part throttle down there.
That is where the TPS is good in that you can pull out timing when at part throttle/low rpm,then add a heap when slamming it open to make it drive hard.

[FastFred]

You have to use so much advance down low it will instantly deto if you run it at part throttle down there.

This is the lesson Team ESE learned with their 30hp cylinder. The problem was not the cylinder or that it was making 30+hp but that they had optimized the programmable ignition timing on a dyno using WOT runs.

On the track the bike ran beautifully being hammered in practice but the piston failed in the slow warm up laps before gridding up for race one.

Happened at Taupo and then completely destroyed the piston/cylinder at Kaitoki, when they learned what the problem was they got a TPS and setup a 3D map in the Ignitec.

Been no problems since, they just need to make another big hp cylinder, can't buy em, have to make them.

[2T Institute]

Yes Wobbly. .. except when WFO.

My thoughts are to get more heat into pipe faster at the lower revs thus widening powerband. The TPS settings are for different throttle openings... not for wicking it WFO at the lower revs waiting for motor to catch up to your wrist.

Try pulsed power jets or a air solenoid.

[koba]

But best throttle response is had with tons of advance at low rpm/WOT.
If you retard at low rpm/WOT the pipe may get hotter, but it will be very slow responding - due to the low cylinder filling and thus low dynamic com.
You have to use so much advance down low it will instantly deto if you run it at part throttle down there.
That is where the TPS is good in that you can pull out timing when at part throttle/low rpm,then add a heap when slamming it open to make it drive hard.

This should have already absorbed in to my brain but it hasn't enough, must be stupidity.
I've had a few issues in the past with an ignition that had a lot of low end advance and part-throttle piston death.
Anyway, thanks, you just saved me a holey piston.

[wobbly]

I have a pending job to do a YZ85 ( 110 ) setup for flat track racing in USA - can anyone here lend me a pipe for a day so I can measure the bend centreline
to produce a new pipe.
Thanks in advance
wob

[TZ350]

For those not familiar with B track here is a video

BOB is coming up ... Battle of the Buckets its a pilgrimage, a must do, and then the next weekend is Greymouth for anyone who wants to ride at all the great racing venues.

[chuckit]

Has anyone tried using a different means of determining engine load? With a four stroke you'd be able to use a MAP sensor. Is that feasable on the 2T engines? The carbs used on these bikes rarely lend themselves to actuating a TPS.

This is the lesson Team ESE learned with their 30hp cylinder. The problem was not the cylinder or that it was making 30+hp but that they had optimized the programmable ignition timing on a dyno using WOT runs.

On the track the bike ran beautifully being hammered in practice but the piston failed in the slow warm up laps before gridding up for race one.

Happened at Taupo and then completely destroyed the piston/cylinder at Kaitoki, when they learned what the problem was they got a TPS and setup a 3D map in the Ignitec.

Been no problems since, they just need to make another big hp cylinder, can't buy em, have to make them.

[Drew]

Has anyone tried using a different means of determining engine load? With a four stroke you'd be able to use a MAP sensor. Is that feasable on the 2T engines? The carbs used on these bikes rarely lend themselves to actuating a TPS.

A cable splitter and a remote TPS is hardly rocket science to install though.

[wobbly]

The RGV and Aprilias have a simple splitter box with TPS, easy to use with 1 in and 3 out for two carbs and oil pump.