race igniter box

[tk400]

roger ..when you say chip what do you exactly mean. I have and can modify SP units to F3 spec or standard denso spec ( 16,200 rpm 15,200 rpm 14,800rpm and 14,500rpm) I have however never bothered to modify standard CDI as it has a much different advance profile in the top end. I would say that due to volumetric efficiency variations that small gains can be had with programmable advance but the F3 map is not bad. One must remember that processor speeds were much slower in the early 90's and hence the profiles were some what of a compromise. It is in these areas where gains can be made. I have performed an extensive amount of testing on the Ignitech units with oscilloscope and test bench. I find them to be quite a good unit. As pointed out the shift light feature is handy as is the servo control output. In anycase If anyone needs SP CDI's modified to F3 spec (16,200rpm) I can do that as for the standard CDI it appears roger is the man for that. cheers

regards TK400

[rmkd177]

Chip.....modify...alter....
I too can modify the sp units to various rev ceiling limits.
But tell me 'tk' can you provide the customer with the mechanical tolerances and clearances that are needed in an engine that revs to 16200rpm ?? As you are no doubt aware....squish-valve to piston clearance-valve springs ect ect all need modifying from an engine that only revs to say...14500rpm.
Could you post some of your back to back results from your ignition testing for all to see?
I agree some small gains may be made with a programmable ignition...but...in my experience it was made on less powerfull engines....so what bhp figures do you run?
My biggest concerns are reliability...and with the cost of racing escalating 'can we afford'? to have electrical/ignition issuses with unproven reliability to gain maybe an odd bhp and smooth out the power curve here and there??? against the proven reliability of stock modified unit....Never had one fail in 10 years of racing zxr's.
So...your 'for's and againsts' and power figures/graphs?

[tk400]

I am quite aware of the mechanical requirements for a particular rpm in relation to valve train and piston clearance. I do not however provide anything to my customers as I only contract out my electronics/software based services. I only mention the service of modifying the SP gear as I happen to have spent alot of time dealing with them. As for publishing the data no worries I will fully document how to deristrict the igniter in a DIY document for everyone if you like. cheers

kind regards TK400

[tk400]

The cost of racing is controlled by people like yourself is it not?

[rmkd177]

Im sure before people start probing into there Sp igniters to do a 'DIY' modification they perhaps would like to know the benifits? Sp igniters...i have found are getting rarer....so delving into the 'unknown' with a chance of breaking the pcb may put alot off ?

The cost of racing is controlled by people like yourself is it not?

Entries £240 per weekend...A set of tyres (certainly for riders on the pace)£220...Fuel ???..These are the main costs i would think most riders are looking at...not controlled by me

[tk400]

I should of used an emoticon roger.....it was a in cheek comment.

As per the igniter documentation. I mean to document both the SP and standard unit. This way it will save people the 50 pounds for race tyres etc.

[mick41zxr]

TK have you done any testing with the TPS & flatslides on the ignitech unit. Just received a couple of units & currently making looms. Is the TPS a waste of time for racing?
Regards,
MB

[tk400]

How are you going Mick, I have fully looged the units for input into the Ignitechs and found a reasonablly reperesentative map utilizing the 100 data points available. The main purpose of the TPS in the SP/F3 units is for the Flatslide solenoid. However It is possible to debate the benefits of TPS for the 3D ignition map. Fuel economy is a good example in the TT or endurance racing ( or ROAD riding) or even the kilo saved in fuel load on short track races ( maybe! ). Throttle transitions can be smoothed out with 3D maps as well. I would use it if you have it on the Flatslides ( I do). There are some other cool tricks you can do with the 3D map on the ignitech I will share once I finish on the test bench. As for the Solenoid map it is difficult to impliment the SP map on the ignitech unit but the F3 map is easy. This is if you are using the solenoid, It does help with the volumetric efficiency spikes caused by helm holtz in the air box. cheers.

PS what are the setup specs of your flatslides needles/mains/slows etc

REgards TK400

[mick41zxr]

TK,
Running kit airbox & exhaust, 30mm red velocity stacks, mild port, 0.6 off the head & clearances down to kit manual. 142 on the main, 90FTQ needle & 2 1/4 on idle mix. Only done one basic dyno session & was as strong as the CV bike (which has had a lot tuning). Seems to jump out of the corners much harder. Currently running kit loom with SP CDI. The kit loom does not have the wiring for the solenoid valve. But as RMKD has stated don't let it fall below 9k. The other bike (CV carb) was using a Carmo programmable CDI. It didn't produce any more HP but it smoothed out a few lumps & holes in the curve, this took quite a bit of Dyno time though. Was thinking of using the TPS a type of ignition curve selector for wet races (mount it on the dash to be able to select different curves). Wasn't sure if using the TPS at say 7k & above will have any effect on throttle response. Finding with the flatslides the bike can be a bit abrupt from a closed throttle in the slower corners.
PS has anyone found a substitute for 0.5mm oversize pistons now they are no longer available, I was thinking of getting some made.
Regards,
MB

[jake]

JE do +1 pistons. Im getting them in my new engine
thats a bugger tho if kawasaki are stopping production on there pistons

[ian rycroft]

sorry for keep asking questions,but i looked at the cdi box on my spare bike which i am going to send to roger to rechip it, and the 2 plugs that go in have a 6 pin and a 4 pin,on my number 1 bike that has been chiped both the plugs are 4 pins,why?

[jake]

H cdi has 6 and 4, L has 4 and 4.
Im not sure why tho, or how you would alter the loom to suit either way, if possible at all

[ian rycroft]

thanks jake,i carnt understand that as both bikes are 1993 L models

[ian rycroft]

talked to brian today at AMS he said someone has fitted a H box and loom,a lot of people do this he said,so i need a unrestricted box with the 6 and 4 pin,i would send my cdi box away that is on the bike but the sticker has come off,and i have not rode the bike as yet so dont know what it revs to,dont fancy reving it up till it hits the rev limiter to find out,

[mick41zxr]

Jake,
do you have any specs or pics of the +1 pistons from JE. I have found that some of their pistons can be on the heavy side at times.
Regards,
MB