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Ok, have a couple of the Ignitech programmable CDI's programmed with the kit curve & I want to use a quickshift sensor & clutch master blocking input. I am using a PK Power sensor (similar to the Dynojet sensor) & was going to spend some time on the dyno to set it & fine tune ignition curve. Before I get there has anyone else done this? I was thinking of around 30ms on the sensor(clutch master) for 80ms of ignition cut. What sort of ignition cut times are used on the translogic or other quickshifters.
Regards,
MB

I cant help with the delay but as it is related to gear inertia I suspect all bikes are different and so to would ratios be so maybe SP and standard boxes may slightly vary on optimum settings. When you refer to the Kit map I you refering to the H model Map out of the kit manual I had translated. As this is very different to the SP M model and F3 maps. cheers.

Regards TK400

Not sure why you'd want a clutch master block
I was told to start with 65ms for the quickshifter as that is what worked best on another type of unit used by my tuners on race ZXR400s

can you post an image of the sensor you are using. Also do you mean clutch lever switch?. cheers

REgards TK400

Ballsout thanks for the heads up,
The ignitec unit has two settings for the quick shift function, they are "clutch master time" in ms & "clutch master pause" in ms. From my understanding the "clutch master time" is the minimum time the sensor has to be activated for before the ignition is blocked with the "clutch master pause" setting.
TK I have loaded the igniter with the F3 Map.
TK this is the sensor, (hope the pic works)
Regards,
MB

sweet sensor. I read the ignitech instructions the same way. The first pause I assume is to allow for the clutch to disengage prior to cutting ignition. I only mention the F3 curve because I have now logged the L against the H F3 and found them to be totally different in the top end. But I suppose thats kinda beside the point. In any case I am keen to hear feedback on your results with the shifter. cheers

Kind Regards TK400

Thanks TK, I did not think about clutch disengagement time as I assumed you wouldnt use it. In practice the "clutch master time" may only need to be about 10ms, just enough for a good positive engagement & enough pressure to shift gears as it will not unload until the ignition is cut.
I programmed in the M F3 map, straight off the kit manual, I havn't had the chance to compare it to the H F3 one yet, but it has a toad load of advance at the 9-12k mark whick I assume is to burn all the fuel being dumped in from the accelerator pump.
Only spun the bike up on the stand but it seems to have a bit more life about it. Will find out this weekend in the 4 hour at Wakefield.
Regards,
MB

Any chance of a copy of the M model F3 manual. hope you go well at the 4 hour, I may try to get out there as I am on the south coast its only a short run. I have actually managed to reverse engineer the Ignitech Comms protocol for the RS232 and am thinking of making a data logger to plug into it, I only did it for fun but can now read the RPM advance TPS etc from the unit in real time. I thought this may have been of ineterest for you guys. I can either make a logger, Dash or both. any feed back would be good. cheers

Regards TK400

P.S. By the way If you want any Maps extracted from any CDI's I offer this for a small fee.

TK,
It is on here at viewtopic.php?f=55&t=7197
I am running an AIM EV3 on the old bike, but there are some new GPS type loggers that are cheaper and have more functions.
A simple logger that had a wide band sensor/rpm on it may be handy to tune on track pressurised airboxes.
What sort of dash I always liked the AIM/Translogic/Motec dashes but a bit of an expense.
Regards,
MB

mick41zxr wrote:Thanks TK, I did not think about clutch disengagement time as I assumed you wouldnt use it. In practice the "clutch master time" may only need to be about 10ms, just enough for a good positive engagement & enough pressure to shift gears as it will not unload until the ignition is cut.
I programmed in the M F3 map, straight off the kit manual, I havn't had the chance to compare it to the H F3 one yet, but it has a toad load of advance at the 9-12k mark whick I assume is to burn all the fuel being dumped in from the accelerator pump.
Only spun the bike up on the stand but it seems to have a bit more life about it. Will find out this weekend in the 4 hour at Wakefield.
Regards,
MB

Not sure what the 2 shift times are for on my dynojet one it had a kill time of 65ms as you get to the gate of the box the pressure on the sensor operates the limit switch inside it and kills the motor the unloading lets it drop into the next gear. You DO NOT have to use the clutch or close the throttle. When your used to them it is fantastic.

Yeah a lot of shift systems are like that. This is just a little more advanced in that it allows you to preload the shifter and then activate the delay with the clutch. ( not actually disengadging the clutch just using the switch component and lightly grabbing the lever, At least thats how I understand it....

tk400 wrote:This is just a little more advanced in that it allows you to preload the shifter and then activate the delay with the clutch. ....

Really

And how long do you think a gearbox will last doing that ?

its actually better for the gearbox. Preloading only loads the selector star , not the gears.

Scuse my ignirance of all "quickshifter" issues - quick question. Can the Dynojet (or any) be made to work with the kawasaki CDI

tk400 wrote:its actually better for the gearbox. Preloading only loads the selector star , not the gears.

Yeah, I know, I consider that to be part of the gearbox, if they wear/fail, and they will do prematurely if you do what you suggest, then the gearbox won't work, I've heard of too many ZXR400s with gearbox problems not to treat them with respect. Just my opinion