SP KIT PIPE'S

[louis]

My new pipes arrived today, and if i did my study right it should by SP kit pipes from the Japanese market.


Fitted on my bike (the cdi unid you see is where i put in my ignitech)


I have a other set fore my race project, but these look a bit diverend (not much, only by the welding points and can holders)

I mounted them also today and make my first test drive
Where my modified standard pipes powerband end's, these pipes starts. It is really revving high can hit 13000 if i want.
I put in my ignitech the rpm limiter on 12.000 soft limiting 12.500 hart limiting (max), to save my engine

Sadly i cant test it on the dyno where I used to go, he stoped :'(
Now I have to search for a other dyno, will let you know when i find one.

first impression, NICE.
I did have to change the mains had 250 main in it, but reading the plug's it was to lean.
I'm now on 280 starts to look good. Think will be hiting the 300's, but my test road is a bit to busy now. Don't want to have the police one my tail

Regarding to Hp.

My changed stock pipes, I ended with 55,7 Hp did not mather if i gif the ignition more advance. Only more advance on lower rpm gave some more hp (between the 4000 and 8000) but more max power i did not get.

The SP KIT PIPES do rev much harder and allow more advance.
-map1 I have the standart ignition curve
-map2 I have from 3000rpm the standart curve, than 2 degrees more over the hole curve.
(will do some test, when i have found a dyno)

Cheers

[TZR-V4]

Hi Louis,

Are the pipes you ordered from Japan (with my help)?

Olivier.

[louis]

Yes they are.

I have just send you a PM. to tell you that i have the pipe's (and a other question)
But my typing is not so fast, you where faster with responding than i can type

[Fotis]

they look very nice louis!
how do they sound? how is the power on low and mid revs now? (compared with the standard exhausts)
so how long are they? I ended up using a long cylinder manifold(10cm) on my TZ exhausts in order to extend the length and narrow the powerband.

[louis]

Man I'm to slow I just PM you to.
Before I read this

[louis]

They do sound nice, but with my modified pipes i had smaller cans they made more sound.

Regarding to power.
My changed pipes are 3ma3 pipes they give power at a lower rpm than 3ma1 pipes. it's a bit difficult to comepear them with 3ma1 pipes.
Difficult, specially when you use 3ma3 pipes on 3ma00 barrels and use 3ma1 ignition curve.
With these sp pipes i have les power on low rpm, that i can feel. But quite a bid more on mid and high rpm's

the length are the same as you see on the first picture, only the cans i have replaced.
with the pipes came some cans to, only when i look at them they seem to bee very small in my opinion.

Left F3 2ma kit cans           Right SP cans (came with the pipe, do not now if these are original)
I put on the F3 cans because the inner diameter is better i think.

Cant tell you more jet, I did not dyno it. have no idea how much hp I (perhaps) gain.

[louis]

It was nice weather today, did some more road tests to setup the carbs right.
I have to find myself a new test road, people start to reconice the bike. think they don't like it (how is that possible )

After many full accelerations and stops changing (mainly) the mains i came so much higher than I expected.

I start id with the 280, en en did with 380
I have almost all mains from 180 till 350 then only the 380 and 400

I did run with the 350's, bike runs great then.
But because i switch between 2 ignition curve i thought a bit more Will not harm it when I have ignition map 2 (witch is fore now 2 degrees more over the whole curve) perhaps a 360 ore 370 can change a bit.

so my setup fore today:
-380 mains
-needles on second clip
-air screws 1.5 turns

now I'm testing with the airjet system (perhaps they can become my friends  )
I can controll both airjets with the ignitech now.
Programed them now, closed from idle to 7000 rpm, then they go fully open.
Want to do some test next time, perhaps first opens by 4000 til 12.000 and second from 7000 til 12.000

Will see what it does,

But she runs great, hope that the engine will last. I put this engine together only fore testing and some fun.
I'm building a second 3ma3 engine (good one) this one will have the SP drycluts fitted.
But as usual I have to many projects, all go very slowly. once we will get there

[Warwick]

Good pipes seems to be the main ingredient in getting good power from the 3MA motor so hopefully those will help liberate a few more horses - and revs - for you. Interesting developments with controlling the air jet solenoids too . It will be interesting to see if that can help improve the 3MA carburation below the powerband, which generally seems to be the most troublesome aspect of living with a 3MA. Even a lot of standard ones seem to struggle with part throttle and lower rpm fuelling. I can get it pretty good, but I've never managed to get it fuelling quite as well as I'd like between 4 and 6k. I'm taking a break from it for a few weeks while I complete some other little projects just now, but will return to it later...

Best of luck over there! 

[EEKNOWS]

Can you post a pic/diagram of the air soleniod circuits(I'm not that familiar with the 3MA?
But normaly there is a pilot and main air soleniod, the pilot wil be open from 0-1700 rpm and the main from 3600-6500rpm of so. You can open for a few 100 rpm just before peak power.
You can do this by using 2 inputs on the ignitech. Don't forget to give cyl 2 1 or 2 deg advance more compensation

[Fotis]

Can you post a pic/diagram of the air soleniod circuits(I'm not that familiar with the 3MA?
But normaly there is a pilot and main air soleniod, the pilot wil be open from 0-1700 rpm and the main from 3600-6500rpm of so. You can open for a few 100 rpm just before peak power.
You can do this by using 2 inputs on the ignitech. Don't forget to give cyl 2 1 or 2 deg advance more compensation

hmmm
3MA has only got 1 solenoid which controls the main air jet flow by selecting between MAJ1, MAJ2 or both simultaneously.

Why cylinder 2 should have more advance since they are parallel?

[TZR-V4]

Hi,

I think EEKNOWS is talking about 3XV TZR not 3MA.

Olivier.

[EEKNOWS]

hmmm
3MA has only got 1 solenoid which controls the main air jet flow by selecting between MAJ1, MAJ2 or both simultaneously.

Why cylinder 2 should have more advance since they are parallel?
[/quote]
I'm refering to any multi cylinder engine.

Why is there 2 MAJ's?

Because of crank twist/wind up.

[louis]

Hi Eeknows,

Here are the air solenoids worked open, the unit is for two carbs (that's way there are two rows off airjets)


The middle airjest are always open the other two solenoids can be controlled.

And with the ignition timing I can't follow you.
As Fotis says, way do we have to give cylinder two 2 degrees more advance? (there will be not that much twist/tork/wind I think)

[EEKNOWS]

Thanks for that louis, i would love to see a full diagram of the system to understand it fully.

With differential timing you can choose to believe me of not, but if it happens on an engine as good as a RS 250 you can be sure it's needed on your 3MA. TZ's ran this sort of timing also

[brenblade]

i am going to modify some race pipes to fit my 3ma road bike so this thread and photos of your pipes are going to be handy for reference.