air jets setup

[speedy]

No and the NSR crowd seem welded and then rusted onto their PGM cards, why I don't know.

the nsr250  has gear-sensors that restrict and retards the ignition (detune with wire splice) , the flywheel also has also 4 triggers in line and the zeels and ignitechs can t work with

solution is to skip the gear sensors and search for a 2 trigger flywheel that fits the nsr crank .....then it will be no problem to do a leveljump with the nsr250 too , the mc28 is harder to derestrict since they work with the card reader
....have an mc21 myself

[louis]

I have standing here the MC21 to (rothmans)

I know off the gear selectors, you can past them by changing the wires to the ignition unit.

But the ignitech has a special sheet fore the h*nda MC18 who can not be changed and has 4 triggers and two pickups.
Cant this be used fore the MC21?


It is a bid off topic I know

[speedy]

Louis , am pretty sure i can derestrict the MC21 with a programmable unit  , the gear selectors are not the problem

for some reason i can t see your pics

[EEKNOWS]

Ignitech RACE has gear selector input. You could use a TSS stator rotor or if the NSR has 2 pick ups machine some trigger bars off the flywheel. I you have 1 pick up fit the flywheel and machine off any trigger bars that do not correspond with the relevant firing position on each cylinder.
Did this with the 4 bar RS 250 NF5 stator. No big deal.

[Fotis]

Ignitech RACE has gear selector input. You could use a TSS stator rotor or if the NSR has 2 pick ups machine some trigger bars off the flywheel. I you have 1 pick up fit the flywheel and machine off any trigger bars that do not correspond with the relevant firing position on each cylinder.
Did this with the 4 bar RS 250 NF5 stator. No big deal.

3MA has only one pick up but two lobes and I was thinking to slot one of them in order to identify which cylinder is which, therefore eliminating the wasted spark.
Does it worth the trouble though? Maybe if you dont discharge the capacitor twice per revolution you will be able to have stronger sparks at high revs....

[EEKNOWS]

My personal opinion would be yes to ditch the waisted spark. I have talked with Borut about this he recommends against it so what would I know?You can then independantly time cylinders.
I would add a pick up rather than split the trigger bar though that has it's merits also.

Oh yes I checked the race software and it will run a 4 lobe 2 pick up ignition no problems.

[louis]

That is a good idea, put on a second pickup and let ignitech ignite one ignition a revolution for itch pickup
Will be not so hard to construct
Something like this:

only a bit better constructed

A nice coming winter project

[speedy]

ahhh , i know can see the pics you ve posted , so the ignitech is the way to go for the nsr  without changing flywheel , how much did the ignitech cost ?

ps: the 3MA also needs  2 coils when you double the pickups to undo wasted spark

[EEKNOWS]

Ignitech 'race' is 180Euro or there abouts. If the 21 has 2 pick ups 4 lobes will work straight up. JUst be sure to make the straight line commission test. With a gear selector you could map each gear v's rpm v's tps v's pv

[speedy]

thanks for the info EEknows 

[Fotis]

This week I will have the TZ exhausts fitted on my bike but I am still waiting for the silencers to arrive by post (from China)
I want to play with the VAJ system to lean mixture where needed. 3MA3 has 120 in the center where its always open(VAJ1), 175 on the left(VAJ2 and 70 on the right(VAJ3)
I might be wrong about the VAJ3 but its way smaller than the center one. The numbers actually mean the diameter of the hole which is 1,2mm, 1.7mm and 0.7mm respectively.

On the first post Louis mentioned that Warwick had the standard VAJ system and bigger mains (380) and then he just put a fixed one of 1.2mm (120)
But whats the difference between the standard VAJ and fixed jet? I thought they where the same as far as the VAJ remained disconnected from the CDI.
Did you try that Warwick?
Louis, did you see any difference in your carb while activating the jets through ignitech? Because if you activate VAJ2 then you will have 2.95mm of air jet combined which normally will have a lean effect on your carbs. I think the simplest thing to do to avoid many main jets chaning would be to put a quite large main jet (eg 320) and then control the mixture with the MAJ system. Did you do that at the end?

[Warwick]

I was running the big mains (380 - 400 ish in my case) with the 3MA1 VAJ setup fully operational as on a standard bike. When using just a fixed jet directly in the carb (with the VAJ system intake capped off of course) I found that I could run a much smaller main (260-280ish in my case). Hope that clarifies.

The 3MA1 and 3 motors and carburation are quite different though so I don't think it would be wise to use the actual jets used in my case as any sort of definitive jetting guide - all you can sensibly do is set each motor up according to its own plug readings (or egt guage or whatever method you choose).

[Fotis]

hmmm...Did the perform the same at top end? I know that your part throttle improved with the fixed jet

[Warwick]

No dyno data from that set-up I'm afraid, but there was no discernible difference at the top end that I could feel from riding it. Certainly 60+ HP according to my arse-dyno though.

Whichever system you go with, it's really just a case of working out the best set-up on your particular motor. And the only definitive way to find that is to build it and test the various configurations on the road or dyno until you are happy with it as there are so many different variables to consider. 

[louis]

Hello Fotis,

If you can wait a bid longer, I have hire the dyno for 13 November at 11.00 till 12.30
To setup the ignition right and more.

I was planning also to test the airjets regarding to leaning the carbs at higher rpm.
I'm not planning to try differend airjest, only i want to see how the carbs reaction on opening of airjest 1 ore 2.
How quick the leaning go's and what the effects will be.


When i have some data, i will post it.

Louis