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Originally Posted by Racer x
The important thing about the wiring is.You must get a wiring harness from the same year as the CDI . The diagrams do not show the pin positions .and they are all different.
I rode with the 88-94 ICU box and even raced it at the drag strip . I never got a chance to take it to Maxton . But having the 15000 rpm rev limit was not a problem . The engine dose not make power past 12000 rpm and you would only be able to get the engine that high in the lower gears. even then you would have to really mean to do it.
I tried shifting at 14000 rpm and went slower in the 1/4 mile than when I shifted at 11500 RPM.
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Quote:
Originally Posted by Racer x
Sorry. I took the timing from 42 deg @10,0000 rpm to 44 deg @ 10,000 rpm to 13,000 then 40 deg at 13500 and 40 deg at 14,000 and 14,500.then the limiter. I am still waiting fro the shop to send me the graphs but the bike was measuring max power at 12500 then a very slight drop off to the limiter.
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Quote:
Originally Posted by maverick9611
good point. why does everybody say it pulls hard to redline when max power is around 11/12 k?
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While max-power is 11-12k, it doesn't drop off that much. What counts is thrust at contact-patch which is based on torque at rear-wheel. That torque is a function of gearing. So 13k-RPMs in 4th-gear still gives more torque at rear-wheels than 11k-RPMs in 5th-gear, even if engine torque/HP drops in higher RPMs.
I think there's only so much that can be done with ignition anyway. Newgen doesn't have high-RPM flow due to small ports, small carbs, cam-specs, exhaust, etc. If the air's not getting into engine, you can't dump in extra fuel & ignition to make more power.
Butt-dyno's not most accurate way to measure anyway. Hoping to find some dyno-charts or accelerometer datalogs for those 1/4-mile runs before and after ignition adjustments.