Suzuki 2 Strokes

Knut wrote:I have one still in the box for my Kaw H1 which should have been on the bike by now but this years season was concentrated on riding my new GT550 so the H1 was more or less abandoned. However, what I heard from the supplier was that it can eat plugs as there is no resistance in the plug caps or coils that follow the kit. This seems to be individual between bikes, but if it turns out to be a problem one should fit plug caps with 3-5 ohm resistance.

A big plus with the Powerdynamo kit, apart from the benefit of an electronic ignition in general, is that all the electrical parts are replaced with new and that spares and components are available should one part fail, and you get a warranty.

smokin_blue wrote: 2. electronic advance curve (understood not to be programmable) - but does away with mechanical advance

ConnerVT wrote:

smokin_blue wrote: 2. electronic advance curve (understood not to be programmable) - but does away with mechanical advance

The T500 has a mechanical ignition advance?

tz375 wrote:Are you sure that the T500 system has an advance curve? I couldn't find a reference to that on their site. It's an analog system and the only timing they usually have is latency ie it takes a certain amount of time for electrons to get to where they are going and as engine speed increases, they get there later.

Zunspec4 wrote:Hi Guys,

I believe we are thinking along the same lines Ref. the transition to a closed throttle with the engine still spinning at high revs. However you view it the engine suddenly has a loss of mixture (containing all that precious lubrication).

Dyno operators - They have me a bit tied up I must admit . I have spoken to one who went into "3D mapping" and altering stuff to get the best power. I'm thinking "unless you intend to get the porting equipment out and re-design and weld up new pipes we aren't going far mate" . With the porting/pipes as they stand all that can be done is ignition point and jetting. Another chap spoke of being able to get a rough idea of where the jetting was by analysing the exhaust gas as the engine was revved up under no load, how the heck that checks out confuses the heck out of me as by the time you get to full throttle the pistons and rods would be on the outside .

I have initially set the timing at 2.9mm BTDC, Mr Les Trotter (the alleged original engine builder) spoke to me of arriving at 3.1 - 3.2 mm BTDC after running it at a conservative setting to begin with. I then have supplementary advice from two others that if the dyno man does not monitor the running temperature he doesn't properly understand 2-st dyno-ing. The Powerdynamo advance curve is below, as you can see it is fairly simple. Taking the 0 degree line as your static setting (2.9mm BTDC) it has an advance that reduces to 0 again at 10,000 rpm (the absolute limit for a T500).



As you can see there is not a lot to play with (what the heck is a 3D map anyway). I believe that Powerdynamo can change this curve but it is factory job, no plugging in a Laptop here. If I can arrange it I will visit Tim Blakemore racing on Wednesday for a simple dyno run. (http://www.timblakemoreracing.co.uk/bri ... ntact.html.

Cheers Geoff

smokin_blue wrote:My key things I never liked about my GT250 was that if the battery was not fully up to snuff the ignition suffered, especially at low revs. I at times had to shut the headlight off to keep it running at intersections.