Hi People, Is it actually worth upgrading the stock exhaust on a 1989 ZX2R ? Does it increase the efficiency or power at all? or is just for sound? Thanks
In my experience, the more open you go, the worse the rich spot at 7,000rpm gets, and the worse the low end torque becomes. It's a matter of the tune in the carbs and the camshaft profile/characteristics. Peak torque is at 14,000, at 7,000 there is a torque dip which a modern bike would tune out with an exhaust butterfly system a la EXUP on the FZR250's. If all you're after is a better sound, then I would find an aftermarket pipe with a removable baffle.
But keep the baffle close by ... my street leads to the local Tafe and a high school .... so many little boys on their LAMS bikes with the baffle out .... my neighbour mowing his lawn on a Sunday sounds better ... they are woeful to hear
Been eyeing this out for a while now. Needs alot of repairs though https://buyee.jp/item/yahoo/auction/b367875610?conversionType=search_suggest
The freight bill to aus would be crazy , the condition description says bad , is it bent. After the collector ? http://daishin-racing.shop-pro.jp/?mode=cate&cbid=1924692&csid=1 None of these look bent
Yeah its definitely bent in a few places. Bent further on the bend . But it isn't 800 bucks . Sent from my SM-N960F using Tapatalk
Try it and see how it feels/runs. Someone mentioned a dead spot at 7,000rpm which seems to affect the ZXR250C engines/model due to the TCI units (see below) they run. The ZXR250A TCI unit (21119-1263) has a drop off at 8,000rpm. ZXR250C TCI 21119-1316 ignition curve
I very much doubt that you would be able to get it sent here through Buyee... It certainly wouldnt be allowed on EMS as a complete exhaust.. the other option is to do it through Import Monster who regularly have containers coming from Japan... the cost isnt a lot.. I ended up having to bring my SRX250 3WP fuel tank in through them as none of the other carriers were interested... I have had the same result when enquiring on a full exhaust.. although I did manage to bring 2 SS engine pipes in via EMS but I think I was lucky... but the cost was pretty high... you pay for Cubic , not actual weight and when you add GST etc what seems like a bargain definitely isnt... for smaller stuff you can count on the sale price being at least 3 to 4 times by the time it gets here... larger items would be even more.
For the zxr400 race bikes a company called Ignitek make a CDi that's fully programmable for about £200...probably the easiest way to cure the ignition advance dip...
http://www.ignitech.cz/en/vyrobky/tcip/tcip.htm Can even take an air pressure sensor input, which could be handy given that these bikes run a pressurised airbox...
have one for my tdm850 which has a flat spot at approx. 2500 rpm then accelerates suddenly (when epi rules change just before release they cured the prob by retarding the ign instead of fixing the prob ) these ignitecs are a common replacement and work really well .. plus they are programable eg for racing .. don't know about straight from the factory for the zxr250 but the tdm are a plug and play set up .. good value for money .. think was about $350 at the time new from the aust importer
Ive been wondering about measuring the ignition timing advance curves for a few of the CDI's across the various bikes. I notice that the 21119-1316 CDI is actually listed as a 1989 ZX250A (bailus) not a zxr...im assuming that the advance curves might be slightly different to the zxr, also the manual shows that the curve should be +45 degrees at 16,000rpm? From what i can see there are only 4 CDI's: 21119-1263 - 1989 A1 and 1989 B1 21119-1290 - 1990 A2 and 1990 B2 21119-1322 - 1991 to 1993 C models and 1991 D1 21119-1384 - 1994 onwards C models - this can also be fitted to C1-3 and the D1 model (though why would you...?) The 1384 is the 45 to 39bhp derestricted system and im guessing its just a change to the top end ignition advancing...but i would like to know. Im also not sure why there is a specific 1989 and 1990 CDi's as i can see no differences in the engines/output of the two bikes...if anyone has dyno'd the two of these CDi's on the same bike this would be nice to know...im maybe thinking it could be a midrange/fuel efficiency/torque thing?? Im also guessing that there is very little difference between the 1290 and 1322 CDi's...though again, the only difference is that the C model has 9 as it includes a grey "anti-tamper" wire so you cant just hotwire the ignition like you can on the A (sorry A model users if this is news to you...you connect 2 wires together and your ignition key is fully bypassed). Ive also noticed that the zxr250 A1 and A2 fuse/junction box is IDENTICAL to the UK 1991-1994 zxr400...which is handy as ive already made an improved version (http://www.zxrworld.co.uk/zxr400oc/viewtopic.php?f=125&t=21973&p=127198#p127198)
@banner001 (nice work on the PCBs) & @Frankster this is too good to be lost in the wrong thread. Care to make a new one and we will get the big cheese @GreyImport to sticky it.
I need zxr250c 21119-1322 ignition curve ... or is ther any coded file which we can debug in microcontroller of zxr250c 21119-1322... i bought 21119-1316 big K in blue labelled.. this is giving no spark to ex250C ... anything i am missing or is it like i have to debug microcontroller with 1322 file.. boards are same it cud be software ?
There's a ZXR250C manual in the RESOURCES section you can download. @Linkin had a Malaysian ZXR250C model which might have used the -1322 TCI, so he might have something for you.