Melbourne ZXR expert

LOL. Thanks Chris.

Interesting that the C model revs that high. I wonder what those clever Japanese folks did in the CDI to reduce the power from 45hp to 39hp and still let the engine rev?

 

Swing and a miss...it is the right CDI (21119-1290).

I'll just shut up and let my mechanic figure it out!

 

Hi All,

I'm still not convinced that everything is right in the Electronics of my ZX2R drag bike. I read somewhere on here that you can test a CDI and check tolerances. Remember, I'm a L mechanic so can someone tell me how to do this or point me to instructions please?

Also, we're running the drag bike without an air filter. The standard airbox is still used and is fully intact, but the pipe from the airbox to the fairing is missing. Will the lack of an air filter mean too much air is going into the carbs?

Cheers

 

Guys,

I am annoyed my mechanic didn't run the new motor before making wholesale changes. I'm frustrated by the lack of an initial baseline to determine the effect of different changes. I'm sorely tempted to try and put the engine induction and exhaust back to a standard configuration and running it at the track before we start throwing bigger jets in it. I understand the carbies on these things are a constant source of frustration, but they must have worked fine when they came out of the factory and my mechanic says they're fine now.

If we'd run the engine before all the changes and the thing had the same revving out issue, then we'd be in a better position to accurately diagnose the problem(s). At the moment the bike won't rev past 16,000rpm and I'm told it needs more fuel, but the question I keep asking is "Why?" and "it just does" isn't the answer I'm looking for. Current jets are 125;128;128;125. Can it actually need that much more fuel because we've removed the filter and put an aftermarket muffler on it? I'd read somewhere on here that some tachos have a magnet on the back of them that electronically interrupts the spark to limit revs or cut one cylinder. I assume the CDI also has a "limiter" built into it too. I'm looking at the electrics as the culprit, but I'm not a sparky, so it's a steep learning curve. The other frustration is that the standard wiring loom has been removed, so the wires coming to and from the CDI don't match the wiring schematic. I will test the CDI and report back on the weekend.

Just my luck, my mechanic will put bigger jets in it and the thing will go to 20,000 on the hit and I'll be eating a nice piece of crow!

Thanks again for your help guys

 

Jim,

That CDI test does not look right for an "A" model CDI (part number 21119-1290). From what I can tell the "A" model CDI has four connectors in the rectangular plug and four connectors in the square plug. In fact, even the wiring diagram seems wrong to me at it has 5 wires going to the rectangular connector and 3 going to the square connector. It looks a lot like the CDI for a C model ( as per the Tecpeltier article at http://www.tecpeltier.com/viewtopic.php?f=16&t=67&sid=676a18a73edd996853b6867fecafd330)

Does anyone have definitive CDI information for the A model CDI (21119-1290)? or am I reading this all wrong?

Cheers

 

Thanks Doug

 

Hi Doug,

Just checked that thread and it's of no real use to me (I had already read it). What I need is a CDI test for the A Model CDI (part number 21119-1290) that's on my bike. Also, I've read through the tecpeltier site posts (http://www.tecpeltier.com) and he talks a lot about C model CDI configuration. I've sent an email to Lixianda in China to see if they can help. I have a feeling the engine in the bike might be from a C model, which is a worry if it has a different firing order to the A model as stated by KDS1 in the thread you pointed me to. Can someone confirm or deny this please?

Thanks for the suggestion though.

 

Hi Chris,

My mechanic ripped the wiring harness out of the bike during his "weight saving" exercise.

The CDI that's in the bike is from a 250A, but the engine is from a 250C. If you look at the wiring diagram for the 250C, you'll notice the CDI has 5 & 4 connections. The CDI from a 250A has 4 & 4 connections. My mechanice has wired the 250A CDI to the 250C engine (see attached pic). I'm still not 100% convinced that the revving issue is not electronics related. I'm taking my green (standard jetting etc) ZXR to the strip next chance I get to see how she goes. If my standard bike runs quicker than the drag bike, then I won't be too happy.

Thanks for your help.
Frank

 

Yep, I tend to agree with you, but my mechanic swears it needs more fuel? Time will tell. Once I run my street ZXR down the strip I'll have a better idea of what I'm dealing with.

 

Good point. It does seem to rev clearly in neutral. Will have to test it goes over 16,000rpm cleanly next chance i get. Cheers