EXUPectomy. This 3LN5 is gutless below 9thou, which is where I ride my 3LN3 anyway. Unsure about topend, until I dyno it - so before testing I'm up for suggestions. It sure as hell roars past 10k. Had to go open pipe, but it's for-real - 12cm longer than std to allow for the Z-bend inside a std. Sanded down the air-filter element to get more, and cut wider airbox inlet. Engine/water temp is normal, but perplexed that headers are some 200deg less than previous after a mountain blast (cooked #2 much earlier, ignore colour)
No EXUP will do that, it actually makes a difference on these. If you have a standard set of headers with the EXUP and cables, chuck them on and compare.
Yeah but... tinkering. Yes, loved the pull from 7thou with std pipes - however wondering what topend can deliver. Clutch copes well with a handful of revs and slip to get away.
Plus, it may just nurse my license until lost points expire. Speed requires a conscious decision (all demerits came from the R1150, where a second can cost dearly)
Oops, 3LN6 (LN5 was typo/brain fart). Reverted to EXUP, due to economy <30%. Disappointed by track day topend so refitted headers and popped in 3LN3 CDI. Woohoo .... sandy coloured plugs. Seems faster than the LN3 (will have to borrow a rider to race the two against each other). Does anyone know what timing is on LN6? 3LN3 specs say 46deg advance at 6000
This final retry was time-kill during my painting of the std exhaust. If the Yam eng dept really knew what they were doing they wouldn't have used such crap steel. Anyhoo, it's a goer. Bush dyno of a long climb where prev couldn't hold 100kph, and it's now accelerating all the way. I'll revert to EXUP to double check that headers, and not just the TCI swapover, have benefitted (once rain clears)
With 3LN3 TCI and its Zeal(?) cams this LN6 becomes really pleasant. Often found that I'm pulling 6th thru the burbs and, despite going up the Mts to test topend, consumption dropped ~20% But with headers on again, this is just a nasty machine. Even with std muffler it snarls... maybe some placebo effect going on but, if ridden like an LN3 ie revs>8k always, I reckon it's a contender.
The 3LN6/7 and Zeal cams/TCI come with reduced redline, but a slight increase in torque. The Zeal also runs 4-2-1 system with no EXUP and smaller carbs / inlet manifolds. 3LN6/7 and Zeal have improved emulsion needle retension and vacuum slide/springs with better needle retention are a nice fit into the 3LN3/5 carbs (Zeal slides might be slightly smaller and may not work) I had a 3LN6/7 donk with 3LN1 TCI and it wasn't really happy revving to 18,500rpm instead of 16,500rpm, valvetrain got a bit chattery, same as when I accidentally over-revved my ZXR at wakefield. Modified air filter might cause iffy fueling when combined with headers/exhaust and no EXUP. Personally I would keep the EXUP no matter what's required. The standard exhaust cans are heavy and contain all the baffles/emissions stuff etc, improvements to be had with aftermarket exhaust can are mostly noise and weight reduction, it may well flow better but dyno testing would be needed along with jetting changes. It's a long road to go down. Properly tuning the pilot mixture screws, and carb balance will make a huge difference. My 3LN3 went really well after, I think I got nearly 300KM out of a tank sitting at 110km/h coming back to Sydney from Tamworth once.
I've two sets of LN6 carbs (Litetek'd) on my LN3 and LN6. Sure, there's some mixture tinkering to go smoother thru the 8000 kick-in-the-bum with headers. But with an LN3 for social riding, and a mean LN6 for days when you want to surprise the bejesus out of others I've covered my options. EXUPworldwide has ideas on RAMair for FZR1000, which are inapplicable to the 250.
FZR250 has the air tubes and holes in the frame for "RAM air" but they stop there - not connected to airbox. If you want a similar RAM air system have a look at the 98-02 YZF-R6 bits. Small air inlet on the nose cone, large diameter rubber 'hoses' through the frame directly to airbox before the filter.
Defeat admitted. Downsizing jets to get consumption same as EXUP, end up with same power. GF needs a bike, so it goes back to std. PS anyone know of an affordable alternative to Oggy Knobs? Chinese sliders purchase was rubbish. PPS just sold an original LN3 for $AUD3k with RWC, probs right value.
Sorted. Compared to baseline & schmick LN3 I'm coming off the top'o'climb 15% faster (long steep outa town, no cops) and just measured 3.3l/100km on freeway. ****, peeps, wish I'd kept a better diary of my fettling - so as to help y'all
3.3L/100km? Maybe I should do some tuning, my 2KR was pushing 5L. Any special tricks to it? Sent from my SM-G991B using Tapatalk
Higher Zeal cams/more overlap and headers meant I had to go 96 on main jets, and fattest needles I could find. The big improvements (getting 6-7 l/100 prev) were vac balance (moving diaphragms around for equal slide when a vacumn cleaner was attached to barrel!) and finding my 1 sooty plug arose from an air leak past the choke plunger... I hadn't gone full Litetek Smeared the plunger with non-hardening gasket goo as cost effective solution [and no, I have NFI why this causes fuel suck thru choke cct, sorry]
after the fiasco i went through with the valves, chasing wild geese with the carbs, i would be throwing a set of 2kr carbs on if i went without the EXUP. seeing as they seem to do perfectly fine without it. of course they changed a few things besides just the carbs and exhaust, so it may be an exercise in futility... um, as for the "ram air" intakes... i am yet to see one that goes to the airbox? theyre just a cold air intake, get some cool air to the snorkel on the airbox. the NSR, the FZR, you name it... they all just appear to get cold air to the intake thats invariably perched right over a nice hot engine behind a radiator... maybe different when you get to 600s or bigger... i dont look at them. um, maybe only slightly related... my old ninja 250, (2010 iirc?) it came with some silly aftermarket can. burnt out the inlet valves. i blame the previous owner for not getting it serviced... anyway. did the valves, and drilled the airbox. went from the 98 or 102.5 stock jets, up to 115. at which point, my mileage went from 300 a tank to 450 a tank. made a big difference as a courier? that can though, an abomination. one of the first things i did was shove teh baffle in it. loading docks were an absolute nightmare. i really cannot stand the sound of a ninja 250/300. and it was a terrible bike all round. near impossible to pull the carbs on, like sitting on a BBQ in traffic, and yeah... i really came to hate kwakas after that bike. lets not talk about how they seemed to chew through rotors for every two sets of pads.... currently its sitting in my drive, bald tyres, no chain sprockets or rotors, and yeah... i couldnt even be bothered trying to flog it off onto anyone. hasnt moved in three years at least. oooooooh, i can hear one coming now... one day im going to find that moron and slap him one... every freaking night, that horrid fish-farting sound... (remember our mate at the ferry, kiwi? he still cant ride by the sound of it!)
Couldn't love piglet one teeny bit more at the mo. 6l/100 in normal hills mode (same as a schmick LN3 I had) ie as naughty as it is nasty. Plug colour camel/sandy, headers close in temp. Surging on accel greatly diminished since vac slides balanced, hence chain stretch much improved. And the howwwwllll!!! I've probs just been lucky. Yup, I remember exhaust change on a Supersport that burnt valves. And I modified an SV650 to Korean instructions with de-snorkel, bigger jets etc which worked absolute wonders. I suspect these are non-deterministic systems, and truly 'Deus ex machina' has given me a miracle
