KR-1S.co.uk Forum

I'm after a configuration file from someone who's set one up on their bikes, to use as a baseline.

ask TSI nicly, he'll probably can give you a good starting point

Cheers for the suggestion, I've dropped him a PM

First thing you do is to check crank rotation v's programmed advance. That's where the dial indicator and timing light come in.

I'm quite a long way off yet, my bike has an engine in which works fine, but I'm building a new engine which I will set this ignition up with.

Thanks for the tips, I'll RTFM when I have this race engine built otherwise I'll just forget half of it.

Ben

Search the site somewhere I posted an ignition curve I measured.
I used it as the starting point with my Ignitec - no point going anywhere until you know that with stock curve you get stock power

Thanks Mark, that's the baseline I was after

Ben here is the standard KR1S curve in numbers:

Rpm Advance
1200 13.5
3000 25
7500 25
11000 14
12000 3



The red one is the one you are after on the above plot.

The curves labelled borut 1 and borut 2 are the curves supplied with the zeel.

Maccas

Cheers Dan

Stock curve is pretty much useless for performance,you wouldn't even program that up on a stock engine. You will spend more time on the PV curve than the ignition. First time with a programmable we just made the peak advance of the TZ = the rpm of peak power of the rgv. The RACE can be configured to to the same thing as the expensive 7 position switch ...just for a fraction of the cost.



Anyone notice anything interesting about this curve?

TwoStroke Institute wrote: Anyone notice anything interesting about this curve?

yes, why do the left and right cylindre have different timings , specialy since the TZ is a paralel I believe

TwoStroke Institute wrote:Stock curve is pretty much useless for performance,you wouldn't even program that up on a stock engine.

Mmm... must be loads to come from my motor as it has always run stock ignition

I would still start with a stock curve - move from the known to the unknown in small steps otherwise you will face big engine rebuild bills.

Stock PV timing on KR is pretty much spot on. Run the motor with the valves closed then repeat dyno run with the valves open. Where the curves cross is where you want the valves to open you will see at WOT Kwack got it pretty much spot on.

It's far easier to destroy a engine with lean jetting than with an ignition. Yes you will notice a considerable jump in performance with a decent ignition.IF kawasaki got the open point right it would be the first time EVER a manufacturer got that right. With a Aprilia RS 125 what has a solenoid PV (just closed then open) the stock setting produced a big dip in the curve from opening to rapidly. The optimal open point was only 400 rpm different to stock but it cancelled the dip in the curve. The fully open and full closed runs is not the way to do it either.

Yes top of the class Jan but it's a V twin 2000 5KE

TwoStroke Institute wrote: Yes top of the class Jan but it's a V twin 2000 5KE

that makes it a bit less odd

mj43 wrote:Mmm... must be loads to come from my motor as it has always run stock ignition

I would still start with a stock curve - move from the known to the unknown in small steps otherwise you will face big engine rebuild bills.

Stock PV timing on KR is pretty much spot on. Run the motor with the valves closed then repeat dyno run with the valves open. Where the curves cross is where you want the valves to open you will see at WOT Kwack got it pretty much spot on.

It's about time you get your Ignitech out and see what you can get out of that race bike of yours.