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From: crn on 25 Sep 2009 05:34 Champ <news(a)champ.org.uk> wrote: > My objective is specifically not to have a 'race bike on the road', > with cobbled together road ancillaries. I want a road bike with race > spec components, but I still want all the features of the road bike, > and I want it to be completely usable as a road bike. An interesting project but just how "completely usable" is it going to be. Power delivery is going to be interesting and docile is not going to be on the menu. Could prove to be a bit of a handfull in traffic but ICBW. -- 03 GS500K2 76 Honda 400/4 project 68 Bantam D14/4 Sport (Classic) 06 Sukida SK50QT (Slanty eyed shopping trolley)
From: ginge on 25 Sep 2009 05:49 On Fri, 25 Sep 2009 00:14:42 +0100, Champ <neal(a)champ.org.uk> wrote: >So I *think* I just need to figure out how to bypass the immobilizer. Based on not looking at any diagrams I've a theory.. I don't think you have any imobiliser, and because of this you aren't getting a + feed to the bits that it's circuit would normally feed. On the road bike the logic of the imobiliser will live in the ECU, the key end of things will just send a signal to it via the 'aerial doofer'. The fuel pump and all the imobilised things will live on the end of a wire from the ECU, and will only get their + once the ECU recieves it's signal from the aerial doofer.. So, as that bit of feed and logic probably doesn't live on the race ECU at all what you may need find all the things that live on the immobilised side of the + feed, on the regular ECU, sling that + feed via a relay linked directly to the key. This may of course all be wrong. Perhaps you should scan the 2 loom diagrams.
From: Champ on 25 Sep 2009 07:07 On 25 Sep 2009 09:34:35 GMT, crn(a)NOSPAM.netunix.com wrote: >Champ <news(a)champ.org.uk> wrote: >> My objective is specifically not to have a 'race bike on the road', >> with cobbled together road ancillaries. I want a road bike with race >> spec components, but I still want all the features of the road bike, >> and I want it to be completely usable as a road bike. >An interesting project but just how "completely usable" is it going >to be. Power delivery is going to be interesting and docile is not >going to be on the menu. Could prove to be a bit of a handfull in >traffic but ICBW. You're ability to be wrong is well documented. But on this subject I do know what I'm talking about. Race engines, except perhaps in the very small classes, haven't been firebreathing monsters for 20 years or so. Beyond a certain power level, controllability and a linear response are usually more important than out right power. More power is always good, but only if the rider can use it. I recall watching TT practise at the end of Sulby straight in about 1986. Roger Burnett coasted in for a plug chop. He was ridng the Honda NS500 triple, the 'customer' version of the bike that Freddie Spencer had won the world championship with in 1983. His mechanics weren't there, so after 5 mins he bump stared it, and, when the marshals flagged him back onto the track, rode away with no need to slip the clutch, changing up in the middle of the rev range, and for all the world looking and sounding like he was on a road bike. Anyway, my bike *already* makes some 160bhp. In an entirely predicatable and controllable way. The race engine has the same linear response, and a very full mid-range. The difference is that it also has some 30bhp more at the top end. -- Champ We declare that the splendor of the world has been enriched by a new beauty: the beauty of speed. ZX10R | Hayabusa | GPz750turbo neal at champ dot org dot uk
From: Champ on 25 Sep 2009 07:08 On Fri, 25 Sep 2009 12:07:45 +0100, Champ <news(a)champ.org.uk> wrote: >You're ability to be wrong is well documented ^^^^^^ As is mine, on a regular basis :-) -- Champ We declare that the splendor of the world has been enriched by a new beauty: the beauty of speed. ZX10R | Hayabusa | GPz750turbo neal at champ dot org dot uk
From: Champ on 25 Sep 2009 07:14
On Fri, 25 Sep 2009 10:49:36 +0100, ginge <the.gingeREMOVE(a)THISgmail.com> wrote: >Based on not looking at any diagrams I've a theory.. I don't think >you have any imobiliser, and because of this you aren't getting a + >feed to the bits that it's circuit would normally feed. > >On the road bike the logic of the imobiliser will live in the ECU, the >key end of things will just send a signal to it via the 'aerial >doofer'. The fuel pump and all the imobilised things will live on >the end of a wire from the ECU, and will only get their + once the ECU >recieves it's signal from the aerial doofer.. > >So, as that bit of feed and logic probably doesn't live on the race >ECU at all what you may need find all the things that live on the >immobilised side of the + feed, on the regular ECU, sling that + feed >via a relay linked directly to the key. You're essentially correct, although I would probably have expresse it slightly differently. What I was calling the 'immobilizer' is actually labelled as the 'immobilizer amplifier' which takes the signal from the 'immobiliser antenna' (on the ignition switch), and sends it to the ECU. There's three wires between this immob amp and the ECU. One of them will be the 'good' signal out, saying that it's ok for the bike to run. My initial thought, due to the fuel pump not cycling when the kit ECU is in place, is that this wire controls the fuel pump relay. But that's not what the diagram indicates. Krusty reckons it feeds the kill switch, but I can't check the diagram from here atm >Perhaps you should scan the 2 loom diagrams. Actually, I've got PDFs of both. What I don't have is a tool that will allow me to cut the two pages of the wiring diagram out of the 600 pages of the manual. I guess you don't want me to send a 188MB email? -- Champ We declare that the splendor of the world has been enriched by a new beauty: the beauty of speed. ZX10R | Hayabusa | GPz750turbo neal at champ dot org dot uk |