Carb wire
Senior Member
1st Gear Member
Joined: Sep 2010
Posts: 695
From: Western NY
I am JUST TAKING A GUESS. It may retard the timing on deceleration to help with emissions. Spark box knows engine RPM and throttle position. Closed throttle High RPM. Retard spark.
David
David
Senior Member
Joined: Jul 2010
Posts: 1,414
From: Missouri
1st Gear Member
Heres a post that i made a number of years back on a different forum regarding the effect of the TPS/K-TRIC in relation to a 98-02 ZX6R with information gleaned from a ZXR1100 by Sean Stasiak.
I don't know if any of this is actually relevent to the KLX but i find it hard to believe Kawi would try and reinvent the wheel and implement a different system on the KLX than thier other bikes...
I don't know if any of this is actually relevent to the KLX but i find it hard to believe Kawi would try and reinvent the wheel and implement a different system on the KLX than thier other bikes...
Doing some digging around the net i found some interesting stuff a guy did a few years ago mapping the ignition curves of the *ECU* on a ZRX1100. Yes i know its not exactely the same, but the K-TRIC system appears to work in the same way on all of Kawi's bikes.
Thanks to Sean Stasiak for all this information and to Jake for bringing the idea to my attention. I tried to send Sean an email to see if he had any other relevent information, but it was returned as it appears the email in the .pdf is no longer valid.
This first image shows a sample of the 3D timing map the "ECU" uses.
The second image shows the operation of the TPS unit. Basically more throttle = more voltage to the "ECU" which translates into more timing advance.
The third is a scan showing the text of the manual describing the K-TRIC operation and its default protection.
Now heres where things get interesting.
From what i can gather the "ECU" input for the TPS operates in a range of 0-5v. The J model service manual states that a properly adjusted TPS shows .95v - 4.15v (lowest idle and highest WOT reading respectively). The ZRX1100 manual states .9v - 4.26v while not exactly the same, is pretty close. More on what this has to do with anything in a minute.
Here is a .pdf showing the ZRX1100 default ignition map with the TPS unplugged.
http://gstasiak.home.bresnan.net/DefaultAdvMap.pdf
As you can see the timing map tops out with around 37 or so degrees of advance.
Now here is the high res mapping of how the "ECU" interprets the readings from the TPS. (You'll need Excel to open and view the spreadsheet)
http://gstasiak.home.bresnan.net/Hi-...%20Mapping.zip
Looking at the spreadsheet you can see that Sean's TPS topped out at a voltage reading of 4.13v resulting in a maximum advance of 35.52 degrees. Now this may not seem signifigant, thats only a 1.48 degree difference in advance. However what this implies is that even with a properly adjusted TPS the "ECU" will never reach full advance even at WOT, not to mention how this could affect the TPS adjusted timing curve. Unplugging the TPS defaults the "ECU" to the "safe" timing map and also results in maximum timing advance that the CDI is capable of.
Thanks to Sean Stasiak for all this information and to Jake for bringing the idea to my attention. I tried to send Sean an email to see if he had any other relevent information, but it was returned as it appears the email in the .pdf is no longer valid.
This first image shows a sample of the 3D timing map the "ECU" uses.
The second image shows the operation of the TPS unit. Basically more throttle = more voltage to the "ECU" which translates into more timing advance.
The third is a scan showing the text of the manual describing the K-TRIC operation and its default protection.
Now heres where things get interesting.
From what i can gather the "ECU" input for the TPS operates in a range of 0-5v. The J model service manual states that a properly adjusted TPS shows .95v - 4.15v (lowest idle and highest WOT reading respectively). The ZRX1100 manual states .9v - 4.26v while not exactly the same, is pretty close. More on what this has to do with anything in a minute.
Here is a .pdf showing the ZRX1100 default ignition map with the TPS unplugged.
http://gstasiak.home.bresnan.net/DefaultAdvMap.pdf
As you can see the timing map tops out with around 37 or so degrees of advance.
Now here is the high res mapping of how the "ECU" interprets the readings from the TPS. (You'll need Excel to open and view the spreadsheet)
http://gstasiak.home.bresnan.net/Hi-...%20Mapping.zip
Looking at the spreadsheet you can see that Sean's TPS topped out at a voltage reading of 4.13v resulting in a maximum advance of 35.52 degrees. Now this may not seem signifigant, thats only a 1.48 degree difference in advance. However what this implies is that even with a properly adjusted TPS the "ECU" will never reach full advance even at WOT, not to mention how this could affect the TPS adjusted timing curve. Unplugging the TPS defaults the "ECU" to the "safe" timing map and also results in maximum timing advance that the CDI is capable of.
Last edited by wildcard; Mar 23, 2011 at 09:31 PM.
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