GP racerX

Oh haha let me restate that...What I ment is closed loop is not 100% needed for every aplication You can get by with just a simple open loop for say a banshee, If your looking to keep the cost down. The wide band O2 is nice but its added cost

I would definatly be interested in talking to some one on those units.... I use the old ecu stuff with out closed loop and get by fine once you get it dialed in there is little need for it for racing unless you make a bunch of changes on the engine we ran for many seasons on or little 250 micro just using the efi as a altitude/temp compensator All our new race care use closed loop and data loging ...it sure the best way to go by far and it aids in getting the mapping dialed in and you can tell what happens when things go wrong But in all reallity if you just need a very precise electronic carb just a simple open loop system works wery well You caint beet EFI for runing and tuning methanol burning 2 strokes What we found is the abillity to lean the mixture down for max power but still have the consistancy and safty on runing a carb rich, actually much more consistancy because you eliminate the posibility of sucking the bowls dry.

Id like to hear a banshee at 20k ! :wink:

Fire head I like the looks of that system too.. If your interested I can send you some of the units I have to test plus I have maps that might be close for your banshee. It's old school, but its a good base to compare too. It does as well as a job as my motec units but with out all the bells and whistles

I made some HUGE 48mm x 58mm oval throttle bodies for the caracal's. twin 1600cc injectors to handle methanol and boost

You are right firehead its selling them to the general public thats the problem The charging system is not too bad ...a Moose charging stator or any of the 200w stators wound for full wave will do a pretty good job you still need a pretty good sized battery The old system I have is just a fuel management however it does have the capabilties to run one ignition output. This system was engineered for 2 strokes and works quite well I had it on my banshee since 93' and a few of my friends however its not idiot proof :ninja: It really takes a dyno to build the fuel map either that or a lot a patience lol I have tons of throttle bodies and ecu's and would like to develop a kit for builders some time soon back 10 years ago most peeps were afraid of this stuff but now its common place

Out of all the cool stuff at Pike Peak i would have to say Millen's car and Ryan's truck is the most impressive rigs I have seen go up the hill!! Infact Mike ran a faster time than me on my quad 2 years ago when he broke into the 12min.! Damn he was haulin' :ohmy:

HaHa I grew building lego cars...one of the best time we had as a kid was building long rocket powered lego dragsters :biggrin: we used the estes model rockets enginesand 2stage them and then blast the off down the street!

The pavment sucks! :mad: Tell me more about your Pikes Peak project There was some one working on a sim rally game a while back that needed the 3d maps I sent him some video fooage. I would love to have that as a training tool for the Peak. Do you guys have something like that? Is this a new team in the class 6 trucks or some one whos race there before? I know of a few of those guys..

LOL the #1 reason I became an engineer is so I could drive a train!!

I use a standard load of 5-8 sec from say 6000 to 11000 rpm so its a time over speed control I also use a load over distance control to simulate a dragrace you start at a very low speed and accelerate through the gears while there is a fixed eddy current load and the dyno records the time it take to cover the distance. That article in Superflow newsletter was referring to how we used their drive cycle load to simulate the condition going up Pikes Peak on our quads. What we did is take the max mph that was ran the year before to get an idea of how much load to apply to mach that mph The Superflow will add load as the mph go up to simulate wind drag, granted its crude and doesn

You could do that with this setup by using softer springs and more weight just the same as any lockup

I belive the zstart on the rekluse changes the stall speed of the clutch by adjusting a spring on the clutch cable thus raising or lowering the engagement force The only diference between a rekluse/revlock and my lockup is that on them the bearings are driven by the outer clutch basket thus spinning with the crank all the time. As the rev's go up the clutch starts to engage automaticly. By putting the ball bearings on the innerhub it only spins when you let out the cluch...same as a convential lockup. You can adust the lockup pressure by changing # of balls, the spring presure, and the density of the balls. You can change them while its on the bike by setting the bike on it side and removing the top plate. There is room for 2 rows of 3/8balls on the banshee for a total of 58 It not a highly "tunable" lockup but thats not its design intent. It is to stop clutch slipping so as long as you have enough lockup pressure to do that than there is no need to tune it further.

I used a static load at point contacts were the balls will touch to test the deflection of the top plate I figured since the balls are not realy moving in relation to the plate once they strike it would be close enough It not as accurate because it doesnt take in account friction or the change in gravity as the balls swing in a circle. The clutch assembly is 680grams 50 steels... I ran as much spring as I possibly get in it and it held about 100hp... You might be interested in my new CO2 powered programable actuator Its what i am working on now for the big turbo tripple caracal that Trinity is building :ninja:

The plate is .125" AR400 steel Just for your info on banshee spinning at 11000 rpm the balls are travleing at about 80ft/sec or 55mph Just for th record I could throw one faster than that but yes the will tear stuff up the same way a regular lockup does when it come apart