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Like I said, when you are at the track and you are on the the back stretch pull your choke lever up when it cuts out that alone will give you good info and dont change the plug gap they are pre gaped, very unlikely it is the coil, you are starving for fuel. Cold temps = rich jets warm temps = lean, the weather is looking better for sunday testing, start with a 170 main high temp for sunday is 41. If it were the coil it would cut out all over the rpm range.
P.S. I’m the guy that got your mychron to work
Hey Derrick, I forgot to add make sure the cdi and coil are at least 4″ to 5″ apart. I dont recall how it was set up when I looked at it, if you dont have any luck this weekend let me know I’ll see if I can meet you at the track and get it running right for you, make sure you have cold oil cans for after..
@Ken Arellano wrote:
Like I said, when you are at the track and you are on the the back stretch pull your choke lever up when it cuts out that alone will give you good info and dont change the plug gap they are pre gaped, very unlikely it is the coil, you are starving for fuel. Cold temps = rich jets warm temps = lean, the weather is looking better for sunday testing, start with a 170 main high temp for sunday is 41. If it were the coil it would cut out all over the rpm range.
P.S. I’m the guy that got your mychron to work
Yeah chris told me you were going to reply. Thanks again for giving the micron your magic touch btw! I’ll give that a try on the back stretch today. Two weeks ago I knew absolutely nothing about carbs or two stoke operation. I feel a lot more comfortable now about how it all needs to work that Ill be able to solvethe problem today. I’ll let ya know. I’ll check on that cdi to could distance too.
Hey Derrick,
Just want to clarify that the main jetting I used was a reference point and you should sneak up on it. I would not suspect the coil as the specific issue you’re running into right now, just something to look at as many have had this as an issue as the strands of wire break it will start to break up at high rpm’s.
Also there are a lot of great resources in this area for the Cr motor and Ken is one of them, his son was running the Honda when Roman and many others where still running the Icc motors. Read what I sent you and tap into the racers and you’ll have it nailed down soon.
Rick
Hey Rick thanks for compliment, sure miss the racing thing. Good to see new people picking a cr package, hard to beat the fun factor in stock trim, also good to see new people getting into the sport the way this economy is. Talked to my nephew last nite and him and derrick found the sweet spot adjusting the clip position and testing main jet combos. I would say alot of us that were racing on a regular basis are a good source of info for new people. Pretty cool to see we are getting a purpose built track for F1 in texas, although who would of seen 4 cyl. engines finding there way into F1.
Take care
KenKen:
I’m with you, though 4-cylinder turbos did race in F1 in the 1980s. I hoped that’s where they’d stay.
Turbos ruined F1 in the ’80s, financially and aurally, and the start of the huge money era. The new ones, well…. we’ll see (and hear). We’ll be there regardless.
Yeah thanks Ken and everyone else for the help. Chris and I got it running much much better after making small adjustments in the right direction. I have a good starting point now, so I should be able to make small changes with the weather from here on out to keep it running well. Plenty of work to be done in the alignment, tire pressure, and driving department…. Especially in the driving department. Here is a quick and crappy iPhone quality video of the first lap I was able to do at a decent pace after we got it working.
http://www.youtube.com/watch?v=lyyWalZYuwY&feature=youtube_gdata_player
now cut me some slack. There are a lot of areas of improvement but I’ll dial it in by this summer for sure. What times should I be shooting for in this kind of kart?Yes, 4bangers were around then but not all teams were required to run a 4cyl engine, and I think BMW was the only one developing that platform, not sure didnt realy start following closely till 1998. The engine size would give more room for futher developement of K.E.R.S and fuel cell capacity. I hope 2012 isnt the last chance to hear a v8 at 18000 rpm.
KenHey Derrick, I havent checked but you should be able to get lap times from mylaps.com of race’s held at imi, g.junction, and the track at centennial.
Ken@Ken Arellano wrote:
Yes, 4bangers were around then but not all teams were required to run a 4cyl engine, and I think BMW was the only one developing that platform, not sure didnt realy start following closely till 1998. The engine size would give more room for futher developement of K.E.R.S and fuel cell capacity. I hope 2012 isnt the last chance to hear a v8 at 18000 rpm.
KenKen:
You’re right, 4-cyl was not mandated back then (if not mistaken, the regs were “turbo, 1500 cc,” or “normally aspirated, 3 litre”). That era saw 1000+ bhp, and had its attributes for us fans. But break out the checkbook, and watch the grid spread out. FIA’s correction was enacting a 3 liter, normally-aspirated formula for 1989-95, and those years were ripe with a diversity of great motors: V8, V10, and V12…. and the Life W12 motor that generally ran a lap or three in first practice before grenading. There was so many cars they needed to pre-qualify for the right to qualify, deleting maybe 10 cars from the field on Friday morning at 8. Still expensive, but not hundreds of millions/year. Rule changed to V10-only for 1996 when 12s were getting revvy and pricey and too unreliable for many’s checkbook.
Time will tell, but the current rules today are too successful to risk screwing up with turbos. I haven’t read the regs, is there still an engines per season rule? (the current number of I think 8 or 9 won’t be enough)
And Yes, I’m afraid 18K will disappear for a while…. but will come back in a few years (as 22K?). It’ll be great regardless, but turbo 4s might sound like one has an ear problem.I do like the KERS part of F1, provided it doesn’t gap the field from expense. I hope the technology gravitates into street use, but think racing already covers its butt in gas saving technologies. That will need to be better stated in their PR, and maybe 2011 will bring that. But…. NO electric F1, please!!! (unless they run an on-board simulcast of V12 sounds….not).
I’m just not sure how any new engine formula — a turbo formula — can save the dwindling teams’ money. We need 30 cars, not 20, and no more new teams at 5 sec. off Pole…. and no spec anything behind the bulkhead. Just IMHO.
although this thread has gone off on a tangent i figured i would post the resolution in case anyone else searches about the same problem lol
well i finally figured it out this weekend… it was the simplest mistake in the world. Mikuni jets are on a different scale…everyone that i was asking for help had a keihin carb, so people were telling me jet sizes like 165-175 depending on the weather is what works for them so thats what i should run. i would tell them that i have a mikuni carb but most people dont know much about them, so nobody told me that keihin jets are waaaay bigger than mikuni jets. a keihin 168 main jet is huuuge compared to a mikuni 168. so i eyeballed it and made a guess. i put a 360 main in it and it ran great. 100% throttle pulls like crazy now so i must be in the ballpark, now i just need to find the range so i can compensate for weather. got my times from 58’s to 54’s this weekend too 🙂 getting there ! ill post some video from this weekend later tonight. BTW Ken thanks for all the help this weekend. i had an awesome time finally getting to ride up against Chris and his Kart. looking forward to getting back out there next weekend.
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