Anyone used that?? should be great for jetting?

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THAT looks like one cool little doo-dad.
In my case, it would have saved me hours in trial, and error, error, error. I can imagine if you had lotsa bikes to tune, what a invaluable tool it would be...
With my single mikuni, I finally settled on a big, foam, UNI filter, combined with the leanest (220) main jet, and the needle on the 2nd to lowest setting. It goes like hell, who wudda thunk it? cheers, Don
 
prmurat said:
http://www.magicracing.com/Trail-Tech-TTO-Temperature-Gauge-14mm-Spark-Plug-_p_9935.html
Philippe
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I've seen values for exhaust gas temperature, what would the optimum temperature cylinder head temperature be though?
 
I don't see how it has any use in tuning/jetting. For it to be even slightly useful you would have to know the optimum cyl head temp at the spark plug for every stage of operation - idle, midrange, WOT, etc. Where is that data available and how would it be applied? It's a lot easier to tune by the way the engine acts at the different throttle settings rather than wait for a head temp to show a change sometime after the fact. Seems totally useless to me for that purpose.
 
I have had great sucess on my XS650 using the Mikuni chart, marking the throttle at 1/4 intervals, riding and observing, then changing accordingly. I couldn't believe how simple it was.
 
The Vapor unit I just got from Trail Tech came with an engine temp sensor. The display shows cylinder head temp or water temp depending on the bike and you are able to set warning light LED's at at specific temps. Cool, but the purpose seems to be to let you know when the engine is warmed up and when you are in danger of overheating. Might be too slow to reach steady state for jetting though.
 
So you are all saying that the size of jets, i.e the amount of fuel getting into the engine does affect the cylinder/head/combustion heat? is there no interest to see that an engine runs cooler or warmer with a set of jets or the other?
How do you spell hole in a piston??
Just the usual anti anything modern/new position?
Philippe
 
I don't see that spark plug temp will tell you nearly enough to get jetting right. There are too many other variables. The plug temp will change with ambient temp, throttle position, load, everything.

I just bought one of these:
http://www.aemelectronics.com/wideband- ... ge-kit-745

Not cheap, but very accurate. A far better way of checking jetting if you're serious about it.
 
prmurat said:
So you are all saying that the size of jets, i.e the amount of fuel getting into the engine does affect the cylinder/head/combustion heat? is there no interest to see that an engine runs cooler or warmer with a set of jets or the other?
How do you spell hole in a piston??
Just the usual anti anything modern/new position?
Philippe
Click to expand...

If a full engine diagnostic system like a dyno was a steak diner, the air fuel meter would be like the baked potato, a very significant tool. IMO the EGT would be a much bigger and of more imediate benefit like the steak.

The CHT readout would be the after diner mint....probably to slow for preventing a holed piston but it does have some use...just not as magic as you make it sound.
One day soon I will have to spring for some AFR meters, my chassis dyno has 4 EGT readouts and 4 CHT readouts, but I normally I don't bother to hook up the CHT thermocouples.

dynodave
52 Norton Dominator model 7, 61 BSA Golden Flash, 63 Atlas, 68 Dunstall Atlas, 68 T100R, 72 Combat, 75 E-Start, 87 Serv-Equip 100HP MC brake dynamometer, 92 907ie duc, 02 MS4 duc,
 
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