Texas Two Step Taco
- Thread starter Texasstar
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Interesting that it likes Q16 but I am confused. Your earlier runs were with old C12 & BeNol. Then you changed to U4.4 which seemed to get lost in teh water trap and now we have Q16 plus Redline synthetic. We don't know what tests you ran but what changed, old fuel to fresh fuel, Benol to redline, C12 to Q16, main jet change from 220 to 300. That's a lot of variables. Did you also change ignition timing to take advantage of the Q16 or are we seeing clean fresh gas versus old stale water contaminated gas, or is it just the extra fuel that Q16 effectively uses to keep temperatures down?
How about fresh C12 with Benol and then with Redline back to back and fresh C12 to Q16 with the same oil back to back. Is it the oil or the fuel, fresh or stale....
How about fresh C12 with Benol and then with Redline back to back and fresh C12 to Q16 with the same oil back to back. Is it the oil or the fuel, fresh or stale....
Texasstar
Can't is a four letter dirty word
We tried fresh c12 with the 20:1 BeNOL and it wouldn’t even run. Fuel separated immediately.
We switched to fresh C12 and 20:1 Maxima 927 and made two runs 233 and 234. Air fuel looked identical to the same 232 compromised fuel run.
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We switched to fresh C12 and 20:1 Maxima 927 and made two runs 233 and 234. Air fuel looked identical to the same 232 compromised fuel run.
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Texasstar
Can't is a four letter dirty word
See post above first.
Then we switched to Q16 with 40:1 redline. 250 jet.
Run 236 we were fine on air fuel till 5000 rpms and went lean.
Run 237 we bumped to a 270 jet. We were still a little lean on top.
Right now I have a 300 jet and I think we are a little rich because we thought the clutch let go but it was just the cable.
Going to the track and will start with the Q16 and 300 jet. Then see how we do for 3 runs and go down a jet size and see what happens.
Let me post the Q16 runs on video
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Interesting that fresh C12 and Benol separated immediately. and also odd that fresh c12 with Maxima ran the same numbers as old C12. That suggests that the water content made no discernable difference to power or maybe the water compensated for stale fuel. Either way, it's important to have a clean repeatable baseline.
Q16 is really designed for high compression motors i.e running huge turbo boost and runs rich to push octane numbers higher. But it does have a lot of oxygen - almost 10% so that partly explains why it needed to be jetted up. I think VP says it needs to go up by 7% so 220 main plus 7% is roughly 240 main jet. Odd that it needed a 300 but that could be because combustion chamber temperatures were rising when it came on the pipe and for whatever reason, it needed the extra fuel to keep it cool. That assumes that 220 was actually the best jet for C12 with the weather you were testing at.
But before you go any further, what about U4.4 with Redline or Maxima? That would be interesting to see how it compares.
Maybe time to move to M5 and even higher CR and more spark advance.......
Q16 is really designed for high compression motors i.e running huge turbo boost and runs rich to push octane numbers higher. But it does have a lot of oxygen - almost 10% so that partly explains why it needed to be jetted up. I think VP says it needs to go up by 7% so 220 main plus 7% is roughly 240 main jet. Odd that it needed a 300 but that could be because combustion chamber temperatures were rising when it came on the pipe and for whatever reason, it needed the extra fuel to keep it cool. That assumes that 220 was actually the best jet for C12 with the weather you were testing at.
But before you go any further, what about U4.4 with Redline or Maxima? That would be interesting to see how it compares.
Maybe time to move to M5 and even higher CR and more spark advance.......
Texasstar
Can't is a four letter dirty word
Here are the Q16 dyno runs. I need to get some fresh U4.4 and give that a try.
Q16 smells soooooo good.
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John Murray
Been Around the Block
Don't be surprised if you find it wants more jet at the track than it does on the dyno.
Texasstar
Can't is a four letter dirty word
John Murray
Been Around the Block
Good to see the clutch held up. I wouldn't worry too much about the grey sludge, it's normal for an all-steel clutch and doesn't seem to hurt anything. If the current setup is working I'd stick with it for the time being rather than introduce a new unknown. Finish tuning first.
Texasstar
Can't is a four letter dirty word
We will see how these composite clutch holds up. I have more steel plates on the way. 83 with a 1.8 60’ gets us in the 7’s now it is clutch management. We have good fuel and 6 more ftlbs of torque
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Try to avoid smelling too much burned two stroke fuel. Unburned is bad enough but I hear that it is highly toxic. Back in the days of 500cc GP two strokes the fuel guys all owre full breathing and eye protection and gloves ad so on when they filled a bike and no one would stand anywhere close to the exhausts when they ran.
Into the sevens any day now with the nice cool dense air.
What is causing that double kill stumble each time you change gear? It doesn't sound like a double shift but sounds like a double kill - must be a zombie setting in the ignition box I guess. is the microswitch bouncing or perhaps double triggering the ignition system by any chance?
It's like it kills it when the microwitch momentarily changes status and kills it a second time as the button is released. That doesn't sound possible, but there's a definite double kill going on. Is the Kill on the Ground side or Power side of the Zeeltronic and is it possible to change sides? Accent has to be switched on a particular side and I don't remember now if it's the Power or Ground but it's particular. Not so sure about the Zeel, but BB should know.
What is causing that double kill stumble each time you change gear? It doesn't sound like a double shift but sounds like a double kill - must be a zombie setting in the ignition box I guess. is the microswitch bouncing or perhaps double triggering the ignition system by any chance?
It's like it kills it when the microwitch momentarily changes status and kills it a second time as the button is released. That doesn't sound possible, but there's a definite double kill going on. Is the Kill on the Ground side or Power side of the Zeeltronic and is it possible to change sides? Accent has to be switched on a particular side and I don't remember now if it's the Power or Ground but it's particular. Not so sure about the Zeel, but BB should know.
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Texasstar
Can't is a four letter dirty word
Ralf sent me a wiring diagram form the Zeel to remove the air over electric.
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Hopefully that will eliminate the stutter at each gear change. Looks like a simple ground through the button should do the job for the Zeeltronic.
Are you using resistor plug caps or fully suppressed leads? I did notice that on the Zeel website that they mention the need for suppressed caps
BTW, Love those Pingel buttons/switches.
Are you using resistor plug caps or fully suppressed leads? I did notice that on the Zeel website that they mention the need for suppressed caps
BTW, Love those Pingel buttons/switches.
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