No actually, the shogun map is quite like what you need on a ht RD(even the Lt needs something like it, but would need greater changes in timing). Not that its a perfect match, but pretty close. All old school bikes ,using electronic ignition in inida used an analog graph. The yamaha bikes use a cdi that advances at a certain rpm, and stays there. The shogun on the other hand needs to go back to a lower spark advance (retarded timing)at a higher rpm since it makes it max power at a relatively higher rpm(somewhere near 8-9000rpm, i guess). At that rpm , even though we would think that the bike needs a more advance timing(the fuel is burning at the same rate, but the piston, since its are pumping faster and completing the revolutions faster, does'nt give it enough time to ignite completely), but the cylinder pressures are so high that the fuel fires like lightening(higher pressure lowers the ignition point, and so does heat, thats why overheating leads to a runaway bike), hence a lower advanced timing.
If you can get your hands at the nippon cdi shogun igintion system, you can try it yourself.
And only the single cylinder electronic ignition kits(if it has just a single pickup device,doenst matter if it has a single or 2 cdi boxes) modified for the RD or the stock RD electronic ignition(that has a sinlge pickup,cdi, and a single ignition coil with 2 outputs) deliver a waste spark, not the points or the autoescorts kit, since then you have a single pickup/point,(TDI) and coil for each cylinder firing independent of the other cylinder. Infact ,a waste spark has some advantages too, and that is it helps save your plugs from oil fouling more than what a single spark per rotation does.
The autoescorts kit is not that bad either, it delivers a spark an inch and a quarter long, so its much better than the points system atleast, and helps fight the fouling problem even more. The problem with this kit, especially with a LT cylinders (which are more prone to overheating, which is due to, besides the port sizes and a leaner mixture, also due to a greater squish chamber), is that it has the capacity to burn a hole into the piston very fast, if the timing is slightly advanced and the bike has a load to carry.
Also the fact that neither the central magnet, nor the pickup is firmly fixed at its place and can move, thereby changing the timing. The central magnet is bolted on top of the cam, with no carter pins or splines or anything of that sort holding it firmly in place, just a single stupid bolt Therefore the forces of inertia can change it pretty soon. Also the pickup has a single screw to hold on too,therefore it too is suspectable to move under vibration, and i doubt that strip of metal that holds the pickup is any good. Its as nimble as a feather, its so soft a metal that it moves quite easily, even with a slight push and i dont know anything about contraction or expansion due to heat/cold cycles, but it sure would change the timing.
I never thought that the system was anything close to fit and forget, coz i had to fix it every now and then. Its not a very precise switch as such. since it has a larger magnet, which actually cuts the current withing a certain range of degrees/or mm below TDC, not exactly at a certain tdc/degree. As it revolves faster, the magnetism changes thus still changing that range somewhat. It could have been made better by using a larger diameter rotor( a huge disc rather than a small button size rotor), a smaller pickup and magnet/ or placing the magnet under the pickup and not on the rotor(as is the original RD cdi system) or by just using optical(laser) hall effect signal devices instead of magnets (I think a number of aftermarket ignition system abroad, including the petronics or piranha kits, use the same kind of optical hall effect switches in a number of afflications.
What i did when using the Autoescorts kit was to use thesignal switches(pickups) from the stock RD electronic kits. I took the stock Rd CDI rotor/cam, which has 2 steel arms on it, each with a number on it (1/2) indication what number cylinder it is meant for, and i used to stock RD CDI pickup/ signal switches and plates, cutting each plate to half(its otherwise a full circler disc) and mounted it on the alternater, such that each plate can be adjusted independent of the other. Hence i now had a rotor that could not move and i had a pair of pickup coils firmly held to the alternater so that it would not move, but still giving me independent timing control of both cylinders, each signalling an Transister switch(TDI), and firing an independent coil. Also it has the magnets placed under the pickup coils so it provides a much more accurate and precise timing range. It worked much better for me than what the autoescorts switches did.
I later also cut off one arm of the rotor(no.2 arm), so as to avoid a waste spark, but i did not notice any difference whatsoever, niether in pickup or top speed, nor the fuel economy, so i replaced the rotor with another on that had 2 arms, atleast it did save me somewhat from fouled plugs(i always did usea double dose of 2t for the bike. The normal amount with the fuel in the tank, and aslo using the extra dose supplied by the auxullary 2t tank. i Just didnt want to risk a seizure, but it never used to smoke a lot either).
Take care,
Bikram |