STRUGGLE UNLIMITER CDI: CDI Rextor, BRT CDI, XP 202, CDI Cheetah

OTOMOTIFNET - Having previously tested the optimization of the fuel with various fuel pengirit products designed by Martin Hendry, ST. This time Otonetters, community members at the Forum OTOMOTIFNET.COM again fly the flag Otoneters Indepnedent Tester with a testing programmable CDI for Honda Supra X125.
Once selected four brands in this testing is BRT, Rextor, XP202 and Cheetah Power. Requirement is the selling price of each CDI diiukutkan in this comparison should not exceed USD 500 thousand. Price is most ideal for the daily needs of a match or just plug & play on the motor with the standard spec.
CDI Testing lasted long enough from late February to early April. The length of time because there are four testing variables were tested separately. That is, the peak rpm to find out who had the highest limiter. Then there is the acceleration test using measuring instrument Racelogic.
Followed by conducting tests of fuel consumption and final test of power and torque with a dyno test. The purpose of this test in several separate stages, not to find who is the best among the four CDI. But more work to map out which one best fits the needs of consumers. Given each CDI has a different character to each other.
Consumer motivation in selecting the CDI also vary. There is replacing the CDI just because looking great power but have also accelerated the bike just wants more and ngacir or even want the more economical fuel consumption. So, let's follow the summary of four of this testing process.
Testing was conducted on a Honda Supra X125 loan from PT Astra Honda Motor (AHM) in a completely new conditions and standards without any alteration. Also selected to undergo all three tester circuit testing. Two of the members OTOMOTIFNET.com Forum (Star Prado and Spidlova) and one representative of the editorial OTOMOTIFNET.com (Popo).

In all this testing is used curve which has been recommended by each manufacturer CDI. BRT curve gives a chance to ask click on the position of number 8 which means that ignition timing be set at 35 degrees before top dead point. Rextor choose the curve is placed at position number 0. Medium Cheetah Power advised to use the first curve. And because they do not have a choice XP202 curve then straight plug.
Housed in a garage Automotive Service Station (OSS), the measurements done with rpm meter BRT brand. Pegged engine temperature 70 degrees Celsius with a tolerance of 5 degrees Celsius. Each CDI can turn lauched two to three times. The result when the gas in engine speed (rpm) the highest, all CDI is able to make the engine scream more than 12,000 rpm. Comparing with the standard CDI only play on numbers 9000 rpm.

CDI Standard = 9841 rpm
BRT CDI Neo Click = 12 930 rpm
Cheetah Power CDI CP 400 = 12 700 rpm
CDI XP = 12,400 rpm
CDI Rextor = 12,280 rpm

Located in front of the office OTOMOTIFNET.com acceleration testing started at 11 pm when the road is completely deserted. The length of the track about 300 meters, 200 meters for testing and 100 for the braking distance. The length of this track like a drag bike path length of 201 meters in length.
The condition of the engine remains the standard without any alteration. And all the tester (Star Pradipta, Spidlova and Popo) had a chance 2 times running for each CDI. Results below draws record the best time for 100m and 200m. The times during testing is measured by measuring instrument Racelogic.
Standard CDI
Spidlova
Distance (m) Time (s)
0-100 10.0
0-200 14.7
Pradipta Stars
0-100 11.7
0-200 16.7
Popo
0-100 09.0
0-200 14.1
BRT CDI Neo Click
Spidlova
Distance (m) Time (s)
0-100 10.3
0-200 15.1
Pradipta Stars
0-100 09.4
0-200 14.2
Popo
0-100 08.5
0-200 13.3
Cheetah Power CP 400 CDI
Spidlova
Distance (m) Time (s)
0-100 08.1
0-200 12.9
Pradipta Stars
0-100 09.6
0-200 14.6
Popo
0-100 09.3
0-200 14.4
CDI XP
Spidlova
Distance (m) Time (s)
0-100 09.5
0-200 14.4
Pradipta Stars
0-100 09.7
0-200 14.6
Popo
0-100 09.1
0-200 14.0
CDI Rextor
Spidlova
Distance (m) Time (s)
0-100 10.6
0-200 15.4
Pradipta Stars
0-100 09.6
0-200 14.5
Popo
0-100 09.2
0-200 14.1

Measurement of fuel consumption is done by using a burette (measuring cup), how pengetesannya to see who the fastest spend 100ml of gasoline. Put simply from the results can be seen, which quickly drains means is that the old wasteful abisnya means economical.
When testing the motor is at rest with engine temperature pegged at approximately 70 degrees Celsius. And the spin machine is made statically at 5000rpm. Measurements were taken with 3 stopwatch held by Arseen lupines, Nanda, and David. The average results obtained are as follows:

CDI Standard: 1 minute 16 seconds
BRT CDI Neo Click: 1 minute 25 seconds (11.84% savings)
Cheetah Power CDI CP 400: 1 minute 22 seconds (7.89% savings)
CDI XP: 1 minute 15 seconds (more extravagant 1.31%)
CDI Rextor: 1 minute 17 seconds (1.31% savings)

Last test was done at Dyno Dynamics dynamometer branded service station owned by the Equator region Jl Scouts, East Jakarta. Dyno testing done without any alteration to the motor. Even setting the wind and gasoline in the carburetor is made uniform even though mutually exchange CDI. Tests carried out 2 times, with a standard nozzle and the nozzle which has gone up one step from standard. Size 35/75 to 38/78.
CDI also continue to use option click / curves equal to 3 the previous test. In this testing machine set at a uniform temperature at 90 degrees Celsius before the machine gassed. Thanks to the blower is mounted near the engine block cylinder temperature during testing can be stabilized dikisaran 100-110 degrees Celsius. And each CDI had a chance 5 times the run. The result is astonishing.

The first session without jeting
Standard CDI Max Power: 8 dk
CDI XP Max Power: 7.8 hp
Rextor CDI Max Power: 7.9 hp
Cheetah Power CDI Max Power: 7.3 hp
BRT CDI Max Power: 7.7 hp

The second session with jeting
Standard CDI Max Power: 7.4 hp
CDI XP Max Power: 6.1 hp
Rextor CDI Max Power: 7.5 hp
Cheetah Power CDI Max Power: 6.8 hp
BRT CDI Max Power: 7.3 hp

 

 

SETTING THE WAY MOTOR CARBURETOR

Motorcycle Carburetor SettingThe main task of the carburetor is to mix Fuel (BB) Air (O2). About his range with a ratio of BB: O2 adl 1: 13-15. Anyway gmn how I'll get the engine supply mix that much.
Why use range, whereas the theory of ideal combustion buku2 it 1:14?Jwbannya adl Because of machinery & environments affect mixture settings BB: O2.
For example:Higher compression engines hotter MEAN MEAN need more supply BB let the machine do not breached.Humidity (moisture) environment higher MEANS BB contaminated water mixture, mix MEANS getting poorer, more hrs MEANS gasoline.Low environmental temperature MEAN MEAN working temperature down gasoline engines must be reduced for the working temperature of the engine so ideal.Bobokan exhaust (free flow) higher rpm MEAN MEAN MEAN need the engine temperature increases the higher BB.And many more parameters that must diperhatiin including inlet design on the block who b'pengaruh dg setting nozzle as the dealer BB.That theory basically.
Setting karbu:Karbu PNY 2 spuyer:One main jet (tuk NSR std size 130) reply meyalurkan play BB at about half throttle or more roundsOne fruit of the pilot jet (NSR std size 45) who plays BB distribute gas from round 0 degrees until full, cm effect of this jet pilots could be said not very significant at full throttle engine rpm N-me-high.Another thing which affects the setting include:
Venturi size karbuNeedles skepticismStelan windPower jet.Venturi karbu bigger the more air that needs through nozzle allows for greater good spy pilot or main jet mixture can be fitted.
Then, when we raise ato spuyer2 shrink again?
Previously hrs gejala2 know first time machine and mostly lack of BB BB:

1. "Ngempos" are symptoms such as loss of engine power due to shortage of distinguished BB
2. "Mberebet" adl symptoms distinguished the engine actually feels like a restrained power cm solid and sometimes accompanied by the sound clash of metal settingannya if too wet.
Kl NGEMPOS mean machine takes BB, BB kl brebet most machines.
CasesWell here kasus2 krn yg common jet pilot issues:Motor kl am hard to live krn ngempos opened so gas continues to die ya mean naekin jet pilot.Motor dah tiba2 road but often lose power during low speed rotation N gas means naekin pilot jetMotor over heat as the road often means asking naek slow jet pilotMotor brebet in lap down but good on the put on the pilot jet is too big.Motor not use the choke kl N can directly start the morning(This is not normal jg) means the pilot hrs down.
In conclusion, there kl ngempos symptoms, high temperatures are relatively low diputaran who then asked naek pilot jet, N kl there brebet symptoms in low-jg put down the pilot hrs.
Then tuk kasus2 mainjet:Mtr brought kebut2an so until then finish the round on the road so ngempos coupled pelan2 asep ngebul MEANS temperature increases dramatically at high speed main jet requested ride MEANSBreath motor on lap top is too long mean mainjet requested ride.Mtr ngelitik whereas the other normal engine temperature MEAN VERY HIGH when the lap top requested MEANS main jet ride.Motor brebet in the put on the main jet just means asking downetc.In conclusion, if mtr brebet in the put on the main jet means hrs down, if mtr high temperature in the lap of the main jet is asked to rise.

Note:Each nozzle shall be no change in size wind settingsDo not be based on the temperature indicator on the dashboard tuk krn setting guidelines would not fit, it takes a strong jockey who feelingnya dah.Sometimes detonation can not be treated with naekin spuyer if detonasinya already severe. This means that there are abnormalities in other engine components.

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