The BEST 5 Ways to Modify Your Honda trx450r Atv For MAX POWER! (Cheap, Free & Expensive!) 

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Agreed

These things take time, i always circle back to them bro. Its just fine tuning now, the hard parts been done 🤙

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I agree it got me wanting to powdercoat it 😅

Nobody uses that garbage

You must not be too well versed in the dirt bike ATV world Lectron carburetors are used quite often especially people that go up and down in elevation I know a few people that run them on their banshees

​@@johnbruzzi4381just because you don't understand how it works or are unable to set it up correctly does not make the part junk

@@Adam-banshee-man I race xc and I Guess I'm saying that nobody is using them there.

@@johnbruzzi4381 a lot of people don't use them because of the very expensive price I know people that run them on banshees CR250 CR500 snowmobiles side-by-sides I probably know a 15 people at least that are using them either the SC2 or the Lectron

I did look it up and got great information from very reputable sources. The cdi does not make its own timing map based on throttle position and rpm. These 2 maps are preset locked in and have no variation in them because theres no other information being input to the cdi for it to be able to calculate anything different based off of things like air temperature, coolant temperature and such. The only reason it starts easier is because the timing is a few degrees retarded on the 1st map otherwise this wouldnt be the case because nothing else changes. This is a common issue with 2 strokes also when advancing the timing on a plate they become harder to start because of the timing advance. It absolutely will not hurt the bike to leave the tps unplugged on a carbureted bike, it will just stay in the advanced timing map. Different story on efi but the trx was never efi from the factory. The only way you can change the ignition timing within the map is to have a programmable unit installed and make your own. Stock cdi is super basic its just 2 simple timing curves.

@@StupidFastJohn it doesn't make its own map but the position in the map that it uses the 3D map gets its inputs from the TPS and the throttle position whereas the 2D map only gets its input from crank position It's like an EFI map it can use different parts of the map depending on the inputs

@@MrATOMBOMB420 these dont have a crank position sensor.

@@StupidFastJohn it uses the pickup on the stator as a crank position it has to know a crank position in order to fire it's not like a crank position in a car but the pickup on the stator is what is used as a crank position sensor

The 2D table clearly has 2-dimensions, the 1st being the RPM, the second being the associated value. The limitation of this type of tuning is that the tune is static - it has no adaptability. If you are over ~66% throttle, then the DME uses this table, and it doesn't care about actual load. So, for example, if you are at 4000rpm, and 0psi of boost, your ignition timing is ~19°BTDC. And if you are at the same RPM, but 15psi of boost, your ignition is exactly the same: ~19°BTDC. Obviously the load on the motor is not the same for these two situations, so the ignition timing should be different, but it isn't.solution is to change the engine-management strategy to use 3-dimensions.Now the ignition timing is no longer purely dictated by RPM. With the additional axis of load, we can adjust to the dynamic-load nature of a turbocharged vehicle. Using our example from earlier: 4000rpm and 0psi of boost, the ignition timing dictated is ~42°BTDC. And at 4000rpm and 15psi of boost the ignition timing is ~23.2°BTDC. That is a huge change from the static 2-D table in the first example.The added dimension should be immediately obvious. The 1st dimension is LOAD; the second dimension is RPM; the third dimension is the associated value.Now the ignition timing is no longer purely dictated by RPM. With the additional axis of load, we can adjust to the dynamic-load nature of a turbocharged vehicle. Using our example from earlier: 4000rpm and 0psi of boost, the ignition timing dictated is ~42°BTDC. And at 4000rpm and 15psi of boost the ignition timing is ~23.2°BTDC. That is a huge change from the static 2-D table in the first example. The addition of the 3rd-axis provides much better control and adaptability to changing engine loads and rpms. The end-result is a smoother, more linear power delivery, with multiple "secondary effects" such as economy, emissions, safety, ect.

To drink?

@@johnbruzzi4381 to burn as in methanol