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About konrad

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  1. konrad

    Really Easy Start

    I find it interest that the Explorer has both a main filter capacitor plus a filter capacitor in the EasyStart box. This latter capacitor is only connected when the fan is running. The trials bikes with factory EasyStart dispensed with the main filter capacitor. I think the entire EFI system was a learning process for OSSA, and perhaps Kokusan Denki as well (whose 2T experience was with snowmobiles). I also think it's difficult to generalize too much about how the different models operate. Not only are the "maps" themselves different, I believe some of the ECU firmware may be different as well.
  2. konrad

    Really Easy Start

    I've noticed the same thing. And they did not design the box for easy AAA cell removal/installation. I've anyone has a dead EasyStart box, I'd like to reverse-engineer one of those too.
  3. konrad

    Really Easy Start

    To check if the EasyStart is working properly, connect a voltmeter between the Red & Black wires at the 6-pin diagnostic connector. Momentarily actuate the kill button. You should see something close to 9 VDC for 30 seconds. If you don't, replace the 1.5V Ni-MH AAA cell in the EasyStart. Or simply remove the cell and charge it outside the bike. The bike's electrical system does recharge this cell at a trickle rate. But I think if the cell gets really low, the trickle charge becomes insufficient. Lotus, I'm not sure how you can start the bike while actuating the kill button. On the trials bikes, the kill action overrides (as it should). Perhaps the Explorer is different? I no longer think it's necessary (or perhaps even desirable) for the fuel pump to run prior to kicking. The fuel pump and Injector are powered by a seperate winding on the stator (I'm in the process of reverse-engineering the ECU). You can learn a lot by "teeing" a pressure gauge into the injector's fuel line. Most of the time these EFI OSSAs will start on a single kick if everything is working properly. The problem is that the system is quite complicated with lots of potential for things to go wrong.
  4. konrad

    Electric start

    Information on US website says yes. http://www.trsmotosusa.com/2020_TRS_One_RR.html http://www.trsmotosusa.com/2020_TRS_One_R.html
  5. konrad

    Ring End Gap

    If you don't get a better answer, I'll say that 0.002" is too tight for anything. I'm guessing it may be a misprint and should be 0.020" as the service limit. 0.012" seems roughly right for new rings. At the risk of stating the obvious, the purpose of the end gap is to allow clearance for expansion as the ring gets hot -- you do not want the ends to ever touch. Minimum end gap is a function of bore diameter and operating temperature. New end gap is typically on the order of 0.004" per inch of bore.
  6. I don't know the answer, but you can download a Braktec trials catalog here: http://braktec.com/product/ I'm guessing the caliper looks like this: https://www.splatshop.co.uk/braktec-4-pot-front-brake-calliper-mono-black-red.html Have a look at EBC's FA644X pads: https://www.oreillyauto.com/detail/b/ebc-motorcycle-5876/brake-systems-16456/brake-pads-shoes-16515/brake-pads-12845/a99314144bb6/ebc-brakes-ebc-motorcycle-front-disc-brake-pads/fa644x/6095770
  7. Are you measuring the secondary with or without the resistor cap (which is typicality about 5000 ohms)? Resistance reading don't tell the whole story. https://www.trialscentral.com/forums/topic/70835-montesa-cota-315r-no-spark-issue/ CDI ignition coils are fairly universal - a better way to test the coil is by substituting it into a working bike (almost any single with a CDI).
  8. Good question. Models such as these have pointed me in the right direction in the past and I always learn something from them. If somebody wants to correspond with me about it, message me.
  9. I've been studying the effect the main jet has on part-throttle fueling and learning a lot. Have found an equation for two flow restrictions in series (in this case the main jet and the needle system) and have written a small spreadsheet based on the Dellorto PHBL 26. Is anyone interested in the results? I ask because presenting/explaining them would be a fair amount of effort. I'm also uncertain what the best way to actually present them would be (I know not everyone is as enamored with numbers as I am). Would anyone be interested in working with the spreadsheet? It's in OpenOffice Calc, but I could convert to MS Excel.
  10. The problem is more than merely academic to me. My wife thinks the thing that will eventually cause her to stop competing is repeatedly starting the bike. I compete on a 250 because it's easier to kick.
  11. Then I will defer to your experience in the matter, sir. Trials bikes are weird.
  12. What is the original source of that chart?
  13. I think the best way to make an alternator/starter work is in conjunction with an automatic compression release. But if just a compression release made your 300 as easy to kick as a 125, would you still want an electric starter? Yamaha used a small (3mm?) bleed hole above the exhaust port on the RD400 to make kickstarting easier. The hole really made no noticeable difference otherwise (as the guys who tried plugging them discovered). I investigated drilling a bleed hole in a trials cylinder once, but it would have gone right into the water jacket.
  14. Tell that to the carburetor manufacturers. Here's just one example: http://www.sudco.com/jetting_assistance.html All are similar. I do agree with your statement in that if you install an extremely small main jet, the flow will be limited at part throttle. But for any reasonable size main jet for the application, that does not happen.
  15. The main jet really has no effect until more than 3/4 throttle. Enriching the clip position may help somewhat, but the needle taper itself has more influence at 1/2+ throttle. Cleaning carbon from the head and piston would help if there is an accumulation. Have you tried a higher octane fuel?
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