to all RACING CDI USER,
post naman po kayo ng mga advantage and disadvantage ng gumagamit ng Ibat-ibang Racing CDI. para po mag-karon ng Idea yung mga newbie na may balak gumamit ng Racing CDI.
tnx in advance!
up ko lng po
Manila Moto Club#04 | MCPF#100398/PSF | Police Tracker | CAAG | alikabok rider | sniper owner society | maginoo fire volunteer
katakot naman masabugan talaga ng piston?
Ano b purpose bakit nag papalit ng R.CDI
-Di ba pra mawala yung limiter
-Di ba para madagdagan ng hatak at dulo
natural lagi kang Over-rev.. (eh di hindi advisable na mag R.CDI ka kc masisira piston mo..)
may naka-experience na ba nito sa mga R.CDI User?
Share naman po kyo mga master para may Idea kaming mga Newbie sa ganitong bagay.
may nabasa ako thread na post ni sir Hatake KaKaShi na Stock CDI lng gamit nya.
Bakit kaya stock CDI lng gamit nya
eh ang alam ko sumasabak sa Circuit yun..
Calling master HaTake KakaShi.....
racing CDI user here..though di ako racer..
advantage, better take off, better timing, fuel saver..
ang pagsabog ng piston or anything dahil sa over rev ay kasalanan ng rider yun. batet kasi pipilitin niya na i over rev MC niya. mararamdaman niyo naman kung umiiyak na MC niyo eh batet nyo pa pipilitin? plus kung over rev na, dapat mag fo float muna ang valve springs bago talaga ang pagsabog ng block at piston...
BTW, wala ako tachometer at di accurate ang aftermarket tachos maliban na lang kung digital.
galit ka ba o nagpapaliwanag lang?
gaya nga ng sabi ng TS, the purpose of this thread is para may idea yung mga kapatid nating NEWBIE sa ganitong set-up...
wala namang nagsabi ditong pag gumamit ka ng racing CDI sasabog makina...sasabog o possible na hinde tatagal ang makina PAG PALAGING OVEREV meron...so meron pa rin disadvantages yun, ryt? so dapat malaman ito ng mga newbie para maging aware sila kung gusto man nila ng ganitong set-up...
maging mahinahon po tayo, nandito kaming mga newbie para matuto, hinde para pagalitan...
"damas y caballeros de la zona norte tijuana mejico... The 3 time World Champion"
ADVANTAGE = Sweet!
DISADVANTAGE = Yung ibang CDI na Racing... mahirap na mag start sa electric start kasi nde na na meet yung required minimum voltage.. some models, or cdis for other bike don't really run on push starts.. YOU HAVE TO KICK YOUR ASS ALL THE WAY TO START YOUR BIKE!
Mr. President 00 - 01
i think pre ts maganda din ang r-cdi. lalo na kung trusted and tested ito like ng cdi ni master khunja na dumaan sa dyno test at pumasa sa mga testing na ginawa sa indonesia daw ata yun. search mo nalang pre thread nya..
advantages = better take off, excellent response, additional speed,
disadvantage = malakas sa batt, so kakain ito ng voltahe kaya dapat maganda electicals load mo dito (hindi masyadong marami) kasi baka malowbatt ka plagi.
about sa iikli buhay ng mc or sasabog piston, i dont buy this comments that much. halos lahat ng malalakas na mc naka r-cdi. parang necessity na to. r-cdi kasi eh additional speede, w/o opening yung engine. mamili ka nani, r-cdi, or rebore/cam or any engine mod? anu ang mas makapagpapaikli ng buhay ng mc natin?
anyay, di po ako galit...nagpapaliwanag lang he he...
@MONXJL, and VANHNGLENN
I disagree sa sinabi mo na malakas sa kuryente. Well depende sa brand ng RCDI na ginamit mo. Pero ang aking CDI eh wala po ako problem. BRT cdi po ang gamit ko. And for others info, total 16 months na ang MC ko, never akong nagpalit ng battery, at install ko ang rCDI ko 4 months ago. Bosch dual horn lang ang ibang mods ko that require battery. SIguro pag naka HID ka ayun talagang madali ang life battery mo. Kya don't blame lang ang CDI.
Next week planning to change ako Racing COil at IR plug. ayun siguro lalakas ang gamit ng kuryente. ^_^..
eto po sinabi ko..
"disadvantage = malakas sa batt, so kakain ito ng voltahe kaya dapat maganda electricals load mo dito (hindi masyadong marami) kasi baka malowbatt ka plagi."
kaya nga po inemphasize ko na dapat maganda electricals mo as in hindi masyado marami like HID or sound system or else malowbattan ka plagi. meaning, pag ok naman loads mo like yours, sabi mo busina lang meron ka, edi magiging ok din ang consumption ng rcdi mo. hindi ko po binablame cdi mo
"Well depende sa brand ng RCDI na ginamit mo. Pero ang aking CDI eh wala po ako problem." regarding naman po dito we speak in rcdi in general, meaning lahat po ng rcdi mapa anong brand pa yan..yung iba po kasing malalakas talaga na cdi as in eh nangangailangan din ng maganda electirical input.. syempre, common sense nalang, mas malakas na electronic device, mas malakas na power ang kailangan.. yung brt mo po siguro tama lang ang kain nya sa boltahe.
hindi pa po ako nakaR-DCI. balak palang namin nung TS, fren ko sya. pero naka Racing Ignition na po me, XP, at Iridium SP.
papa, no offense ha, hindi ka pa pala naka RCDI kung anu anu na ang pinuputak mo . nagiging throll ka tuloy niyan. Kaya ayaw na mag comment ang mga naka RCDI eh dahil tinitira mo agad sinasabi eh. Ang sabi ng TS, RCDI USERS!!! comment....PEACE lang papa...
alam mo ba ang prinsipyo ng kuryente? hindi porket malakas ang electronic or kelangan niya, eh kelangan niya ng malakas na voltage! isipin mo na lang 12V, 500 watts, 10 amperes, paano mo mapapa step up ng 12V, 1000 watts, 20 amperes? kelangan mo ng device db? sample lang yan ha baka mag comment ka na naman...
alam ng CDI manufacturers capacity ng mga batteries natin kaya hindi naman sila manghihingi ng 12v 50 watts, 10 amperes kung ang capacity ng batteries eh 12v 20 watts 5 amperes lang...
mukang umi-init usapan dito ah..
sir, nasubukan nyo na po ba isagad-sagaran sa piga sa throttle sa last gear nyo hangang maabot nyo top nyo? ilan po naidagdag sa top?
mao-Over rev b khit sa last gear mo na itodo yung piga sa throttle?
masisiraan ka talaga nang makina,..kung hindi mo susuportahan nang ibang racing type ang motor mo,..sisirain ang motor mo,kung R CDI lang u,upgrade mo....yung CDI stock kasi,tama lang para sa stock,..eh tatanggalan mo nang limit,.edi sosobra na,..di na maganda!
pero kung magpapalit ka nang ibang racing type na parts,..paniguirado,swak na swak yan,...
Manila Moto Club#04 | MCPF#100398/PSF | Police Tracker | CAAG | alikabok rider | sniper owner society | maginoo fire volunteer
Advantage: kapag may CDI ka wala kanang limiter, kaya smooth na smooth manakbo walang drain or problem basta magandang cdi
Disadvantage: WALA! gaya ng sabi ni k.leoric
05 Suzuki Raider 150 - 08 Yamaha Nouvo STD - 12 Honda CBR 150R EFI - Beta Ark K-Series Project
I.T. RIDERS PHILIPPINES | #MCP101446
SHARE ko lang . BRT vs Rextor
Excerpts from YAMAHAT135.com Pahiram muna papa snifah ha ^_^
Rextor Adjustable CDI for Yamaha T135 have builtin 30 folders that contains Ignition Timing Mapping Graphs.
This means for every 0.04volts of change in TPS sensor, a specific folder
with graphs is used for better performance. The graphs were dyno tested
to provide better performance on all powerband.
Adjustable CDI for T135 uses
Motorola" Microprocessor featuring Motorola"
This adjustable cdi for Yamaha T135 also provides additional features
- Advanced the ignition timing upto 4 degrees.
Advance the ignition timing by turning the dial counter clockwise
- Retard the ignition timing upto 4 degrees.
Retard your ignition timing by turning the dial clockwise.
- LED red light indicator for ignition timing
You can use this red led light to know if you want to use stock ignition timing or advance or retard setting.
- LED green light indicator for TPS with TPS TUNER.
You will know if your TPS is functioning properly thru this led greenlight.
You can also use this led green light to properly tune/adjust your TPS in correct angle. The correct angle for your TPS is important so that you will
have the best performance.
- Radiator FAN function checker.
the rextor adjustable cdi for yamaha t135 will check if your fan is working properly. Every ignition on, The radiator fan will turn on for 4 seconds. No more worrying to know if your fan is working or not.
- Thermosensor Overheat Temperature Support
The rextor adjustable cdi for yamaha t135 supports overheat temperature sensor. Your temperature will light (panel meter) if your engine overheat.
so you dont need to worry about your engine.
-Dyno Tested and No revolution limiter
this means you will now experience better speed and acceleration due to no rev limiter. And all ignition graphs used
were tested using dyno meter.
BRT CDI, excerpts again from YAMAHAT135.com
BRT (Bintang Racing Team) CDI for t135 :
Benefits : Loe fuel consumption and high performance gained using NXP Processor, founded by Philips
Input : 0,1 - 0.75 A
Casing use an ABS Plastic one, so it can release heat faster
Fuzzy Logic technology, Artificial Intelligent output, so the cdi will count the output for 16 steps of rpm, so the cdi will give exact output for the engine needs
TPS and fan supported
Blue Eyes Automatic Voltage Sensor, smart sensor for monitoring the power that comes from the battery, so the sensor will gives indication at the blue light that attached to the cdi if there's any failures, such as, weak batter, weak or dead or imitation regulator .
Anti Kick Back protection, for protecting the engine that can caused by the early burst, this things happens in high compression engine
REXTOR: pm snifah
BRT: pm pitsbike Indonesian to kya english
Basic Principle of CDI
Most ignition systems used in cars are inductive ignition systems, which are solely relying on the electric inductance at the coil to produce high-voltage electricity to the spark plugs as the magnetic field breaks down when the current to the primary coil winding is disconnected (disruptive discharge). In a CDI system, a charging circuit charges a high voltage capacitor, and during the ignition point the system stops charging the capacitor, allowing the capacitor to discharge its output to the ignition coil before reaching the spark plug.
A typical CDI module consists of a small transformer, a charging circuit, a triggering circuit and a main capacitor. First, the system voltage is raised up to 400-600 V by a transformer inside the CDI module. Then, the electric current flows to the charging circuit and charges the capacitor. The rectifier inside the charging circuit prevents capacitor discharge before the ignition point. When the triggering circuit receives triggering signals, the triggering circuit stops the operation of the charging circuit, allowing the capacitor to discharge its output rapidly to the low inductance ignition coil, which increase the 400-600 V capacitor discharge to up to 40 kV at the secondary winding at the spark plug. When there's no triggering signal, the charging circuit is re-connected to charge back the capacitor.
The amount of energy the CDI system can store for the generation of a spark is dependent on the voltage and capacitance of the capacitors used, but usually it's around 50 mJ.
Most CDI modules are generally of two types:
AC-CDI - The AC-CDI module obtains its electricity source solely from the alternating current produced by the alternator. The AC-CDI system is the most basic CDI system which is widely used in small engines.
Note that not all small engine ignition systems are CDI. Some older engines, and engines like older Briggs and Stratton use magneto ignition. The entire ignition system, coil and points, are under the magnetized flywheel.
Another sort of ignition system commonly used on small off-road motorcycles in the 1960s and 1970's was called Energy Transfer. A coil under the flywheel generated a strong DC current pulse as the flywheel magnet moved over it. This DC current flowed through a wire to an ignition coil mounted outside of the engine. The points sometimes were under the flywheel for two-stroke engines, and commonly on the camshaft for four-stroke engines. This system worked like all Kettering (points/coil) ignition systems... the opening points trigger the collapse of the magnetic field in the ignition coil, producing a high voltage pulse which flows through the spark plug wire to the spark plug.
If the engine was rotated while examining the wave-form output of the coil with an oscilloscope, it would appear to be AC. But you must consider that since the charge-time of the coil corresponds to much less than a full revoltion of the crank, the coil really 'sees' only DC current for charging the external ignition coil.
There exist some electronic ignition systems that are not CDI. Some systems use a transistor to switch the charging current to the coil off and on at the appropriate times. This eliminated the problem of burned and worn points, and provided a hotter spark because of the faster voltage rise and collapse time in the ignition coil.
DC-CDI - The DC-CDI module is powered by the battery, and therefore an additional DC/AC inverter circuit is included in the CDI module to raise the 12 V DC to 400-600 V DC, making the CDI module slightly larger. However, vehicles that use DC-CDI systems have more precise ignition timing and the engine can be started more easily when cold.