I wish teachers in school could teach like you do, the way you present your teaching methods is awesome, never got lost once and could watch and listen and understand the whole time
Wow! This is the finest explanation that I have seen about how two stroke engines work. I have seen the timing curves of two stroke engines and wondered why they are so different from four stroke engines.
Excellent video and great explanation of the function of the ignition map on a two stroke, for those of us who don't know anything about how it works. I have an 1986 Kawasaki 125, and it was tuned with a programmable ignition, and as you said it gained on the front of the curve, the peak was higher and it held onto the power on the back of the curve more too.
Back in the mid 90`s we were running total loss MSD programable ignitions in our full mod Yamaha Super Jets. You could change the ignition curve every 200RPM with with different "chips" that you would plug into the system. It really was a game changer back then:)
Coming from a background of studying drag racing for years before getting into dirt bikes, your talk about regarding ignition reminds me of what guys running pro stock would do back in the 1970s. Back when a dual point distributor was the mainstay of ignition devices, guys would split the two sets of points and run the trailing set at high rpm to regard the timing for more power. I believe guys running ego and fancy ignition maps nowadays do the same thing with their timing. That, coupled with stepped header tubes makes a good difference. The stepped header tube is meant to produce a high velocity in the smaller tube section to get the air/fuel mixture moving out of the combustion chamber and enhance the effects of scavenging. The larger tube section is meant to give the slower, colder air more room to move through.
Awesome, for my mopeds with 60ccm I programmed my CDI in steps. Below resonance at 30 degrees, at resonance about 22 and at high rpm around 14-17degrees.
I wish teachers in school could teach like you do, the way you present your teaching methods is awesome, never got lost once and could watch and listen and understand the whole time
Wow! This is the finest explanation that I have seen about how two stroke engines work. I have seen the timing curves of two stroke engines and wondered why they are so different from four stroke engines.
Great information! Very well explained and easy to understand. Great job man!
You can't imagine how grateful I'm for this video!!
Throwing down some great knowledge dude. 👍 Pipes are everything on a 2 stroke and see how you toy with the ignition to compliment the pipe is so cool.
The best video for explanation of 2stroke I have seen so far!
Wow. You gave a whole new meaning to the term "open a can of worms"!
Your explaining qualities are well going to waist , you explain with ease of understanding Thank You
Excellent video and great explanation of the function of the ignition map on a two stroke, for those of us who don't know anything about how it works. I have an 1986 Kawasaki 125, and it was tuned with a programmable ignition, and as you said it gained on the front of the curve, the peak was higher and it held onto the power on the back of the curve more too.
Absolutely brilliant, and dispels a lot of B.S in the 2t industry about how to get more power 👍
Synergy......... Excellent presentation and info......
Absolutely brilliant channel !! 👌
Back in the mid 90`s we were running total loss MSD programable ignitions in our full mod Yamaha Super Jets. You could change the ignition curve every 200RPM with with different "chips" that you would plug into the system. It really was a game changer back then:)
Coming from a background of studying drag racing for years before getting into dirt bikes, your talk about regarding ignition reminds me of what guys running pro stock would do back in the 1970s. Back when a dual point distributor was the mainstay of ignition devices, guys would split the two sets of points and run the trailing set at high rpm to regard the timing for more power. I believe guys running ego and fancy ignition maps nowadays do the same thing with their timing. That, coupled with stepped header tubes makes a good difference. The stepped header tube is meant to produce a high velocity in the smaller tube section to get the air/fuel mixture moving out of the combustion chamber and enhance the effects of scavenging. The larger tube section is meant to give the slower, colder air more room to move through.
Awesome, for my mopeds with 60ccm I programmed my CDI in steps. Below resonance at 30 degrees, at resonance about 22 and at high rpm around 14-17degrees.
What an awesome video! Thanks!
Very good explanation.👍
Love it and thanks for education
Love your videos dude
Great vid!