Scooterotica

What is required is a mapped CDi with an advance AND retard CURVE.

With ignitions that retard ONLY you have to set a higher degree of advance than normal running operation. Not only is there a danger of pre-ignition if you run too much advance there is also the issue of flywheel weight and starting. The more advance you run will increase the amount of inertial required to throw the crank over TDC at tick over. This also puts a lot of load through the crank pin, taper, key and flywheel rivets with the additional problem that a heavy flywheel has a slower pickup.

My TS1 motor was set at 19 deg on tick over, moving to 14.5 @ 6000rpm and onto 12 deg @ 9000rpm, all with Agusto 6000. I think a lot of these are being set up wrong and concur with the above regarding setting up correctly and knowing what your motor is doing; however fully mappable is the real solution IMO as every motor is different.

Is there anywhere you can see a graph for how the augusto 6000 retards as I've just fitted one and want to set it up correctly on my set up?

CPH Lambretta wrote:Is there anywhere you can see a graph for how the augusto 6000 retards as I've just fitted one and want to set it up correctly on my set up?

Find someone hat know how to use a dyno properly

I'm a bit confused by some of the comments, my Augusto 6000 is set at 21 degrees and starts retarding from around 3k rpm and is fully retarded to 15k by 6k rpm. It doesn't rev on much more than around 8k rpm on the stand but you can see from the strobe that there is no more advance going on past 6k Interesting about advance and flywheel weight though.

Rich_T wrote:What is required is a mapped CDi with an advance AND retard CURVE.

With ignitions that retard ONLY you have to set a higher degree of advance than normal running operation. Not only is there a danger of pre-ignition if you run too much advance there is also the issue of flywheel weight and starting. The more advance you run will increase the amount of inertial required to throw the crank over TDC at tick over. This also puts a lot of load through the crank pin, taper, key and flywheel rivets with the additional problem that a heavy flywheel has a slower pickup.

yep, and throw into the mix the current trend for torquey lower geared motors and before you know it you are in traffic doing say 50mph, at approx 4000 revs with an ignition timing well over 20 degress BTDC ... not good.
Ignition timing, gearing, compression ratio, jetting, porting, exhaust characteristics and so on .... its all gotta be in harmony fellas.

soullad wrote:

Rich_T wrote:What is required is a mapped CDi with an advance AND retard CURVE.

With ignitions that retard ONLY you have to set a higher degree of advance than normal running operation. Not only is there a danger of pre-ignition if you run too much advance there is also the issue of flywheel weight and starting. The more advance you run will increase the amount of inertial required to throw the crank over TDC at tick over. This also puts a lot of load through the crank pin, taper, key and flywheel rivets with the additional problem that a heavy flywheel has a slower pickup.

yep, and throw into the mix the current trend for torquey lower geared motors and before you know it you are in traffic doing say 50mph, at approx 4000 revs with an ignition timing well over 20 degress BTDC ... not good.
Ignition timing, gearing, compression ratio, jetting, porting, exhaust characteristics and so on .... its all gotta be in harmony fellas.

You're not wrong Ian, I've learnt this over the last couple of years, and it's not a quick rag and drop, a clip on a, it takes hours to set up a motor properly on a dyno.

http://www.ekmpowershop2.com/ekmps/shop ... 6126-p.asp#

looks like they have changed again