Scooterotica

Retro fitted powerjet no filter
Main 132
Atomiser DQ270
Needle K38 clip 2.5 (using washer)
Slide 55
Pilot 50 no emulsifier
Choke 60
Float valve 300
Powerjet 1/2 turn out
Timing 19 degrees at tickover moving to14.5 at 6000rpm and 12 at 9000rpm

Did you put the scooter on a Dyno to get these settings ?

Yes, it was on a dyno for four hours.

Im really interested in the timing, can you tell us any more about the various settings you tried?

The carb was set up first and then the timing altered to achieve maximum power without increasing heat.

Then, i don't understand how work the Agusto
I thought that when the engine goes to 6000rpm the retard stop in the timing that you want (for example 23º-1000rpm, 22º-2000rpm, 21º-3000rpm....16º-6000rpm-7000rpm-8000rpm.....)
I thought too that a safe timing is for example 17º when you go to 6000rpm, and that, for example, 23º is better for low rpms.
Someone can explain me this please?
Thanks.

I like the way the engines been setup, carb dialed in to run, then timing adjusted to help the engine run more efficiently.

Was the Dyno brake loaded to simulate road conditions ?

J1MS wrote:I like the way the engines been setup, carb dialed in to run, then timing adjusted to help the engine run more efficiently.

Was the Dyno brake loaded to simulate road conditions ?

Yes the dyno brake was used extensively.
By setting up this way, the engine tells the operator what it wants rather than the other way round.

Regarding the Agusto, I too thought it would stop retarding once it reached 6k rpm, but aparently not, at least not in this case Some race motors run as little as 8 degrees BTDC.

Thing is you right in what you say, the engine is demanding what it wants set this way, not just getting what it's given. I like

If you take a look at more modern bike ignitions TZR two strokes etc some with after Market ignitions, they aer mappable and run multiple settings with large multiple ignition curves

Who did the dyno work for you . . . Charlie?