It was time to put the fuel pump into the tank.  The inline GPZ1100 unit wasn’t functioning well, and was causing some grief, the main reason why it was ditched.

The Hayabusa pump came to the rescue.  It was always the main aim to use it.  Some drastic tank work was done to fit it.  A custom flange was machined up and welded into the tank.  It all fits snuggly now and the fuel level sensor also works although it hasn’t been fully finished yet on the software side of things.

The TR1X is up and running, and has been ridden.  Some dyno time will be needed to finish tuning it.  Its currently “flat”.  Timing is on the passive side of things, merely to prevent anything bad happening.  A wide-band O2 sensor is also in the exhaust to help with tuning.

Uni-Filters are now fitted and provide quite a different note.

The pull of the throttle cable is now at the back side, rather than the front.  This means the cables are too short.  Turns out FJR1300 do the job perfectly.  Only one cable is needed instead of the 2, which is a nice bonus.   Another thing to note is the IAC (idle air controller, or “auto choke”) no longer fits.  It had to be removed to get the throttles to fit properly.

The TPS is also on the other side so the wiring signal had to be reversed, no huge deal, but something worth noting.

Another thing worthy of noting, Cylinder 1 STILL gets hotter much faster than Cylinder 2.  With custom spark and fueling, why this still happens is anyones guess, maybe its inherent in the TRX cylinder head design ? maybe its got something to do with the wasted spark setup ? Time will tell.

Well, its apparent that a flowbench is being used for some development.  Its a custom built unit, but theres nothing “cheap” about it.

It uses 4 “Domel” brand motors, each capable of 125cfm @ 28″.  Each motor that is used above the first, a loss will be apparent, but with all 4, which has NOT been fully tested as yet, should yield over 400cfm fairly comfortably.

Its a full digital setup, with velocity probes, and logging / measuring equipment.  Still some refinements to be done, as with everything.  But it does the job quite nicely.  Its also loud as a screaming child.

Well, more progress has been made.  Flow is 215cfm @ 16″, 280fps currently, but its possibly 220cfm could be produced.  It would be ideal to get 300fps, but only time will reveal that.

Notice that the red lines highlight how the grinding was bias to one side, but was brought back into uniformity.  It was matched to the adapter plate and flows fairly smoothly, but could do with some more tickling to perfect.

The stats are in.  Weights are final, the fight is about to .. .wait.. err..

Heres a few pics that some might enjoy.

No available TDM900 conrod or gudgeon pin were found.  Also note that the TRX850 stock gudgeon pin is 82g, which is 9g lighter than the JE pin.  There is a comparison between the 2 pins a bit further down if you look hard enough.

It might be worthy to note that the Carrillo conrod is 405g, while the stock TRX850 is 462g.  Quite a difference, but as you can see by the “half weight”, the Carrillo is top heavy.  How this plays out in engine response is unknown.  More research shall be done.

Well, It was finally time to get a pump.  Although everything so far has always been TRX or R1 yamaha, this Suzuki Hayabusa (GSXR1300r) couldnt be passed up.  Its going to provide WAY more fuel than is ever needed, and the awesome bonus of having a fuel level sensor which is surprisingly rare on most bikes.  Its the main reason for this one being the pick of the bunch.

A full write up on this mod can be found HERE.

A further mod not listed was “low profiling” the main board.  The 4BAR MAP Sensor has been relocated to the top of the board, and new hole drilled for the tube.  This enables the board to be placed much lower in the casing.  Its more or less in preparation for the up comming MegaSquirt3CPU.

A video of each of the software solutions can be viewed below.  Neither have found a home on the current TR1X dash cluster, which uses Megatunix.

Well, finally got the new crank back. All balanced and weight reduced by 629g. Nice.

Not too much longer and ill be able to start putting the motor together now as ive done most of the mods. head, cam and valves are still warming up the bench, but it wont be much longer and they will get their 15mins of fame.

more pics HERE HERE and HERE

JE piston, 907cc (91.5mm OD, up from 89mm, so thats +2.5mm for those with the IQ of a fish).  Up from 850cc.

Compression is also 12.5:1 up from 10.4 / 10.5:1 (depends where you read, it does differ a touch).  Its surprisingly lighter than a stock unit aswell.  And heres a comparison of a TRX (850cc stock size) TDM900 (900cc +2mm) and the new 907cc.

The gudgeon pin on the left is stock, right is the new JE.. the ID appears to be the same, but ive not measured to confirm.  They appear to also be the same weight, altho again, i cant confirm.  TDM is heaviest of the lot, followed closely by TRX, but the JE is surprisingly light.  Which can only be a good thing..

It will get matched up to the new Carrillo rods ive got, and taken down to get properly balanced in the next day or 2..  Hopefully comes back within a week.

Video 3meg (30sec running time)

Finally have 100% control over the whole bike. I haven’t hooked up TPS in this video, but i will be using that in the next few days. Spark advance is controlled by me finally. Something that has never been done on a TRX to my knowledge.
Im running a V8 code, cut in half to make it V4, then running in wasted spark mode to make it fire twice in the one cylinder.. once when its meant to, once on the exhaust stroke. Which doesn’t effect anything. Its a common trick on hondas actually.

I have a flat spot ~3000rpm as you can tell when it bounces back to 0rpm. My spark / advance table is still for V8.. So it sounds quite flat compared to what it used to.. But either way, now i can run flex fuel, alter timing on the fly, whatever i want really.

The computer also can control NOS, turbo (40psi max), launch control, limited traction control, ive been told i cant do fly-by-wire / variable trumpets. But im actually confident im able to.

Now that ive got all this hooked up im able to go ahead with the EFI and take over that aswell. Should be fairly easy compared to the spark.

So in the next few weeks, ill tidy up some wiring, put all the fairings back on. Hopefully have a fully working bike again with a digital dash. AND ! variable spark timing.
Its not that hard to repeat actually. You dont need a digital dash / PC to run it like i have. All you need is the small silver box and some wire modding, and the altered ignition pickup. The factory dash can be retained. But you would have to wire the tacho into the new computer obviously. Other than than, its possible to do in a weekend if you get all the components first.

More to come in a week or 7…

I needed to make a small revision to the Megasquirt ECU.  Mainly to run 2 coils instead of the one, plus the 270deg crank firing.

How well this is all going to work is anyones guess really.  But it should be revealed in the next few hours one would think.  Ive come too far and spent too much blood, sweat and money to stop now.

Well, what can i say.. Progress is still ongoing, but getting there none the less..  Realised i need to buy a few more fuses (5A) and fuse holders, but thats neither here nor there really.

Fuel pump will be dummy rigged even tho carbies will still reside for a while.  Its mainly to complete the wire harness.

Im currently over half way thru the wiring i would guess..  But saying that, i could come across a major glitch at any stage.  Im gonna attach a pic of how the harness is linked up, but there is some mods to it for 2 coils, ingintion, etc.. Its more a “generic” setup.. But you get the idea.

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