Kawasaki K-TRIC Carb Information

*Not really KLX related, but I am posting this here as an archive*



Doing some digging around the net i found some interesting stuff a guy did a few years ago mapping the ignition curves of the CDI on a ZRX1100. Yes i know its not exactely the same as my 2002 ZX-6R, but the K-TRIC system appears to work in the same way on all of Kawi's bikes.

Thanks to Sean Stasiak for all this information and to Jake from Kawiforums for bringing the idea to my attention. I tried to send Sean an email to see if he had any other relevant information, but it was returned as it appears the email in the .pdf is no longer valid.


This first image shows a sample of the 3D timing map the CDI uses.

The second image shows the operation of the TPS unit. Basically more throttle = more voltage to the CDI which translates into more timing advance.

The third is a scan showing the text of the manual describing the K-TRIC operation and its default protection.

Now heres where things get interesting.

From what I gather the CDI input for the TPS operates in a range of 0-5v. The J model service manual states that a properly adjusted TPS shows .95v - 4.15v (lowest idle and highest WOT reading respectively). The ZRX1100 manual states .9v - 4.26v while not exactly the same, is pretty close. More on what this has to do with anything in a minute.

Here is a .pdf showing the ZRX1100 default ignition map with the TPS unplugged.

http://gstasiak.home.bresnan.net/DefaultAdvMap.pdf


As you can see the timing map tops out with around 37 or so degrees of advance.

Now here is the high res mapping of how the CDI interprets the readings from the TPS. (You'll need Excel to open and view the spreadsheet)

http://gstasiak.home.bresnan.net/Hi-...%20Mapping.zip


Looking at the spreadsheet you can see that Sean's TPS topped out at a voltage reading of 4.13v resulting in a maximum advance of 35.52 degrees. Now this may not seem signifigant, thats only a 1.48 degree difference in advance. However what this implies is that even with a properly adjusted TPS the CDI will never reach full advance even at WOT, not to mention how this could affect the TPS adjusted timing curve. Unplugging the TPS defaults the CDI to the "safe" timing map and also results in maximum timing advance that the CDI is capable of.

FWIW I've had mine unplugged for about 3 years now and I feel there is a difference in power output from my 2002 ZX-6R. I've seen no indication of any kinds of problems from running the TPS unplugged.  Your results may vary and i take no responsibility for any damage that may be caused from running with the TPS disconnected.