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Programmable TCI unit for the XT600E Programmable TCI unit for the XT600E
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Yamaha Tech Originally the Yamaha XT600 Tech Forum, due to demand it now includes all Yamaha's technical / mechanical / repair / preparation questions.
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  #46  
Old 3 Jun 2014
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There's more to it than that.
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  #47  
Old 4 Jun 2014
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No, that is all there is to it. You are just changing the time in the combustion cycle when the sparkplug fires and the effect that has on burn pattern and efficiency of the fuel igniting before top dead center arrives. Everything else remains the same. Your power improves through more complete and efficient use of the gas in the cylinder. There is no increase in gas consumption except that caused by your wrist. However , on a fuel injected motor with oxygen sensors it would be different. The ecu would be changing the injectors output and duration to keep the oxygen sensors happy with your fuel to air ratio. Thus more power = more fuel. THUMPTHUMP
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  #48  
Old 4 Jun 2014
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So now you have the 86 curve for the 3TB model? Is it then possible to use the CDI unit on the 3TB with modification to the connection? And why did they change the curve if the old one was better for the bike?
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  #49  
Old 4 Jun 2014
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The systems are very different. The CDI in the old bike builds a charge in the engine and releases it to the coil. CDI capacitor discharge ignition. The TCI in the new bike Builds the charge in the coil. Its more than the connection. They usually do things like that because of emission requirements that change with every administration. Blame it on California. Until you get into modern ECUs and fuel injection technology more power usually resulted worse emissions. That's why carbureted bikes that were street legal got heavier and slower . They always compensated with more displacement. THUMPTHUMP
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  #50  
Old 4 Jun 2014
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You hit partially on why mileage will decrease a bit,how much ? can't say, there are several ways for it to. You have to think of how gas usage is figured and what causes a motor to use more. Unless it is computer controlled.
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  #51  
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Just the tip of the ice burg. I just want to know how far till I'm pushing. THUMPTHUMP
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  #52  
Old 4 Jun 2014
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Quote:
Originally Posted by xtrock View Post
.. And why did they change the curve if the old one was better for the bike?
Regulation thing no doubt. For example, the TTR600 was a performance bike to a degree, it had a modified XT600E engine. No e-start, narrower engine, lighter crankshaft, blah blah..but basically a XT600E engine.. and it had a CDI ignition box. That box had a wire that could alter the ignition map from soft ( as delivered and complying with regulations) to performance. I am told the difference was very noticeable.

Looking forward to getting my tci from hpi
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  #53  
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Anyone compared the aftermarked unit to the stock? Just wonder if they only swap a chip inside, maybe possible to send one of my units for upgrade.
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  #54  
Old 4 Jun 2014
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I asked Borut at Zeeltronic about the possibility of using an existing unit he already has built that runs on 12dc instead of the CDI charging type stator and tailor it to the newer xt with TCI ignition. The coil would have to change to the older type but the 12 volt powered CDI would work just like the Stator Power CDI when it fired. He didn't like that idea as he wanted (and is now designing a TCI replacement) use the stock coil and wiring as much as possible to make it easy to hook up. Some of us have the skill to hook up about anything and MAKE it work but most would rather have a plug and play. Makes sense from a marketing standpoint. It will be interesting to see how it turns out as more will be opting for the HPI unit with the older advance curve. Having more aftermarket units out there for us is a good thing.
Steve
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  #55  
Old 25 Jun 2014
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Hi, just got my new cdi with 86 map for my 2003 model. It idles fine, but it seems to get noisy under load, from about 4000rpm, dont know if its pinging or not. I'll change the cdi back to stock and compare.

Im really bummed, cant really feel an increase in power. I shouldn't have to rejet or anything, so dont know whats up.....
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  #56  
Old 25 Jun 2014
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I switched to air pods and am running a 135 main , 48 pilot, and have tt slide needles raised to the highest setting[clip at lowest position], in the primary carb. The secondary carb has a 130 main and the tt slide needles also at the highest setting. Take the side off your box and jet up. This motor needs air and more fuel to take advantage of the timing change. This is what I did to my 86 to get the improved performance. My 90 is set up the same way with the 86 curve.THUMPTHUMP
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  #57  
Old 25 Jun 2014
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Quote:
Originally Posted by Jens Eskildsen View Post
Hi, just got my new cdi with 86 map for my 2003 model. It idles fine, but it seems to get noisy under load, from about 4000rpm, dont know if its pinging or not. I'll change the cdi back to stock and compare.

Im really bummed, cant really feel an increase in power. I shouldn't have to rejet or anything, so dont know whats up.....
+1 almost 100%. My 2000 idles a little higher, gets noisier under load and runs rougher. I went back to stock and like it better, the bike runs smoother.

I do think the 1986 curve gives a little more power at mid-high rpms. But it is not much and not worth it IMHO, I like the smoothness of the stock unit.

My bike is stock, except for the airbox snorkel and a little bit better flowing (stock) exhaust (muffler insert slight mod).
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  #58  
Old 25 Jun 2014
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Waste of money!
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  #59  
Old 26 Jun 2014
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Waste of money!
Yeah I guess so. Do you also have a unit?



Unless one is going to modify his bike like thumpthump has done.


Well.. win some lose some..
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  #60  
Old 26 Jun 2014
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I was expecting something like this:

Quote:
Originally Posted by THUMPTHUMPTHUMP View Post
Well, I went riding in the mountains today and put about 200 miles on it. The improvement over the stock ignition is very noticeable. The throttle response is much better, the power down low is better , the transition through the middle got rid of the flat spot were the second carb comes in, and finally a surge of power on top to the rev limiter instead of flattening out. It revs out much quicker and you have to shift quick to stay off the rev limiter. It gets to 100 mph much sooner than before and is held there due to gearing and the rev limiter. Over all a great success.

Instead I spent a couple hundred, and my bike now runs worse, I feel screwed. Dont think jetting will solve it, but after spending that amount of money, I feel like i have to make it work, but I really dont feel like spending hours in the garage, when this should be plug'n'play....Soooo eeh....fingers crossed. But Im really bummed.

Currently/when I testdrove Ive got the needle in the maincarb raised one notch, and a #48 idle jet, otherwise stock. Thats with bigger diameter headers, laser produro exhaust, KN filter (in original airbox) and snorkel in airbox removed.
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