New Zongshen RX3 (ZS250GY-3) Dual Sport

[SpudRider]

Continuing my analysis of the excellent ChinaMotoWorld report on Zongshen Industrial Group, the next subheading is Zongshen’s Motorcycle Category Planning.

http://www.chinamotorworld.com/index...a=view&id=1396

Zongshen is planning to compete with a wide variety of motorcycles. In the sport bike category, the company has plans for motorcycles with engine displacements ranging from 125cc to 800cc. The new RX3 is the first bike to compete in the touring/adventure motorcycle category, and we can expect other bikes to follow in this category. Basic transportation motorcycles will be manufactured for the markets in Southeast Asia, Africa, and the Middle East. Scooter sales are expected to occupy 40 percent of the Chinese market in 3-5 years, so Zongshen is hastening its R&D efforts in that area. Zongshen is also planning to compete with Cub bikes, and low emission vehicles (LEV) motorcycles.

http://en.zongshenmotor.com/?q=node/873



http://en.zongshenmotor.com/?q=node/680



Zongshen is also marketing electric motorcycles, using the knowledge gained from racing electric bikes in the European TGXPP competitions.

http://www.chinae-vehicle.com/index....&a=view&id=163

The current electric motorcycles employ lead-acid batteries, but Zongshen is planning to switch to lithium batteries for western markets.

http://jianbattery.over-blog.com/art...-40289622.html
http://www.newswire.ca/en/story/6673...cycle-in-china
http://www.chinamotorworld.com/index...a=view&id=2000

[Wolftrax]

Originally Posted by SpudRider

Yes, I also noted the reference to another ECM map for additional power.

Also, if I am the closest RX3 owner to Dobek Performance, I am willing to lend them my RX3 for several weeks this winter, provided I could get reimbursed for my fuel costs to make two, round-trip excursions to Belgrade, Montana.

http://www.electronicjetkit.com/default.asp

http://www.chinariders.net/showthrea...t=14126&page=3

Spud you're going to love this. In my latest correspondence with Dobek they mentioned that they had a sales rep in Idaho and would be willing to pickup and return your bike. I'm going to bet you'll get an EJK for free as well.

[Wolftrax]

It appears that squeezing a little more get up and go out of the RX3 shouldn't be too difficult. The AJP PR5 that uses the same engine is spec'd at 27hp and 17ft/lbs of torque.


http://motoajp.com/wp-content/upload...jppr5story.pdf

[SpudRider]

Originally Posted by Wolftrax

It appears that squeezing a little more get up and go out of the RX3 shouldn't be too difficult. The AJP PR5 that uses the same engine is spec'd at 27hp and 17ft/lbs of torque.


http://motoajp.com/wp-content/upload...jppr5story.pdf

The AJP PR5 is a very nice motorcycle. Thanks for providing the link to the interesting review. This bike once again testifies to the reliability of the Zongshen NC250 engine with Delphi EFI.

The AJP website has a nice photograph of the NC250 intake manifold, with the Delphi throttle body and fuel injector. AJP selected a nice location for the O2 sensor, which can be seen at the lower left of the photograph.

[SpudRider]

Originally Posted by Wolftrax

Spud you're going to love this. In my latest correspondence with Dobek they mentioned that they had a sales rep in Idaho and would be willing to pickup and return your bike. I'm going to bet you'll get an EJK for free as well.

That's excellent. Please send me a personal message with the contact information for the Dobeck representative with whom you have been communicating.

[MotoJ]

Originally Posted by SpudRider

The AJP PR5 is a very nice motorcycle. Thanks for providing the link to the interesting review. This bike once again testifies to the reliability of the Zongshen NC250 engine with Delphi EFI.

The AJP website has a nice photograph of the NC250 intake manifold, with the Delphi throttle body and fuel injector. AJP selected a nice location for the O2 sensor, which can be seen at the lower left of the photograph.

Thanks for the porn!

For someone who has no experience with EFI, just how does one "re-map" a fuel injection system? I'm experienced with tuning and re-jetting carbs, but I've never owned anything with EFI. The newfangled electronic stuff on this bike is the only thing that intimidates me.

Signed,
Unfrozen Caveman Biker

[Weldangrind]

Originally Posted by SpudRider

AJP selected a nice location for the O2 sensor, which can be seen at the lower left of the photograph.

That would be a worthy modification to the RX3.

[Weldangrind]

Originally Posted by MotoJ

For someone who has no experience with EFI, just how does one "re-map" a fuel injection system? I'm experienced with tuning and re-jetting carbs, but I've never owned anything with EFI. The newfangled electronic stuff on this bike is the only thing that intimidates me.

I've done some reading on this topic, and here's how I think it works:

In any gas engine, you're striving for the optimal air / fuel (AF) ratio, whether with a carb or FI. The beauty of FI is the ability to feed back the oxygen content in the exhaust, so the PCM can make changes on the fly.

A standard FI system will work at maintaining 14.7:1 AF, but that is the best all-around number that factors power, efficiency and emissions. As you move a little richer in the ratio (say around 12.5:1), you tend to increase power.

To make the mixture a little richer, you alter the pulse width, which is essentially the time that a fuel injector remains open, and that determines the amount of fuel per intake stroke. It would take a dyno to quantify results, so you'd need to keep a close eye on the A/F ratio and the temperature as you try to achieve maximum power.

You can also alter ignition advance, but that requires the addition of a knock sensor to avoid detonating the engine to pieces. Again, careful monitoring of the engine while the bike is on the dyno is the key.

All of the changes are done with software, while the bike is connected to a laptop.

Make sense?

[jimjr21]

Originally Posted by MotoJ

Thanks for the porn!

For someone who has no experience with EFI, just how does one "re-map" a fuel injection system? I'm experienced with tuning and re-jetting carbs, but I've never owned anything with EFI. The newfangled electronic stuff on this bike is the only thing that intimidates me.

Signed,
Unfrozen Caveman Biker

Programing EFI is really dependent on the computer program that has the ability to talk to the EFI module and rewrite the code.

Difficulty lies in knowing how all the different maps work together.

I am not familiar with the system used on this engine but would be fairly simple. With an O2 sensor is most likely an open loop system. These can be very nice where it the system reads the oxygen levels in the exhaust then makes a change map based on readings that vary the base map that is selected from inputs like throttle position and rpm.

I hope the EFI program is not too expensive to license a copy and works easily.

[SpudRider]

Originally Posted by MotoJ

Thanks for the porn!

For someone who has no experience with EFI, just how does one "re-map" a fuel injection system? I'm experienced with tuning and re-jetting carbs, but I've never owned anything with EFI. The newfangled electronic stuff on this bike is the only thing that intimidates me.

Signed,
Unfrozen Caveman Biker

You're welcome.

The Dobeck EJK (Electronic Jet Kit) allows you to enrich, or lean the fuel mixture to your preference for idle/cruise, acceleration, and full throttle. Therefore, you can tailor the bike's fuel economy and performance exactly as you wish, and easily change any of these settings at your convenience.

[jimjr21]

Originally Posted by Weldangrind

I've done some reading on this topic, and here's how I think it works:

In any gas engine, you're striving for the optimal air / fuel (AF) ratio, whether with a carb or FI. The beauty of FI is the ability to feed back the oxygen content in the exhaust, so the PCM can make changes on the fly.

A standard FI system will work at maintaining 14.7:1 AF, but that is the best all-around number that factors power, efficiency and emissions. As you move a little richer in the ratio (say around 12.5:1), you tend to increase power.

To make the mixture a little richer, you alter the pulse width, which is essentially the time that a fuel injector remains open, and that determines the amount of fuel per intake stroke. It would take a dyno to quantify results, so you'd need to keep a close eye on the A/F ratio and the temperature as you try to achieve maximum power.

You can also alter ignition advance, but that requires the addition of a knock sensor to avoid detonating the engine to pieces. Again, careful monitoring of the engine while the bike is on the dyno is the key.

All of the changes are done with software, while the bike is connected to a laptop.

Make sense?

Some injector systems also have variable input pressure along with open time.

Stoichiometric ratio depends on the fuel. Pure gasoline is 14.7:1. However most fuel in the pumps these days is E10 which is stoichiometric at 14.1:1. Pure ethanol is 9.0:1.

So again being able to alter the maps would be very nice.

[SpudRider]

Dobeck uses load based technology to program its EJK controllers.

[SpudRider]

Here is a video showing how to install the EJK controller on a Honda CRF250L. The installation would be similar on a Zongshen RX3.

[SpudRider]

Dobeck also offers the new, AFR+ controller for the Honda CRF250L. I don't know if Dobeck would offer this option for the Zongshen RX3. However, the following video shows the difference between the EJK controller and the AFR+ controller.

[SpudRider]

Here is a video which more thoroughly demonstrates the AFR+ adjustment modes.