No Trolling zone:)!
 

Spud and Weld, I noticed this site is happily relatively troll and idiot free, compared to most net sites. That does make it much better and easier to have more open discussion...:thanks:

I would check the valve lash before I started my trip across the country. Unless the bike becomes difficult to start, et cetera, you should be able to complete your trip without another valve lash inspection. Upon returning home, I would check the valve lash once again. ;)

This is a quick introduction from another soon-to-be RX-3 owner. I placed my order with CSC on December 31, actually talked directly to Steve, and I'm really excited about this bike. I love my Honda NT700V but I think the Cyclone should be a great alternative roadster with off-road capability.

Many thanks to Spudrider, Weldangrind, the folks at CSC, and other posters for making this thread so informative and friendly. I'm itching to ride, but its been great fun to read up on the bike while awaiting delivery.

Welcome; we are glad you joined us. :)

Agreed Spud
 

Thanks Spud..Thats kinda what I was thinking I should try to do also (re valve ck before and after the trip. (along with the oil change to the Rotella or Delo diesel zinc fortified motor oil.) I hope to assemble the bike there at CSC, then ride it hopefully a minimum of 50 miles or so, then do an oil change and valve check. I'd also like to open the air box up and maybe derestrict the muffler by removing the middle baffles. That will allow it to breathe a bit better (for better cruise at hwy speed) and still remain quiet . Spark arrestor will not be removed,permanently , however. Its not much of a restriction anyway, and could stop any chance of an off road excursion causing a fire!

Hopefully some of the smarter and more experienced with small EFI bikes can post up instructions re derestricting our bikes so we get the full horsepower that the engines are designed to produce, before stopping them up for USA use. The WR Yamaha gets 4-5 hp (even more in low and midrange power derestricted. Our engines are very similar to the Yamahas I believe..Read that somewhere I think....
Spud, did you derestrict your other Zong? The 200? If so, results?

NoVa I agree!
 

My sentiments exactly, NOVA. I am getting quite the list of things needing attention before I start my ride back, however...But thats going to insure I enjoy the trip with less stress and worries for each item off the list;)!

Doing these things while at CSC where I can avail myself of their knowledge (and any specialty tools that mat be required (like the fuel computer to adjust fueling after I derestrict the intake and exhaust a bit), make good sense to me, and again will let me enjoy the ride with less concern of any issues popping up on the ride back:)!

The Zongshen NC250 engine is not a copy of another engine. I believe Zongshen hired an Italian firm to design the NC250 engine. As far as I know, the NC250 engine is not similar to any Yamaha engine.

I am considering loaning my RX3 to Dobeck Performance in Belgrade, Montana.

http://www.techlusion.com/dobeck-products.asp

Dobeck designs and manufactures the EJK controllers, which maximize engine performance for EFI engines.

I did install a Yamaha exhaust header and FMF silencer on my Zongshen ZS200GY-2. Combined with the correct carburetor jets, the engine definitely produced more power. You can read about this project at the following thread. ;)

http://www.chinariders.net/showthread.php?t=5974

The Delphi computer is used to diagnose the health of the EFI system. It is not designed to alter the fuel map for the engine control unit (ECU). ;) An aftermarket unit, such as the Dobeck EJK, is needed to alter the fuel map of the ECU. 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. :tup:

https://www.youtube.com/watch?v=lNs939pPcTU

Dobeck uses load based technology to program its EJK controllers.

https://www.youtube.com/watch?v=-zExS3eUI1c

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

https://www.youtube.com/watch?v=yU515l_-0CQ

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.

https://www.youtube.com/watch?v=390j4gHCyes

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

https://www.youtube.com/watch?v=4jEmVDEGjvw

The AJP website has a nice photograph of the NC250 intake manifold, with the Delphi throttle body and fuel injector.

http://i442.photobucket.com/albums/q...ps2da003fb.jpg

To install the Dobeck controller, you must first disconnect the plug coming from the Delphi ECU to the fuel injector. Then you plug the Dobeck connector to the fuel injector, and plug the Delphi connector into the back side of the Dobeck connector. ;) After you connect the Dobeck controller to an electrical ground, the installation is complete.

That does seem to be more practical.

I'm pleased to hear that. We don't even have to work that hard at it; most of the people who end up here are quire open minded.

Welcome! Thanks for signing up.

I suspect that Piaggio or Morini had a hand in the design.

I hope you make the loan to Dobeck. The EJK is a great product and made my CRF a much better bike. The Honda was extremely lean from the factory and the EJK let me fatten it up where needed for improved response across the power band.

That controller is very simple to use; I like how you can make 1/2 point adjustments to idle, cruise or WOT.

This controller would make it very simple to compensate for intake or exhaust mods.

That's genius! I love the idea of being able to make AFR changes and see the gauge move in real time.

That's a very simple installation. If Dobeck develops an AFR system, I suspect that the O2 sensor will require replacement as well. I doubt that the stock O2 sensor is wideband.

Thanks guys for clearing ose issues up.
 

Re WR Yamaha, maybe I read that the engine was most similar to the Yamaha in design...but not really as the valve adjustment in the head even is much different (and preferable to me) over Yamahas system. Though the long service intervals seem better. (remains to be seen as to how frequent adjustments have to be made over miles. Good to know it had good input into its design!

I actually called Dobrek a while back re EJK for ur bikes. I think that must have been right after Spud inquired re his bike and them adapting the EJK to our bikes (via Spuds:)!
Having that available, would be a big plus, IMHO, and open up many more options for increased performance.

Am I dreaming, or is this motor spec'ed out in another application at a higher output? ANyone else heard that?
Did you dyno your bike Spud before and after or use the "butt dyno" approach. (like I use usually;)! hehe

The only thing the WR and the RX3 share in common is identical bore and stroke
77x53. That leads to speculation that power curves may be similar.

I employed the DD (derrierre dynamometer) to estimate the enhanced performance of the engine in my ZS200GY-2. ;)

I believe you are correct. ;) The AFR+ system includes the wideband O2 sensor.

http://www.techlusion.com/images/AFR+-Fuel-Tuning.jpg

http://www.afrplus.com/

According to the web page in the above link:

The AFR+ brings together two technologies within one system to make it the most powerful, user-friendly tuning device on the market. AFR+ combines an EFI controller with a wideband O2 sensor and AFR gauge to provide a user instant fuel trimming ability and feedback about their vehicle’s state of tune.

I wonder how the wideband O2 sensor integrates with the Delphi EFI system? I imagine Dobeck figures that out, and supplies the correct connector, just as it does for the fuel injector. ;)

Excellent observation. I suspect that rev potential will also be similar.

Incidentally, I really like the stainless steel, exhaust header on the AJP PR5 motorcycle. Besides the
material and shape of the header, I also like the location of the O2 sensor bung. :tup:

https://lh4.googleusercontent.com/-M...o/IMG_4983.JPG

I'm wondering the same thing. I suspect that a connection will be made at the diagnostic port, much like you'd do with an OBDII system.

After watching some of the Dobeck videos, I am very impressed with the engineering talent and manufacturing capabilities of their operation. :tup:

The track for the Idaho Backcountry Discovery Route has just been posted. With a length of 1,250 miles, this is an epic route. :tup:

http://www.backcountrydiscoveryroutes.com/IDBDR

http://www.backcountrydiscoveryroute...1-6443-web.jpg

Oh man, I'd love to ride that BDR!

It's the longest BDR yet. ;) I think one would have to budget 14 days to make the loop. I know for a fact it's a beautiful ride. :)

Indeed, that is an intelligent observation. :)

You know your engines, sir. :tup: Of course, you are correct; it is a 4.3 liter, V6 engine. :)

Just 5 days till the first shipment leaves China!!

Perhaps they bifurcate the cable leading from the wideband O2 sensor, and add an extra connector for the AFR+ controller.

http://gd3.alicdn.com/imgextra/i3/38...-384841332.jpg

Yes, Zongshen committed to a January 25 deadline for the first shipment. :tup:

http://californiascooterco.com/blog/...he-Yangtze.jpg

Might we expect the Los Angeles Times to print an upcoming review of the Zongshen RX3? Check out the CSC blog. ;)

http://californiascooterco.com/blog/

http://californiascooterco.com/blog/...C0004-6501.jpg

That story was very funny! It wasn't long before I got lost in that blog, scrolling down over the last several posts.

That story was funny. :lol: Joe is a good writer, and an even better photographer. ;)