Old dog....My RGV started out as a true dog, and it is pretty old. Like over 30 years old.
Not as old as most the bikes on here, but with a modern Zeel ignition it has new abilities.
The Zeel has a wire for a quick shifter option, and I finally decided to get one adapted to the VJ21 SP project;
Still need to pull off the Lectrons and put the 34 Mikuni's back on, to test out how it functions and get the timing dialed in....kill time is programable.
Took a bit of time figuring out what parts to use to make it work, but it's all Suzuki...
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thats awesome. looking forward to seeing how it turns out in operation.
Agree with that.
Pretty cool :clap:
This is just an ignition cut for no lift upshifts?
I installed one on my '20 Yamaha XSR 900. They are pretty cool. The Yamaha factory version I installed is upshift only. The feature is built-in to the ECU. It is basically a momentary pressure-transducer type switch installed on the shift linkage rod. I say that because there is zero switch-throw. The connector is present on the XSR/MT wiring harness.
It is an ignition interrupt and fuel cut on the '20 Yamaha. It feels like a semiautomatic transmission. Part-throttle upshifts are seamless and smooth. The 1-2 shift is not as smooth as 2 through 6. I often use the clutch or let off the throttle for 1-2 at low speed and when the bike is cold.
There are aftermarket versions that come with a module that controls an "auto-blipper" function for downshifting. They require an electronic servo (fly-by-wire) throttle body. A lot of new sportbikes include these "up-down" quick-shifters. I'd like to try one, but installing the OEM up-only version was plug-and-play. The Yamaha kit was ~$100. The QS is stock equipment on several Yamahas in Europe and Asia. It's a dealer option in USA.
I think you could install an upshift type on any motorcycle with electronic ignition and a kill function. Maybe points too but that might require some additional components. I would expect that the clutch lining lifespan would increase. I am not aware of a downside.
IR8D8R
As long as the kill timing is perfect, the trans and clutch should hold out with minimum wear.
But if not, the trans gears will take more abuse....under cutting the gears will help.
Luckily the trans I have is undercut from the factory, so the gears will lock in easier.
And with the dry clutch, saving the plates wear is a main concern (some pieces are discontinued...)
In F1000 (formula cars powered by 1 liter motorcycle engines) a lot of people put a lot of effort into using these systems about a decade ago. In a formula car 3g's decel at maximum downforce isn't unusual, and shifting the car down fast enough is quite tough. Guys started playing with fully auto up and down, either via preselect as some action has to be made, but you didn't have to select the gear changes in real time. They used pneumatic operation with 4500psi tanks onboard. Later they got into some rain modes where you could switch into modes that did auto short shifting and lazier down shifts. However the costs were getting crazy and there were a handful of absolutely nasty crashes when the systems did unpredictable things. As a result, they rewrote the rules and got rid of almost all of it.