Power Shifter

LINEAWEAVER · Feb 15, 2006

All Gear Upshift Evaluation.

Power vs MPH.

MPH vs Elapsed Time.

Blue: Conventional upshift.
Red: WOT clutchless upshift with "Power Shifter".

05 FS 650 C courtesy of RockyMT.

logjump · Feb 15, 2006

That's an impressive graph Dale. Almost as smooth as I'd envision a snowmobile's graph.
Now I'm gonna have to do a search on "power shifter".

Hmm, this must be link --CLICK--

Log

LINEAWEAVER · Feb 15, 2006

logjump said:
Hmm, this must be link --CLICK--
Log

Nope.

I make my own as the majority of existing systems are not particularly well suited for "Dirt Bike" application.

My personal system is similiar to this: http://www.racegadgets.com/

To me the term "Power Shifter" is generic in nature being descriptive with regard to shifting under full power less the clutch.

However, Dale walker is indeed a friend of mine and I do use and endorse his products.

My particular system is quite simple:
Adjustable engine kill (0 to 7 milliseconds) triggered from a shift lever sensor. Said system will operate on 12 to 18 volts.

Kind Regards,
Dale

PS
Two 9 volt radio batteries will last an entire season.

BOSS · Feb 15, 2006

In what forum of dirt would said system be used?

what sort of global feedback have you had with said system?

I will gladly share this info to the new crop of experts

LINEAWEAVER · Feb 15, 2006

BOSS said:
In what forum of dirt would said system be used?

what sort of global feedback have you had with said system?

I will gladly share this info to the new crop of experts

Such products have been around for decades, albeit mostly used for drag racing and paired with an air shifter.

The problem with most systems is they are designed to interrupt the 12 volt power supply of a conventional ignition coil and in addition require said 12 volts to trigger.

What I do is simply automate a timed kill switch activated via the shift lever.

Such a system proves beneficial where maximum "point and shoot" acceleration is the objective. (ie race starts, long straights, etc.)

Really more of a competition tool then that of an off-road gadget.

I put this particular system together in an effort to compliment the installation of a slipper clutch for Motard work.

Kind Regards,
Dale

BERGOROADRACER · Feb 16, 2006

Hi Dale.can i install this system in my bike with Recluse clutch simply ?

JBSracing · Feb 16, 2006

Hi Dale

Am I right in thinking your system simply grounds the kill switch contacts for a short while - via possibly a FET or other transistor type device?

Does it provide the ignition interrupt shifting down as well, just curious on the mechanics of the system, what sensing/switching method is used on the leaver?

Are you going to sell these kits, and if so how much are we looking at?

Nice graph - looks like you've gained about 2 seconds to get to the same speed as the RED shut-off. That would be more than a few bike lengths and finnish places I guess.

Ben
JBSracing

LINEAWEAVER · Feb 16, 2006

Hi Ben,
The kill / delay box is generic in design and via electronics simply grounds the primary circuit as opposed to opening it. Said circuit is connected between the CDI kill switch lead and ignition ground.

I have used a variety of methods to activate the unit including a shift lever installed strain gauge (very expensive if you are a crasher).

Such a unit can indeed be modified to include down shift kill, however, such proves to induce wheel hop and has proven of no advantage. A slipper clutch has proven best for unloaded down shifts.

Hi Takis,
I can provide you a system, however, installing the shift lever switch can be a bit tricky.

Sincerely,
Dale

Smorgasbord · Feb 17, 2006

Have you ever tried changing gear with the kill switch? It's easier than you think. The idea is the same as described, saving time, not having to roll off the throttle to allow the next gear to slip in, only to roll it on again.
I still don't do it regularly because
1 -The kill switch is awkwardly placed on the handlebar.
2 -The SEM ignition can get confused if you press too much on the kill switch at high revs.

With a better placed button and a kill pulse timing box like the one described I think those problems are solved.
Great idea, the timing box.

LINEAWEAVER · Feb 17, 2006

Smorgasbord said:
Have you ever tried changing gear with the kill switch? It's easier than you think. The idea is the same as described, saving time, not having to roll off the throttle to allow the next gear to slip in, only to roll it on again.
I still don't do it regularly because
1 -The kill switch is awkwardly placed on the handlebar.
2 -The SEM ignition can get confused if you press too much on the kill switch at high revs.

With a better placed button and a kill pulse timing box like the one described I think those problems are solved.
Great idea, the timing box.

Many road race classes prohibit a shift lever activated kill switch, however, a "time out" is legal and often activated via the OEM kill button.

Unfortunately and as as I mentioned earlier the majority of boxes are that of a "normally closed" circuit as opposed to "normally open" and not particularly well suited for a self contained CDI.

Doable? yes.
Practical? Not in my personal opinion.

Hope this helps.
Sincerely,
Dale

HUSABOMBER · Mar 18, 2006

Hi Dale,

I imagine this is not a problem if one goes with the LHRB/Rekluse? Just another "actuation device" is needed besides the clutch lever?

Just pondering the possibilities for future reference

LINEAWEAVER · Mar 18, 2006

HUSABOMBER said:
Hi Dale,

I imagine this is not a problem if one goes with the LHRB/Rekluse? Just another "actuation device" is needed besides the clutch lever?

Just pondering the possibilities for future reference

Hi Husabomber,
I have just such an application that has been in the field for well over a year without incident.

CRF 500, LHRB / foot brake, Rekluse clutch and clutchless (ie Power) shifter.

Hope this helps.

Sincerely,
Dale

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