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About Bazzaz

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  1. Hey guys, Bazzaz needs to borrow a Honda TRX700XX for R&D, so we can make a fuel control system for it. If you're in SoCal and can stand to be part with your quad for a week or two, you'll get a free Z-Fi and custom tune for your troubles. Hit me up with a PM or email me at if you're interested.
  2. The only thing we changed for our 2013 kit is the connector that goes to the capacitor, because Honda changed the capacitor like you said. So all you'd have to do is change the connectors on the Bazzaz Harness or tap the Red Bazzaz wire directly into the power wire on the factory harness. The power wire on the factory harness is Red on the capacitor side and Black on the harness side.
  3. I agree whole heartedly agree that chassis dynos are not the best piece of equipment for measuring HP at the crank, that's what an engine dyno is for. However if you can do static speed runs, then the power you're measuring will be fairly close to crank HP because the loss of power you get accelerating all the moving parts, in the drive train, has been taken out of the equation. Our dyno can do what is called a step test, you're probably familiar with these, but I'll explain it for everyone else's sake. During a step test the operator holds the bike at a constant throttle position, usually 100%, the dyno will then hold the bike at a specified RPM with the load cell, then release the load and allow the bike to climb to the next specified RPM, where it will again hold the bike at that RPM. During these periods where the load cell is holding the bike at a constant RPM there is no acceleration happening, thus there is no power lost to forcing the drive train components to increase in speed. There is still some mechanical loss, since no system can be perfectly frictionless, but the numbers being logged will be fairly close to crank HP. An added benefit to this type of testing is an increased accuracy in the way power is being measured. The torque is being directly measured from the strain gauge attached to the load cell and HP can be directly calculated from the rotational speed of the drum; it takes 1 hp to raise 550lbs 1ft in 1 second, so when you know the weight of the drum you're spinning the equation to calculate HP at a static speed is pretty straight forward. Our dyno measures actual real life HP and torque, through the use of the strain gauge on the load cell and a highly accurate glas-on-glass encoder speed sensor on the drum axle. While our dyno has the capability to do inertia only runs, we always tune and do our dyno runs with the load cell engaged and operating in a speed squared function. meaning it exponentially applies a load to the drum as speed increases, this actually mimics wind drag. We shy away from inertial only runs because they are inherently less accurate in the way power is calculated, and when tuning there is not an accurate real world load being applied to the motor. Additionally our dyno has expansion modules that allow you to read any array of sensors you wanted to, oil temp, coolant temp, boost, secondary throttle plates, multiple O2 sensors, etc. If you want to measure something, our dyno can measure it, and measure it more accurately than anything else on the market. I like that idea of using a servo to control the throttle, if you ever get that working let me know.
  4. I'll admit, I was a little disappointed that I wasn't able to get more top end power out of this bike. I played around with different target AFRs, but nothing worked any better than 13.0. I didn't do quite as an extreme range of AFR tests as Positron is asking for, but it was clear that as I adjusted the AFR in both directions, that I lost power when compared to my 13.0 runs. And since we've already given the bike back to it's owner, I can't go and do any additional dyno runs. I do have a comparison run between the stock exhaust and the Yosh pipe, which I'm sure you'll all find quite interesting. One note on this graph; you'll notice that the AFR for the stock run starts extremely lean, that is not the actual AFR. Measuring the AFR with the stock exhaust was not ideal, I had to use our exhaust sniffer, since I wasn't authorized to weld a bung into the header, and the baffles in the exhaust prevented me from getting the sniffer into a good position to measure the exhaust gasses, so it didn't pick up the low ranges very well. The partial throttle power is definitely where this bike gets the biggest improvement. And the owner of the bike we borrowed definitely noticed a difference when he got the bike back. So while you're not going to notice much difference when you have this little guy pinned on the freeway, it is going to pull out of corners better. Oh and someone asked what the range of our O2 sensor was, it's 10.89-16.55.
  5. Hey guys, I'm an R&D Tech for Bazzaz, and I'm here as part of an effort by our company to get out there on the furums and answer any tech questions that people may have about our product or fuel controllers in general. We've got systems for all the most popular fuel injected dirt bikes, and are working on expanding our product line to encompass all injected off road vehicles.