Super Unleaded - minimum 97 octane.
Synthetic racing premix oil mixed at 40:1 = (this equates to 500ml of oil added to 20 Litres of fresh fuel - ratios thereof).
85cc / 125cc / 144cc engines require an NGK BR9 EG plug.
Electrode gap = 0.7mm.
250cc / 300cc engines require an NGK BR8 EG plug.
Electrode gap = 0.7mm.
80w/90w gearbox oil designed for 'wet clutch' use or an Automatic Transmission Fluid (ATF) such as Shell Donax / Castrol TA.
Gearbox oil quantities required are:
85cc/125cc/144cc = 550ml.
250cc/300cc = 650ml.
Keihin PWK / PWM carburettors.
In normal operating circumstances the only changes needed to be made to your TM Racing 2-Stroke powered machines caburetion will be alterations to your main jet and your needle clip position, rarely your fuel/air mixture once set correctly, dependent on track condtions and operating temperature, please refer to your TM Racing dealer for more information regarding 'jetting' your TM Racing machine before proceeding with altering any of these settings, your TM dealer can explain to you the benefits of correct jetting and how to 'read' what your engine and spark plug colour is telling you to do.
NOTE: on 2-Stroke Enduro machines which normally operate with a 'tick-over' it may ensure cleaner running of you TM Racing machine if you decrese the pilot jet size to compensate for the increase in fuel/air at low rpm's. The 'tick-over' screw on the Keihin PWK/PWM carburettors is effecttively just a device to lift the 'slide', therefore the 'throttle' is being held open by the tick-over adjuster screw, essentially you are running on part throttle even when you have the throttle closed, this can lead to the symptons of 'rich' running at low rpm's and can cause hesitancy (bog) from the engine, decreasing the pilot jet size from 42 down to 40 or 38 will counteract this effect and the bike will run correctly. Remember always keep the the carburettor clean and drain after washing to ensure no moisture is trapped inside, moisture can lead to bad running and corrosion of the internal components.
Super Unleaded - minimum 97 octane.
250cc / 400cc / 450cc / 530cc / 660cc.
NGK CR8 E - Electrode gap 0.7mm.
250cc Fuel Injected Machines - NGK ROO45J-10
450xx Fuel Injected Machines - NGK CR9 EIX
Running-in period = High quality semi synthetic 20w/50 racing motorcylce oil for use with 'wet clutches'.
Post runnning-in period = High quality semi/fully synthetic 20w/50 racing motorcycle oil for use with 'wet clutches'.
Engine oil quantities are:-
Oil change = 1.300 litres.
Oil and oil filter change = 1.350 litres.
Complete rebuild = 1.400 litres.
Oil change = 1.200 litres.
Oil and oil filter change = 1.250 litres.
Complete rebuild = 1.300 litres.
NOTE: For 660cc SMX Supermotard Competition machines please refer to your user manual as different crankcase options will alter the oil capacity levels.
Inlet 0.10mm > 0.15mm -/- Exhaust 0.15mm < 0.20mm
Inlet 0.10mm > 0.15mm mm -/- Exhaust 0.15mm > 0.20mm
Mikuni TDMR 36/39//41 - Keihin FCRD 39/41
As with the two stroke machines the carbettor settings should need little adjustment, the carburettors used on TM Racing 4-Stroke machines are very complex and should not be tampered with by inexperienced users, please refer to you TM Racing dealer for more information on these carburettors and for any technical help you may require with any running errors of the fuelling system. Remember always keep your carburettor clean and drain it after washing to ensure no moisture is trapped inside, this can lead to bad running and corrosion of the internal components.
Electronically Fuel injected machines require little in the way of maintainence and set-up, on TM Racing Efi equipped machines the fuel is filtered upon entering the fuel pump, to remove any impurities or particles in the fuel, the fuel is then pumped under high pressure through yet another finer filtration system to the main fuel line into the throttle body and then into the injector, the injector then atomises the fuel into the oncoming air stream and enters the combustion chamber. The metering and volume of fuel injected into the engine is controlled by the ECU which 'pulses' and times the delivery of the fuel supply, the ECU montiors throttle position, engine speed, cooling system temperature, air pressure, air speed and a number of other factors to calculate how much fuel is required at any given time, this metering system can adjust itself to one of its set parameters in fractions of a second and is a far more economical approach to engine fuelling, whilst not only regulating the fuel supply more economically further reductions in fuel usage are also gained from not having a 'float chamber' like a carburettor from which fuel can escape through the venting system.
The main advantage of Electronic Fuel Injection system, from a riders perspective, is that the electronic control of the fuel supply eliminates hesitation (bogging) that is commonly found in carbureted 4-Stroke machines and also the risk of engine stalling is lessened (although this is electronically monitored for safety) due to the electronics ability to alter the fuelling characteristics of the engine and keep it running. A conventional 'mechanical' carburettor with a 'float bowl' will lose its fuel from its vent pipes and its fuelling characteristics will change as it cannot utilise its carburetion jets unless they are bathed in fuel, this then leads to engine stall and increases the difficulty of re-starting the machine under high temperatures.
TM Racing's policy of ensuring only the best components are used on their machines limits the use for changes to the Electronic Fuel Injection system, with components of exceptional quality, HGS exhaust systems for example, being fitted to the machine as a 'standard' part there is no need to 'upgrade' components like many other manufacturers machines and alter the working components of the engine, therefore altering the components that are factored in the metering devices of the ECU. The ECU fitted to TM Racing machines is adaptable to a very small degree and will compensate for miniscule changes to the machines working characteristics without the need for program interfacing (re-mapping), this occurs by the ECU using the readings from the onboard sensors and correcting the fuel supply to a level which it calculates to be closer to the optimum setting. Whilst this type of system can overcome very small changes from the stock parameters it is not infinately calculating or self intelligent, the parameters it can change to are determined by the TM Racing programming and the ECU is limited to those tiny adjustments only, huge changes in elevation and oxygen reduction for example will be too great for the system to overcome with the pre-installed parameters and re-mapping of the ECU will need to take place, however, in the real world these extreme examples are not likely to occur and the need to interface with the ECU is not necessary or recommended.
If any problems occur with your TM Racing Efi equipped machine it should be taken to your TM Racing dealer for inspection and diagnostic test immediately.
TM UK - 01249 715523