BannedCR500Riders.com

Roostius_Maximus wrote:old 125 stuff was the same taper, but shallow. it wouldnt seat as far. The 2000 125 flywheel is lighter than the 2000 250 or 2003 250 flywheels, but almost identical size.

I measured both and the 250 was 439grams the 125 438grams

O.D was within .001 of each other

Roostius_Maximus wrote:
The 125 stator is actually a nicer piece, theres no mid harness, so its hardwired from pickup to the CDI plug. Very nice. and they're been reasonable $ to get ahold of.

roost are you talking about early year 125 stators my 2000 cr125 is just like my 250 but the rubber seal that gets squeezed between the cover and case is in a differant location along with the pickup coil

i'll be at the shop in an hour or so and get you all the measurements and weights i took

out of curiousity, regarding 125 ignition with 250 stator and flywheel. Tell me does the stator and flywheel actually have any effect on the curve? I realise if the the flywheel pick up is located differently it will change. But wouldnt it still be the same curve but the values are different...

I guess what i'm saying, IF you where to run the 125 stator and flywheel with a "HYPOTHETICAL" trigger point the same as the 250 would you get the exact same curve as the 125 with 250 stator and flywheel?

Would that be right or am i way off in my thinking?


ooops, also nearly forgot. Wonder what effect the TPS would have on the curve aswell. Did the earlier 125 have a TPS and was it used when determining the curves in the above tests that where graphed?

there is a possiability that would be true, I am pretty sure i did try all the 125 pieces together and it was the same but I may wrong.
If I happen to setup the bench tester I will double check that but I am pretty sure the distance the timing tab on the flywheel is off is equal the distance the pickup coil is off from a cr250

there is no TBS on the 2000 cr125 and I am not sure of the years they did

Thanks, i figure all being equal the logical step would be to remove the woodruff key to realign the trigger closer to where it should be. i think you would be pretty unlucky if the flywheel slipped on the shaft..

I've been trying to search cr125 curves, very little information available. However i have seen a few other brand 125 curves and they are very similar, which i guess being close to the 86 500 may be the hot ticket moreso than a 250 ignition, just retard the timing a couple of degress to give a stock like feel bottom end and maybe gain a little over rev up top.......


Now i'm thinking more, short rod a late model engine with a decked case, less crank inertia, ignition to compliment the changes.

rsss396 wrote:I am pretty sure the distance the timing tab on the flywheel is off is equal the distance the pickup coil is off from a cr250

you know I did not word that statement correctly, the distance the tab on the flywheel is off is equal to the distance the whole stator plate is mounted differently than a cr250.

125's cases do not have the 2 stator plate holes at 12 and 6 positions this is why the flywheel is different but the stators are the same except the rubber gromet position on the wiring harness

Oh OK, now i know what you mean. If i get a chance today i'll take a look at mine, it's 07 model. I'll take some measurements and check mounts and location. I'll get back to you

need some feedback on the pvl

when doing the 250 ign swap does the jetting have to be adjusted and if so what areas? pilot,needle or main

glad to see enthusiasts share information on a common site yet NO ONE has ever responded or let alone actually helped with any answers to any of the questions ive posted. and just not to me but other members also,guess you have to be part of the inner group to get any help

No.... were just not like most of the boards you go to.

1. Use the search button. It works.

2. Read the "sticky's". 90% of the time, the answer is there.

3. Questions like "What size main should I run". or " What kind of grease should I use on my linkage bearings?" most of the time will be ignored.

4. See 1,2,and 3.

5. If your truely stuck, need real help, or come across something we havent seen before, you'll probably get more help than you want!!!!

1- this is only forum i read
2-tried the search nothing related to ign. swap jetting also
read all of ign. swap info no jetting changes mentioned even in the
sticky sections
3-didnt ask a basic question like main jet or what grease to use
4- asked a valid question and got no answer

I gathered the info I could find to make them work, haven't had any good testing so I'll keep my mouth shut

mine went in while the weather was changing, so i changed my jetting till its right
its not that hard
dont see why youd even care if it changes,

put ign on and leave everything else as is for now. nothing going to blow up. make changes as needed

thanks for the replies didnt think the jetting would really change but just wanted to check with you guys that are already running the 250 ign. didnt know if the different ign. curve would have any effect on it.

98CR500R wrote:2-read all of ign. swap info no jetting changes mentioned even in the sticky sections

Sounds like you answered your own question.

350w pvl unit. says its programable also

http://www.pvl.de/content/tpl_650.asp?l ... RLSubb=143

bolted the 250 ignition on and didnt need to change anything but my shorts

98CR500R wrote:thanks for the replies didnt think the jetting would really change but just wanted to check with you guys that are already running the 250 ign. didnt know if the different ign. curve would have any effect on it.

Hi yes it does affect the jetting ...well i fitted the 04 gen three ignition on my bike and its a 16bit digital ignition also has built in traction control i battled at first but someone here showed me the timing marks
are slightly out so i needed to file the slots get it i right.... then the jetting
problem started i could't understand it either coz brit i think it was said it
sounds like jettihg problem...so i leaned it out a lil at a time and eventually
it was 100% ... so i think the different timing curve and the way it manages the engine changed the vacuum allot which required leaner jetting

the 2004+ has the TPS, are you running it also?

Roostius_Maximus wrote:the 2004+ has the TPS, are you running it also?

yes i am now and have jetted it accordingly ...but i first started out with the original 01 cr500 carb which it originally had on and was running and jetted perfectly until i put the 250ign on thats why i at first didnt take brits advice on being a jetting issue until i was ready to give up on the ignition so i tried the jetting and immediately realized it was a jetting problem sorted it and then put the cr250 tps carb on with tps connected and also had to go leaner then what it was running the 250 motor so both carbs had to be leaned out the tps carb i leaned out both main and idle jets but my original carb only needed main jet ...i have no knowledge about the 250 motor it all came from as i bought it a non runner came with my gen3 roller which i built my bike from ...i did put all the end numbers on jets i used on a post here somewhere but you would obviously have to do your own jetting according to your bike and altitude

had a huge tuning problem recently, tried everything, disconnected kill switch, new coil, swapped stators, checked everything 3 new b7es plugs, screwed with jetting, tossed intelajet and went with roostys baseline, removed nology wire and swapped for a solid core wire with a 0 ohm cap.......
bike wouldnt run right on the low end and would take a bit to clean out on top, jetting changes didnt have much effect, also when it got real hot (240f+)it would just shut off at low rpms for no reason without warning
it basicaly ran terrible

it ended up being the digital ignition dosent like NON RESISTOR plugs..
swapped out barely used B7ES for a BR9ES and runs sweet, jetting is a little off from me messing with it but it responds to airscrew adjustments and more importantly it rips again

wish i woulda connected the dots sooner, cost me first place in this weekends race

2 heat ranges cooler plug? I agree with resistered plugs to protect ignition systems but from what I read is maybe your jetting was lean before hand?