Jaguar CDI
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no more mis fires which were common with the stock coil. and about an extra 1500 rpm! a noticible differance in acceleration and power as my engine no longer sputters along. it was a good investment, worth every penny!
Fabian
Well-Known Member
If you don't over rev the engine, the Jaguar CDI will significantly improve the reliability and consequently the life of the engine.
Out of circumstances i replaced a perfectly good engine with a rebuilt engine using the older style big end connecting rod caged needle bearing, which from past experience using a standard CDI lasted a maximum of 700 kilometers (430 miles) before the big end connecting rod bearing totally collapsed; disintegrating and spitting needle roller bearings out the exhaust port, and all whist being gently ridden with rpm not exceeding 3,500 rpm to achieve that figure of 700 kilometers.
This engine has so far completed 3 alpine hill climbs; working it's guts out on every climb, and i mean working it's guts out struggling on it's knees for hour after hour after hour without respite, as well as a travelling approx 400 kilometers (240 miles) in my day to day travels.
I have been waiting for the big end connecting rod bearing to fail so i can refit the perfectly good engine (with the more durable crowded needle roller connecting rod bearing) that was pulled out of the bike in a problem solving process.
At this point in time the engine is still running perfectly and the big end bearing is still showing no signs of failure, and it's getting to the point where i am going to reinstall the components that are normally fitted to the engine i.e. centrifugal clutch and a Walbro style diaphragm carburettor because i am most dearly missing those items being on my bike.
The Jaguar CDI definitely improves engine reliability without any loss of power over a standard CDI.
D
Deleted member 12676
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Fabian, is that with stock porting?
Which head do you have on it? (I assume you have more than stock compression which puts even more wear on bearings)
Which head do you have on it? (I assume you have more than stock compression which puts even more wear on bearings)
Fabian
Well-Known Member
All of my engines use "stock" porting, and the engines that originally came with the caged big end connecting rod needle roller bearing used the standard low compression cylinder head, together with the standard CDI, and they only lasted a maximum of 700 kilometers.
I switched to the Jaguar CDI on the last of my engines using the caged big end connecting rod needle roller bearing, and that engine went for 3,000 kilometers (1860 miles) before it completely big end bearing completely failed.
What's important to note is that the big end was partially damaged by the 300 kilometer mark with the standard CDI, then i changed to the Jaguar CDI and it went for another 2,700 kilometers, which is massively in excess of any engine fitted with the standard CDI.
All of my engines using the crowded big end connecting rod needle roller bearing have used the CR Machine Manufacturing higher compression billet cylinder head and Jaguar CDI.
Compared to the caged design, the crowded big end connecting rod needle roller bearing is virtually bullet proof if not over revved.
I switched to the Jaguar CDI on the last of my engines using the caged big end connecting rod needle roller bearing, and that engine went for 3,000 kilometers (1860 miles) before it completely big end bearing completely failed.
What's important to note is that the big end was partially damaged by the 300 kilometer mark with the standard CDI, then i changed to the Jaguar CDI and it went for another 2,700 kilometers, which is massively in excess of any engine fitted with the standard CDI.
All of my engines using the crowded big end connecting rod needle roller bearing have used the CR Machine Manufacturing higher compression billet cylinder head and Jaguar CDI.
Compared to the caged design, the crowded big end connecting rod needle roller bearing is virtually bullet proof if not over revved.
FurryOnTheInside
In Memoriam
Is it posible to identify whether one's engine has the caged big end connecting rod bearing or the crowded big end connecting rod needle roller bearing without complete dissasembly of the bottom end i.e. wanna know what I've got without "splitting the cases"?
when I get it, lol. Maybe useful for others to know whether it's possible though.
when I get it, lol. Maybe useful for others to know whether it's possible though.
Fabian
Well-Known Member
You must remove the cylinder to gain visual inspection of the crankshaft and connecting rod big end.
You will also need a very powerful LED torch to shine light in between the connecting rod face and the crankshaft face.
You will then need to rotate the crankshaft so that the big end connecting rod lubrication cutaway is visible.
With a powerful light shining on the big end, you will be able to see in between the crankshaft face and the connecting rod face, gaining visual inspection of the needle rollers.
The crowded needle roller bearing assembly has the individual needle rollers packed against each other without any gaps between them.
The caged needle roller bearing assembly has the needle rollers separated by approximately a needle rollers width of free space, so effectively there is half as many needle rollers transferring connecting rod pressure to the crankshaft. In other words, each needle roller must carry approximately twice as much load as the crowded needle roller assembly.
The disadvantage of a crowded needle roller bearing assembly is that it is more susceptible to over heating at higher revs, because the needle rollers are not separated from each other by a bearing cage.
So long as you are sensible with engine rpm, the crowded needle roller system is bullet proof compared to the caged needle roller assembly method, because connecting rod pressure is spread over a greater number of needle rollers.
I shall start by saying I don't disbelieve you Jaguar, however every good salesman should stand by his product. (Thank you for taking the time to develop such a product)
It seems that at times the forum can be quite divided over the Lightning and the Jag (my understanding, as it is, of the 2 products has lead me to lean towards the Jag)
Would the general consensus be that the Jaguar CDI is more reliable and offers some performance gains as stated on the SBP page?
http://www.sickbikeparts.com/catalog/product_info.php?cPath=22&products_id=187
I had a small child (without my knowledge or consent) "wash" my bike with the garden hose while I was visiting a mate and the stock CDI got a little waterlogged and didn't work for a whole day while I dried it out, now it is a little.. dodgy. I am in the market for a new CDI for my test bed and was considering one of Jag's creations but was having a little trouble cutting thru any hype as it were and the apparent division of members over these 2 products, my electrical engineering background is practically non-existent and I still consider myself to be learning about these small engines.. after all the point you think you know everything is the point you will never learn another thing..
It seems that at times the forum can be quite divided over the Lightning and the Jag (my understanding, as it is, of the 2 products has lead me to lean towards the Jag)
Would the general consensus be that the Jaguar CDI is more reliable and offers some performance gains as stated on the SBP page?
http://www.sickbikeparts.com/catalog/product_info.php?cPath=22&products_id=187
I had a small child (without my knowledge or consent) "wash" my bike with the garden hose while I was visiting a mate and the stock CDI got a little waterlogged and didn't work for a whole day while I dried it out, now it is a little.. dodgy. I am in the market for a new CDI for my test bed and was considering one of Jag's creations but was having a little trouble cutting thru any hype as it were and the apparent division of members over these 2 products, my electrical engineering background is practically non-existent and I still consider myself to be learning about these small engines.. after all the point you think you know everything is the point you will never learn another thing..
Fabian
Well-Known Member
I have had a Jaguar CDI (now known as the Performance CDI) installed on my bike for a very long time. The connecting rod big end bearing problems were eliminated when switching to this particular CDI, with my last engine giving 10,000 kilometers (6,200 miles) before it was rebuilt.
The Jaguar/Performance CDI gave dramatically improved longevity to an engine (with the caged big end needle roller bearing assembly) when the engine was partially damaged from the standard CDI at approx 300 kilometers (185 miles) of which it then lived for 3,000 kilometers (1,850 miles) before the big end completely collapsed.
Out of 5 engines, the most distance they ever recorded (using caged big end needle roller bearing assembly) was 700 kilometers (430 miles) and those engines were babied along to try and extend their life to 700 kilometers, using the standard CDI.
The Jaguar/Performance CDI gave a Quantum leap to engine reliability and longevity.
The Jaguar CDI also provides benefits over the other CDI's in that it has multi-adjustable ignition curves.
The Jaguar/Performance CDI gave dramatically improved longevity to an engine (with the caged big end needle roller bearing assembly) when the engine was partially damaged from the standard CDI at approx 300 kilometers (185 miles) of which it then lived for 3,000 kilometers (1,850 miles) before the big end completely collapsed.
Out of 5 engines, the most distance they ever recorded (using caged big end needle roller bearing assembly) was 700 kilometers (430 miles) and those engines were babied along to try and extend their life to 700 kilometers, using the standard CDI.
The Jaguar/Performance CDI gave a Quantum leap to engine reliability and longevity.
The Jaguar CDI also provides benefits over the other CDI's in that it has multi-adjustable ignition curves.
