TM RACING USE AND RECOMMEND ‘MOTOREX’ OILS.
IMPORTANT NOTE: The use of the correct Motorex oils, to TM Racing’s specification and requirements, must be adhered to in order to comply with any and all warranty aspects of your TM Racing machine. Failure to use the correct and advised oils will void any and all warranties. In all instances please refer to the correct models user / maintenance manuals for TM Racing exact specifics of the oils required for your motorcycle.
– 2-Stroke Premix Oil / Injector Oil: Cross Power 2T
– 2-Stroke Gearbox Oil: Cross Power 4T 10W/50
– 4-Stroke Engine Oil: Cross Power 4T 10W/50
– Coolant: M3.0
– Racing Fork Oil: 5W
– Racing SD-1
– Brake Fluid: Dot.4
2-STROKE ENGINE MACHINES.
FUEL REQUIREMENTS :- Super-unleaded with a ‘minimum’ rating of 97 octane. For ‘pump’ fuel, we recommend avoiding the use of E10 (ethanol percentage) fuel. E5 Super-unleaded is best and TM UK advise using the highest available octane (99).
PREMIX OIL & RATIOS :- High Quality ‘Racing’ Premix Oil / 2-stroke Injection ‘Competition’ Oil For TSi Machines..
WARNING: you must ensure that the oil injection tank on 2T Fi (Two-Stroke Fuel-Injection) versions is filled and the oil system is ‘primed’ as per the user manual – ‘2 Stroke Oil Circuit Filling’. Priming of the system must be completed after any and all maintenance work that would result in the system losing its ‘pressure’. The information from the TM Racing user manual relating to the oil circuit filling system and ‘priming’ procedure can be found at the bottom of this page. Failure to adhere to this warning could lead to engine damage. To prime the oil pump and perform simple diagnostic tests you will need the diagnostics port connection cable – Part No 68192. For ECU interfacing via a laptop computer device and the TM Racing software program (once installed) you will require the interface USB cable and diagnostic port connection cable kit – Part No’ F03876.
RATIOS :- Carbureted Engines
80cc / 85cc / 100cc / 125cc / 144cc = 33:1 (40:1 acceptable)
– 33:1 = This equates to approx 600ml per 20 litres of fuel.
– 40:1 = This equate to 500ml of oil per 20 litres of fuel.
250cc / 300cc = 33:1
(This equates to approx 600ml per 20 litres of fuel)
Simple calculation for determining oil/fuel ratios for mixing fuel:-
Take the ‘ratio’, for example 33:1, take 1 x litre of fuel and convert that into ‘millilitres’ (ml per litre = 1000). Divide 1000 by 33, this will give you ratio of oil per litre = 30.30ml. Multiply the oil quantity by the total amount of litres of fuel that is required to be mixed, this will give you the total measurement of oil for the correct amount of fuel.
Example1:- an oil/fuel ratio of 33:1 for 15 litres of fuel = 1000 divided by 33 = 30.30ml, 15 x 30.30ml = 454.50ml, you therefore require 454.50ml of oil to be mixed with 15 litres of fuel to give you a oil/fuel ratio of 33:1.
Example 2:- an oil/fuel ratio of 40:1 for 20 litres of fuel = 1000 divided by 40 = 25ml, 20 x 25ml = 500ml, you therefore require 500ml of oil to be mixed with 20 litres of fuel to give you an oil/fuel ratio of 40:1.
SPARK PLUG DESIGNATIONS:-
85cc / 100cc Engines: 2013>
NGK BR9 EG – Electrode gap: 0.7mm
85cc (>2012) / 100cc (>2012) / 125cc / 144cc Engines.
NOTE: TM UK recommend using an NGK R-7376-9 spark plug in 125cc and 144cc engines. This Iridium plug features a special electrode designed purely for high-performance engines where ‘harmonics’ and varying heat ranges, can in some instances, witness ‘conventional’ type spark plug ‘tips’ fail and break away from the spark plug body.
NGK BR8 EG – Electrode Gap: 0.7mm
250cc / 300cc Engines: >2018
NGK BKR8EIX – Electrode Gap: 0.7mm
250cc / 300cc Engines: 2019>
GEARBOX OIL 2-STROKE :-
Gearbox oil designed specifically for 2-Stroke racing engines with a ‘wet clutch’ or, as advised by your TM Racing User Manual.
GEARBOX OIL ‘CHANGE’ QUANTITY REQUIREMENTS :-
NOTE: Please refer to user manual for updates.
80cc / 85cc / 100cc / 125cc / 144cc Models :-
– 550ml in all engines up to model year 2006 (600ml ‘dry’ fill)
– 600ml in all engines 2007 > (650ml ‘dry’ fill)
250cc / 300cc Models :-
– 650 ml. (700ml ‘dry’ fill)
Keihin PWK / PWM carburetors.
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 conditions 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.
WARNING: correct jetting will allow your TM Racing engine to perform at its best in the conditions required, however, do not attempt to alter these settings with little knowledge or understanding of how these changes affect the behaviour of your engine and the consequences that these changes can lead to. Making an error in carburetion settings will cause severe damage to your engine, If unsure contact your TM Racing dealer or TM UK.
NOTE: on 2-Stroke Carbureted Enduro machines which normally operate with a ‘tick-over’ it may ensure cleaner running of you TM Racing machine if you decrease 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 carburetors is effectively 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 symptoms 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 carburetor clean and drain after washing to ensure no moisture is trapped inside, moisture can lead to bad running and corrosion of the internal components.
4-STROKE ENGINE MACHINES :-
FUEL REQUIREMENTS :- Super-unleaded with a minimum rating of 97 octane. For ‘pump’ fuel, we recommend avoiding the use of E10 (ethanol percentage) fuel, E5 Super-unleaded is best.
SPARK PLUG DESIGNATIONS USED :-
NOTE: Because of electrical system changes over various model and model years please ensure you note your machines spark plug type and replace with a new, identical one. Please refer to user manual for correct applications over models / model years.
NGK CR8E – Electrode gap: 0.7mm
NGK CR9 EIX – Electrode Gap: 0.7mm
BATTERY REQUIREMENTS :- For ‘Electric Start’ machines
Please refer to user manual for correct battery designation for your model year. Battery types TM Racing have used are…
Lead Acid: YTX7LBS
Lithium Ion: YLP05B – 12V. 5AH
Lithium Ion: YLP09X – 12V EQ. 8AH
NOTE: In the event of a depleted or damaged battery NEVER try to ‘jump-start’ your motorcycle from a car or other vehicle – the much higher amperage of larger batteries could do irreparable damage to the motorcycles electrical and control systems. Replace the original battery in your motorcycle to the required specification.
ENGINE OIL REQUIREMENTS :-
Running-in period = Original fill oil.
Post running-in period = High quality racing motorcycle oil for use with ‘wet clutches’ as specified in the user manuals.
ENGINE OIL QUANTITIES :-
Please refer to user manuals for updates.
250cc Carb’ / 400cc Carb’ / 450cc Carb’ / 450Fi / 530cc Carb’ / 530Fi / 660cc Carb Models :-
– Oil change = 1.300 litres.
– Oil and oil filter change = 1.350 litres.
– Complete rebuild (‘dry’ fill) = 1.400 litres.
250cc / 300cc Fi ‘Single’ / ‘Twin’ Pipe Models :-
– Oil change = 1.200 litres.
– Oil and oil filter change = 1.250 litres.
– Complete rebuild (‘dry’ fill) = 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.
Whilst completing oil changes on your TM Racing 4-Stroke machine you must ensure that the oil level in the inspection window is visible before and during engine running. Ideally the oil level should be showing as 3/4’s full in the inspection window at idle, upon increasing the engine rpm the oil level should lower slightly as the oil pump increases its flow rate around the engine, once the engine has settled back to idle the oil level should return back to 3/4’s full in the window, If not please add more oil until the desired measurement is achieved or slightly exceeded.
On 250Fi / 300Fi models, after long periods of rest, the majority of oil in the engine will eventually drain into the sump area and may give the impression of very low oil in the engine. Leaning the bike to the right for 10 seconds should then allow you to see oil appear in the sight glass window. If you are certain there is oil in the engine proceed to start the engine, the oil level should then stabilise once again in the sight glass window and give you an accurate oil level reading. Do not be tempted to add more oil to the engine prior to running and checking the level, too much oil in the engine will lead to bad performance and running issues.
Please ensure that the engine is not under or over-filled. For any updates or items you may be unsure over, please refer to the user manual for your machine
VALVE CLEARANCES :-
Please refer to user manuals for updates.
250cc / 400cc / 450cc / 450Fi / 530cc / 530Fi / 660cc :-
– Inlet 0.10mm > 0.15mm -/- Exhaust 0.15mm > 0.20mm
250 Fi / 300Fi :-
– 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 carburetor settings should need little adjustment, the carburetors used on TM Racing 4-Stroke machines are very complex and should not be tampered with by inexperienced users, please refer to your TM Racing dealer for more information on these carburetors and for any technical help you may require with any running errors of the fueling system. Remember always keep your carburetor 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.
ELECTRONIC FUEL INJECTION SYSTEMS :-
Electronically Fuel injected machines require little in the way of maintenance and set-up, on TM Racing Fi 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 injector / cylinder injectors, the injector/s then atomizes 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 monitors 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 milliseconds and is a far more economical approach to engine fueling, 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 carburetor 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 virtually eliminates hesitation (bogging) that is commonly found in carbureted 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 fueling characteristics of the engine and keep it running. A conventional ‘mechanical’ carburetor with a ‘float bowl’ will lose its fuel from its vent pipes and its fueling 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, 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 minuscule changes to the machines working characteristics without the need for program interfacing (re-mapping), this occurs by the ECU using the readings from the on-board 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 infinitely 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 per-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 Fuel Injection 2T / 4T equipped machine, it should be taken to your TM Racing dealer for inspection and diagnostic test immediately.
WARNING: TM Racing and TM UK do not advise alterations to the Electronic Fuel Injection system, its components or the pre-installed ECU parameters. This electronic device has been pre-programmed by TM Racing to give your TM Racing machine the maximum performance, reliability and safety. Failure to adhere to this warning could lead to engine component failure and/or injury.
2T Fi (2-Stroke Fuel Injected) machines: Oil Circuit Filling and Priming of the Pump System with the correct connection cables.
WARNING: You must ensure that the oil injection tank on 2T Fi (Two-Stroke Fuel-Injection) versions is filled and the oil system is ‘primed’ as per the user manual – ‘2 Stroke Oil Circuit Filling’. Priming of the system must be completed after any and all maintenance work that would result in the system losing its ‘pressure’. The page from the user manual relating to the oil circuit filling system ‘priming’ procedure can be found at the bottom of this page. Failure to adhere to this warning could lead to engine damage. To prime the oil pump and perform simple diagnostic tests you will need the diagnostics port connection cable – Part No 68192. For ECU interfacing via a laptop computer device and the TM Racing software program (once installed) you will require the interface USB cable and diagnostic port connection cable kit – Part No’ F03876.
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