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The coil mount is a modified coil mount used on a shifter Kart. They can be found on eBay and there are a few good images of it in the beginning of the thread.
In regards to the fuel, for future reference make sure you know the oxygen content of the fuel because oxy fuels make a huge difference in jetting the bike especially when cutting them with pump fuel (also oxygenated in most cases)
The 98 octane I mix is stated as non-oxygenated. It doesn't specify about the 110 octane. Since I've switched to this mix I've noticed it burns way cleaner at least. Before it was non-ethanol 93 with either 25% or 50% 110 and it would load up like a bitch. Couldn't let it idle for even a few seconds. So at least I've got that going for me.
/D
The biggest advantage to the Zeel ignition is the fact that you can tune the power valve mapping and that's what helps us achieve the "four stroke like" linear power curve that is almost too good to be true.
The same types of ignitions are used in karting that are used in motocross including Vortex, JD and Zeeltronic and a few others.
The ignitions are just tuned differently for different applications, but there is no kart specific or motocross specific designation. It all comes down to dyno time and custom maps based on fuel, altitude, pipe spec, porting, jetting, etc.
At the end of the day its just an electronic box that does what you tell it to do. It doesn't know what its connected to or what type of racing it's doing, the box is just following orders (if that analogy makes any sense)
Pit Row
I actually found that the zeeltronic was cheaper than the JD ignition.
Maybe its somewhere in this mega thread, but how is the zeeltronic out of the box? plug and play or is a call to MR cable guy necessary to get it to work? is there a pre-programmed map that is usable or do you need to set it up to get it to work? and finally does it support the power jet (if used) or do i need to specify that i want it when ordering?
They sent 6 different PV maps and we didn't use any of them. I tried all of them and basically all they were useful for was learning what the engine liked. We ended up with a full custom map on the PV. It is extremely sensitive to that adjustment. You can move the opening at a specific RPM point 2% and see it on the dyno. For example: at 5500 RPM it might be 57% open instead of 55% That's all it takes to see a difference, it's mind boggling how sensitive it is.
I did my own baseline ignition map based on a ton of info gathered from several different data sources, tuners and theories and ended up with a 1.5 HP gain at peak over the OEM system. More importantly we were able to get the PV map dialed in which eliminated the holes on the front side of the dyno curve and created an extremely linear and broad (almost 4 stroke like) powerband.
I am going to be dyno testing again this week and expect to find some more HP at that time. I would be willing to do custom mapping once I feel this package is as perfect as I feel it can be for $100 if you are interested.
Will you use the map switch?
How do you think the map will work on a bike with no motorwork and TMX carb (apart from HGS pipe/silencer, Rad valve, VHM head ("standard" insert) )?
I don't run the bar mounted map switch here in So Cal because the tracks are typically very well prepped and consistent. Once I find a good setting I tend to just stick with it and ride so I didn't feel the need for the map switch but its easy enough to set up if needed.
The map should work really well, especially with the HGS pipe.
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