Yamaha R3 Racing Ignition Switch 2019-2026

Yamaha R3 Key Delete Kill Switch 2019-2026

Bring professional-grade MotoGP ergonomics to your cockpit. The Pointer Racing GP-style kill switch replaces the stock switchgear on the Yamaha R3 with a single, unambiguous control right where your thumb already is. On a race bike the ignition key is dead weight and a hazard. It hangs off the top triple clamp waiting to be snapped off in a crash, and in a session where you need to kill the engine now — a seized throttle, a red flag, a marshal waving you off — hunting for a key is time you do not have. A handlebar kill switch is one movement, without letting go of the bar. * GP-Style Layout: The control sits where a racer's thumb expects it, so killing the engine is reflex, not a search. * Key Delete: Removes the stock ignition barrel and its crash-vulnerable mounting from the cockpit entirely. * Cleaner Cockpit: Less clutter on the top clamp and fewer wires to route or chafe. * Race Focused: Built for riders who start their day at scrutineering, not at a set of traffic lights. Fitment: Yamaha R3, 2019-2026. Pairs naturally with our keyless racing ignition switch for a complete key-delete cockpit.

Ninja 400 Racing Ignition Switch

The Pointer Racing keyless racing ignition switch for the Kawasaki Ninja 400 replaces the factory key barrel with a simple, robust switch — no key required to start the bike. On a track bike the stock ignition barrel earns its place at nothing. It sits high on the triple clamp adding weight where you least want it, it is among the first things to break in a crash, and a bent key or a seized barrel can end a race weekend the engine would happily have finished. Deleting it removes the whole problem rather than managing it. * No Key To Lose: Nothing to drop in the gravel, snap in a crash, or leave behind in the garage. * Lighter And Cleaner: The factory barrel and its bracketry come off the top of the forks. * Faster Away: Straight to the switch, which matters on a grid that is already rolling. * Durable: Built for pit-lane use over a season, not occasional use in a driveway. Fitment: Kawasaki Ninja 400.

Pointer racing load cell quickshifter for WSSP Mectronik ECU

A ±1000 N strain-gauge load cell for quickshifter use. It outputs a continuous analog force signal in both directions at 500 N/V, so the ECU reads the shift as a force and one sensor drives both the up-shift cut and the down-shift blip. You set the trigger in newtons instead of guessing at a switch. ASBK Next Gen legal. Developed and validated on a Mectronik MKE7 (WSS600_A, firmware 2.27.44) on a Triumph Street Triple 765. Specifications Type — strain-gauge load cell, bidirectional (tension and compression) Rated capacity — ±1000 N Sensitivity — 500 N/V Supply voltage — 5-16 V DC Output — continuous analog voltage, proportional to load Wiring — 3-wire (supply / ground / signal), 3-pin JST, mates with a Solo Engineering harness Thread — M6, both ends Ingress protection — IP65 Zero drift — −0.02 N at rest, measured across a full 20-lap test day Fitment Set by the ECU, not the bike: any ECU with a spare 0-5 V analog input, a gearshift strategy that takes a load-cell input, and a pull-up you can disable on that input. Bikes running a compatible Mectronik World Supersport ECU include the Ducati Panigale V2, Triumph Street Triple 765 RS, Yamaha R6, Yamaha R9, Kawasaki ZX-6R 636, Suzuki GSX-R750 and ZXMOTO 820RR. Not on the list is not a no — send us your ECU model. In the box The load cell and its wiring loom. It threads M6 at both ends and goes inline in the linkage, so the rod ends and shift rod are your own. Setting one up is not the same job as wiring a switch. Our step-by-step MeCal 3 guide covers the pull-up that catches everyone, why you measure your own offset, and starting trigger forces from real logged data: pointerracing.com.au/au/blog/quickshifter-load-cell-setup-mectronik-mecal Free Australia-wide shipping in 3-5 business days, backed by our 7-day returns policy.