Yamaha R3 Key Delete Kill Switch 2019-2026

Yamaha R3 Racing Ignition Switch 2019-2026

Elevate your race weekend with the Pointer Racing keyless racing ignition switch for the Yamaha R3. It replaces the factory key barrel with a simple, robust switch that starts the bike without a key ever entering the equation. A stock ignition barrel is designed for a bike parked on a street. On a race bike it is a liability: it adds weight high up on the triple clamp, it is one of the first things to break in a crash, and a bent key or a jammed barrel can end a weekend that the engine was perfectly happy to continue. Deleting it removes a whole category of problem. * No Key To Lose: Nothing to drop in the gravel trap, snap in a crash, or leave in a pit garage. * Lighter And Cleaner: Removes the factory barrel and its bracketry from the top of the forks. * Faster Away: Straight to the switch — useful on a warm-up lap and on a grid that is already moving. * Durable: Built for repeated use in the pit lane, not occasional use in a driveway. Fitment: Yamaha R3, 2019-2026. Fit it alongside our GP-style kill switch for a fully key-free 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.