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techtalk:evo:engctl01 [2020/01/08 04:16] ixl2relax [Electronic Ignition Systems] |
techtalk:evo:engctl01 [2020/02/16 07:43] ixl2relax [Sub-Documents] |
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| From this point forward, all the Sportster models used a Single-fire Spark system, using two individual coil trigger wires to produce a spark on individual spark plugs, one at a time. (see coil information) | From this point forward, all the Sportster models used a Single-fire Spark system, using two individual coil trigger wires to produce a spark on individual spark plugs, one at a time. (see coil information) | ||
| - | The Ignition Control Module for these years is programmable by the dealer to match the specific model bike, either 883 or 1200. It is mounted under the seat. The part number on the ignition module is really the version of the internal software that was last flashed into the module. The module may have started out as a 32478-04 (or 32622-04) module, but it might then have be upgraded to 32622-04a. Later built models would have had the upgraded part installed from the factory. As of 2020, the 32622-04C is listed as correct for all 2004-2006 models (whether 883 or 1200) and older modules are recommended to be upgraded to that level. It is believed that the stock RPM Limit is set for 5800 RPMs (some say 5400, others 6000). | + | The Ignition Control Module for these years is programmable by the dealer to match the specific model bike, either 883 or 1200. It is mounted under the seat. The part number on the ignition module is really the version of the internal software that was last flashed into the module. The module may have started out as a 32478-04 (or 32622-04) module, but it might then have been upgraded to 32622-04A. Later built models would have had the latest upgraded part installed from the factory. As of 2020, the 32622-04C is listed as correct for all 2004-2006 models (then programmed for 883 or 1200) and older modules are recommended to be upgraded to that level. It is believed that the stock RPM Limit is set for 5800 RPMs (some say 5400, others 6000). |
| If the module is replaced for any reason, see [[techtalk:evo:trouble01#ecm_password_learn_procedure|the Learn Procedure HERE.]] | If the module is replaced for any reason, see [[techtalk:evo:trouble01#ecm_password_learn_procedure|the Learn Procedure HERE.]] | ||
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| - | ===== Aftermarket Ignitions ===== | + | |
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| **Here's what the VOES looks like** with a quick reference chart of it's operation: | **Here's what the VOES looks like** with a quick reference chart of it's operation: | ||
| {{techtalk:evo:engctl:voes_quick_reference_chart.jpg|}}((Illustration created by IXL2Relax at the XLForum)) | {{techtalk:evo:engctl:voes_quick_reference_chart.jpg|}}((Illustration created by IXL2Relax at the XLForum)) | ||
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| + | See the explanation of manifold absolute pressure -vs- vacuum gauge readings in the REFerence section on the'Ignition Modules - Aftermarket' page:\\ | ||
| + | http://sportsterpedia.com/doku.php/techtalk:ref:engctl01#manifold_absolute_pressure_-vs-_vacuum_reading | ||
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| + | {{:techtalk:evo:engctl:vacuumreadings-map-vs-gauge.jpg?400|}} | ||
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| * The VOES has two connections and one adjusting screw. The VOES is connected to the carb (manifold side) through a vacuum hose and monitors the manifold vacuum level. It is also connected to the ICM. It has two black wires from the internal switch. From the inline connector, there is a (purple or purple/white) single wire sent to the ICM and a second wire sent to ground. The VOES switching point is set by a concealed screw. This causes the ICM to switch between the two advance curves based on a set point level of manifold vacuum. | * The VOES has two connections and one adjusting screw. The VOES is connected to the carb (manifold side) through a vacuum hose and monitors the manifold vacuum level. It is also connected to the ICM. It has two black wires from the internal switch. From the inline connector, there is a (purple or purple/white) single wire sent to the ICM and a second wire sent to ground. The VOES switching point is set by a concealed screw. This causes the ICM to switch between the two advance curves based on a set point level of manifold vacuum. | ||
| * The adjusting screw is inside a sealed opening on the VOES. You must dig out the silicone sealing compound in order to make any adjustments. Remember - When testing your adjustments, you must also seal that opening with your thumb (or other air-tight sealing compound or tape) in order to prevent air leakage through the screw adjuster cavity. | * The adjusting screw is inside a sealed opening on the VOES. You must dig out the silicone sealing compound in order to make any adjustments. Remember - When testing your adjustments, you must also seal that opening with your thumb (or other air-tight sealing compound or tape) in order to prevent air leakage through the screw adjuster cavity. | ||
| - | * The only function of the VOES is to switch between the two advance curves that are programed into the ICM. Different ignition modules have different curves. Those curves have anywhere from 5 to 18 degrees difference in the advance settings between them. But that's another discussion. | + | * The only function of the VOES is to switch between the two advance curves that are programed into the ICM. Different ignition modules have a different set of 2 curves. Those two curves have anywhere from 5 to 18 degrees difference in the advance settings between them. But that's another discussion. |
| * The manifold vacuum directly controls the VOES, but the throttle position (and/or it's aggressive changes) indirectly alters the VOES (thru changes in the manifold vacuum) by altering the carburetor throttle plate. | * The manifold vacuum directly controls the VOES, but the throttle position (and/or it's aggressive changes) indirectly alters the VOES (thru changes in the manifold vacuum) by altering the carburetor throttle plate. | ||
| * When the engine is running at idle, when lightly accelerating or when using a steady cruise throttle, manifold vacuum is high (the throttle plate is mostly closed) and the VOES switch is ON, causing the ICM to use the MORE ADVANCED CURVE. | * When the engine is running at idle, when lightly accelerating or when using a steady cruise throttle, manifold vacuum is high (the throttle plate is mostly closed) and the VOES switch is ON, causing the ICM to use the MORE ADVANCED CURVE. | ||
