Differences

This shows you the differences between two versions of the page.

--- techtalk:ref:engctl01 [2020/02/16 07:23]
ixl2relax [Manifold Absolute Pressure -vs- Vacuum Reading]
+++ techtalk:ref:engctl01 [2020/03/06 05:37]
hippysmack [Why Adjust The Spark Timing?]
@@ Line 4: / Line 4: @@
 \\
-====== Aftermarket Ignitions ======
+====== Aftermarket Ignition Overview ======
 ===== Sub Documents =====
@@ Line 14: / Line 14: @@
 Quoting XLForum member, **RacerWill**:((http://xlforum.net/forums/showthread.php?t=1422868 Post#15))\\
 | One of the things that makes understanding timing difficult is that we're talking about 2 different time frames - crankshaft degrees for spark and real time combustion. We light the fire based on crankshaft degrees and engine load but actual burn time is in real time. To get optimal performance we need to light the fire early enough so it has just the right amount of real time to reach max cylinder pressure just after TDC - so it can expand and smoothly push the piston down, this is called MEP or Mean Effective Pressure.\\ \\ Typically, you want max pressure to occur about 7 degrees after TDC. Running too much advance starts the burn too early and max pressure happens at or before TDC, causing "ping" (actually knock). Conversely, not enough advance to the spark causes max pressure to happen too late, producing less power and laboring the engine, making it run hot.\\ \\ The programmable advance maps on the TC88A, and other modern ignition systems, allows timing curves to be altered at any RPM and any load. By trial and error the best map can be found. I didn't know about having all advance in at 3200rpm but that makes sense to me. I run about 32 deg advance but my compression is a little higher than most and compression slows burn time. |
+Example drawing of advancing the timing on 86-03 Sportsters. ((photo by Hippysmack)) \\
+{{:techtalk:ref:engctl:adjusting_timing_cup_by_hippysmack.jpg?direct&400|}}
 ....
@@ Line 33: / Line 36: @@
 {{:techtalk:evo:engctl:vacuumreadings-map-vs-gauge.jpg?400|}}
-The point is, MAP readings are the direct air pressure readings and the vacuum gauge reading is the inverse, being the vacuum level reading. So a MAP value of 20 (out of 30) is equivalent of a vacuum value of 10, because vacuum is reading from 30 to 0. Low MAP is high vacuum and High Map is low vacuum - The exact same condition is referenced with inverse scales.
+The point is, MAP readings are the direct air pressure readings and the vacuum gauge reading is the inverse, being the vacuum level reading. In MAP values, the standard atmospheric level is 30, while for the vacuum gauge, 0 is the same level. So a MAP value of 20 (out of 30) is the equivalent of a vacuum value of 10, because vacuum is reading from 30 to 0. A Low MAP value indicates high vacuum and a High Map value indicates low vacuum - The exact same condition is referenced with inverse scales.
 Here's another good reference to understand that the vacuum gauge value and the Manifold Absolute Pressure value are readings taken from opposite ends of the atmospheric pressure range:\\
@@ Line 81: / Line 84: @@
 \\
+====== Ignition Modules - Aftermarket ======
 ===== HD Non-Stock Screamin' Eagle Modules =====
-While stock modules from the MoCo are Factory/Dealer programmable for either 883 or 1200 models, the Screamin' Eagle (SE) modules are designed for either 883 -or- 1200 and are not reprogrammable to switch a module from one to the other. However, there are some adjustable SE modules that can be used on either 883 or 1200 models. Many of these modules are obsolete and may be hard to find.
+While stock modules from the MoCo are Factory/Dealer programmable for either 883 or 1200 models, the Screamin' Eagle (SE) modules are designed for either 883 -or- 1200 and are not reprogrammable to switch a module from one to the other. However, there are some adjustable SE modules that can be used on either 883 or 1200 models.
+**__Many of these modules are obsolete and may be hard to find.__**
@@ Line 175: / Line 184: @@
 See this thread: http://xlforum.net/forums/showthread.php?t=1747557
+\\
+===== Programming the Ultima, Dyna & Dynatek Modules =====
+These links should be instructive:
+Mfg Product Info - Website\\
+http://www.dynaonline.com/products/harley-davidson/dyna-2ki.aspx\\
+http://www.dynaonline.com/products/harley-davidson/programming-kit-harness.aspx\\
+http://www.dynatekuk.com/harley_davidson_programming_kit.html
+Instructions - PDF\\
+http://www.dynaonline.com/skins/downloads/instruct/D2Ki-1P.pdf\\
+http://www.dynaonline.com/skins/downloads/instruct/PH-1.pdf\\
+http://www.dynaonline.com/skins/downloads/instruct/DIPK-1.pdf\\
+Software Download\\
+www.dynaonline.com/skins/downloads/software/setupdisk_HD/Dynatek_HD.zip\\
+www.dynaonline.com/skins/downloads/software/USB_ADAPTER_DRIVE/CDM2.02.04.zip\\
+Aftermarket Programming Cable\\
+https://www.ebay.com/itm/USB-programming-cable-for-Harley-ignition-Dyna-2000i-2000P-Ultima/332638037964\\
 \\
@@ Line 222: / Line 256: @@
 This section is related to the Electronic Harness Controller available from Thunder Heart Performance Corp. The information gathered here was due to a significant effort by XLForum member, Roane, while trying to implement the EA4250D on his Ironhead Sportster. ((See this XLForum thread: http://xlforum.net/forums/showthread.php?t=2075235))
-The TH EA4250D controller works in conjunction with whatever spart timing system you have, whether points, Ignition Control Module or later Engine Control Module. In any case, the TH unit does not control the spark creation or timing but rather simply controls the power to the coil (and ignition module) in order to allow or prevent the engine from running.
+The TH EA4250D controller works in conjunction with whatever spark timing system you have, whether points, Ignition Control Module or later Engine Control Module. In any case, the TH unit does not control the spark creation or timing but rather simply controls the power to the coil (and ignition module) in order to allow or prevent the engine from running.
 The installation manual can be downloaded at the Thunder Heart website (http://thunder-heart.com/Tech%20Service%20PDFs/EI4250.pdf). It should be consulted carefully in conjunction with the added information below. The manual information is not repeated here.
@@ Line 228: / Line 262: @@
 Here is an overall diagram to detail the connection of various switches, lights, sensors, etc. (click on an image to see a larger version):
-{{:techtalk:ref:engctl:thunderheart-ea4250d-connectiondiagram.jpg?800|}}((Created by IXL2Relax of the XLForum))
+{{:techtalk:ref:engctl:thunderheart-ea4250d-connectiondiagram.jpg?800|}}((Created by IXL2Relax of the XLForum))\\
+**Note that the Auxiliary Power Outputs at J1-Pin1 and J5-Pin1 are both keyswitched power.\\
+They are ONLY ON when the Keyswitch is ON.**
 The following image shows the typical wiring that would be used for the\\
@@ Line 243: / Line 280: @@
 Below is a diagram of the ignition connections, from the handlebar switches to the Starter Motor.\\
 This is intended to explain the operation of the internal Start Relay in relation to the RUN/KILL &\\
-START switches. (This configuration was gleaned from the manual (minimal info) and from\\
+START switches. The shown internal connections are functional representations and do not represent\\
-continuity testing. It is believed to be accurate, but not guaranteed.)
+that these connections are simply jumper-wired as shown. (This configuration was gleaned from the\\
+manual (minimal info) and from continuity testing. It is believed to be accurate, but no guarantee.)
 {{:techtalk:ref:engctl:thunderheart-ea4250d-startbutton.jpg?500|}}((Created by IXL2Relax of the XLForum))

Trace:

Differences

Navigation

Search

Toolbox