Differences

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

Link to this comparison view

Both sides previous revision Previous revision
Next revision
Previous revision
techtalk:ref:engctl01 [2020/01/12 00:56]
ixl2relax [Why Adjust The Spark Timing?]
techtalk:ref:engctl01 [2020/05/31 08:16] (current)
ixl2relax [Crane Ignition Modules]
Line 4: Line 4:
 \\ \\
  
-====== Aftermarket ​Ignitions ​======+====== Aftermarket ​Ignition Overview ​======
  
 ===== Sub Documents ===== ===== Sub Documents =====
Line 14: Line 14:
 Quoting XLForum member, **RacerWill**:​((http://​xlforum.net/​forums/​showthread.php?​t=1422868 Post#15))\\ 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. | | 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 29: Line 32:
  
 Quoting XLForum member, **RacerWill**:​((http://​xlforum.net/​forums/​showthread.php?​t=1422868 Post#27))\\ Quoting XLForum member, **RacerWill**:​((http://​xlforum.net/​forums/​showthread.php?​t=1422868 Post#27))\\
-| Just a quick note on MAP(Manifold Absolute Pressure). First, the word "​absolute"​ refers to where zero is placed on the scale. In PSI Absolute, 0 psi is a perfect vacuum and atmospheric pressure is 14.696 psi approx. In PSIg (gauge) atmospheric pressure is zero and a perfect vacuum is -14.696PSIg (equal to 30 inches of mercury, InHg). Kilopascals is the metric version of the absolute measure where a perfect vacuum is zero and atmospheric pressure is 101.325 kPa.\\ \\ The MAP value represents engine load - a higher number represents higher load (more open throttle compared to RPM).\\ \\ For example:\\ Cruising along at 3000rpm on a slight down grade has very low engine load and a lower MAP (kPa) number. If that slight downgrade turns into a steep uphill, you open the throttle to maintain 3000 rpm and the same speed. The MAP (kPa) number starts to climb towards atmospheric pressure 30 InHg (101.3 kPa).\\ \\ Engines require more advance under load at a given rpm and also need more advance as rpm increases at a given load. | +| Just a quick note on MAP(Manifold Absolute Pressure). First, the word "​absolute"​ refers to where zero is placed on the scale. In PSI Absolute, 0 psi is a perfect vacuum and atmospheric pressure is 14.696 psi approx. In PSIg (gauge) atmospheric pressure is zero and a perfect vacuum is -14.696PSIg (equal to 30 inches of mercury, InHg). Kilopascals is the metric version of the absolute measure where a perfect vacuum is zero and atmospheric pressure is 101.325 kPa.\\ \\ The MAP value represents engine load - a higher number represents higher load (more open throttle compared to RPM).\\ \\ For example:\\ Cruising along at 3000rpm on a slight down grade has very low engine load and a lower MAP (kPa) number. If that slight downgrade turns into a steep uphill, you open the throttle to maintain 3000 rpm and the same speed. The MAP (kPa) number starts to climb towards atmospheric pressure 30 InHg (101.3 kPa).
-(I think that should be 'less advance under load at given rpm'??)+ 
 +{{:​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. In MAP values, the standard atmospheric level is 30, while for the vacuum gauge, 0 is the same level. So MAP value of 20 (out of 30is 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:\\ 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:\\
 https://​www.dekkervacuum.com/​resource-library/​knowledge-database/​technical-data/​what-is-vacuum https://​www.dekkervacuum.com/​resource-library/​knowledge-database/​technical-data/​what-is-vacuum
- 
-{{:​techtalk:​evo:​engctl:​vacuumreadings-map-vs-gauge.jpg?​400|}} 
  
 \\ \\
Line 80: Line 84:
  
 \\ \\
 +
 +====== Ignition Modules - Aftermarket ======
 +
 +
  
 ===== HD Non-Stock Screamin'​ Eagle Modules ===== ===== 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 112: Line 122:
 | || | ||
 | 32839-00 | Selectable Ignition Module 6pos DIP Switch\\ Fits all '​98-'​03 XL models (not 1200S) - 6posDipSw\\ (See similar Dynatek DYNA 2Ki) | | 32839-00 | Selectable Ignition Module 6pos DIP Switch\\ Fits all '​98-'​03 XL models (not 1200S) - 6posDipSw\\ (See similar Dynatek DYNA 2Ki) |
-| 32942-02 | Adjustable Ignition Module 10-curves/​moreRPMlimits\\ Fits ’98-’03 XL883 or 1200 models (not XL1200S)\\ (See similar Daytona Twin Tec 1005S-EX) |+| 32942-02 | Adjustable Ignition Module 10-curves/​moreRPMlimits\\ Fits ’98-’03 XL883 or 1200 models (not XL1200S)\\ (See similar Daytona Twin Tec 1005S-EX ​and\\ Crane HI-4 module) |
  
 === 1998-2003 Models - For 1200S ONLY === === 1998-2003 Models - For 1200S ONLY ===
Line 124: Line 134:
  
 ^ Module P/N ^ Description | ^ Module P/N ^ Description |
-31758-04 | Fits ’04-'​06 XL883 models. 7000 RPM Limit (-5°over6000)| +31784-04A | Fits ’04-'06 XL883 models. 7000 RPM Limit (Street Legal - Stock Comp)| 
-31759-04 | Fits ’04-'​06 XL1200 models. 7000 RPM Limit (-5°over6000)|+| 31758-04A ​| Fits ’04-'​06 XL883 models. 7000 RPM Limit (-5° retard over 6000)| 
 +31785-04A | Fits ’04-'06 XL1200 models. 7000 RPM Limit (Street Legal - Stock Comp)| 
 +| 31759-04A ​| Fits ’04-'​06 XL1200 models. 7000 RPM Limit (-5° retard over 6000)|
  
  
 \\ \\
  
 +**Screamin'​ Eagle 32942-02 - Nosecone Ignition made by Crane for HD**\\
 +[[https://​serviceinfo.harley-davidson.com/​sip/​content/​document/​view?​id=1733|Installation Instructions]]
  
 +Mode Switch (only has 4 positions)\\
 +0 - XL Mode - Uses 2.5 - 3.5 ohm Coil\\
 +2 - Buell Blast Mode - Uses 0.4 - 0.6 ohm Coil\\
 +(No reference to function in position 1 and 3)
  
-===== Dyna S =====+The ADV SLOPE switch selects a timing curve from 0 to 9, with 0 being the least aggressive curve and 9 being the most aggressive.
  
-The Dyna S Ignition is essentially an electronic version of the beaker ​points. It senses a magnet (on the rotating shaft) passing by its sensor & triggers the ignition coil.+The two REV LIMIT switches allow selection of a limit of 1500rpms to 8000rpms. Below 1500rpms is not recommended and above 8000rpms reverts to 8000rpms. 
 + 
 +| Pin# | Wire Color ^ XL Mode wiring into 6-pin Deutsch connector: ^ BLAST Mode wiring into 6-pin Deutsch connector: | 
 +| Pin 1 | WHITE/Black | Power from Ignition Switch | Power from Ignition Switch | 
 +| Pin 2 | VIOLET/​WHITE | VOES | TPS | 
 +| Pin 3 | VIOLET/​Orange | Not Used - Cut terminal - tape wire | Auto-enrichener | 
 +| Pin 4 | PINK | Coil Trigger (negative) | Coil Trigger (negative) | 
 +| Pin 5 | GREEN/Gray | Bank Angle Sensor (Gnd if not used) | Bank Angle Sensor/​SideStand (Gnd if not used) | 
 +| Pin 6 | PLUGGED | Not Used - Gnd on harness | Not Used - Gnd on harness | 
 +| | BROWN | Tachometer Trigger | Tachometer Trigger | 
 + 
 +(http://​xlforum.net/​forums/​showthread.php?​t=49655) 
 + 
 +\\ 
 + 
 +===== Crane Ignition Modules ===== 
 + 
 + 
 +Crane 8-1100 - HI-4 Fireball Dual-fire Nosecone Ignition\\ 
 +[[http://​www.nightrider.com/​biketech/​download/​crane/​install_hi4_race.pdf|Installation Instructions]] 
 + 
 +\\ 
 + 
 +Crane 8-2100 - HI-4 Single-Fire Nosecone Ignition\\ 
 +[[http://​www.nightrider.com/​biketech/​download/​crane/​install_hi4_race2.pdf|Installation Instructions]]\\ 
 + 
 +\\ 
 + 
 +Crane 8-2300 - HI-4 Single/​Dual-fire Selectable/​Programmable 
 + 
 + 
 +\\ 
 + 
 +Crane 8-3100 - HI-4E Single/​Dual-fire Selectable (7-pin connector)\\ 
 +Crane 8-3101 - HI-4E Sinlge/​Dual-fire Selectable (8-pin connector)\\ 
 +[[http://​www.nightrider.com/​biketech/​download/​crane/​install_hi4e.pdf|Installation Instructions]] 
 + 
 +\\ 
 + 
 + 
 + 
 +(Also see S&S HI-4N Ignition Module, previously Crane 8-6100) 
 + 
 + 
 +\\ 
 + 
 +===== Dyna S - Electronic Points ===== 
 + 
 +The Dyna S Ignition is essentially an electronic version of the breaker ​points. It senses a magnet (on the rotating shaft) passing by its sensor & triggers the ignition coil.
  
 The Dyna S Ignition relies on an external, mechanical advance for altering the timing in relation to engine RPM. The Dyna S Ignition relies on an external, mechanical advance for altering the timing in relation to engine RPM.
Line 159: Line 225:
  
 \\ \\
 +
 +
 +===== S&S HI-4N Ignition Module =====
 +
 +The S&S HI-4N is a nosecone ignition module.
 +
 +[[https://​www.sscycle.com/​docs/​default-source/​instruction-sheets/​510-0277-hi-4n-ignition.pdf|Install Instructions 510-0277 (12-15-14) PDF]]
 +
 +| The MODE SWITCH will select the following configurations:​\\ \\ Single-Fire for electric start models:\\ 0 Single Spark, Race Curve\\ 1 Single Spark, OE Curve\\ 2 Multi Spark, Race Curve\\ 3 Multi Spark, OE Curve\\ \\ Dual-Fire for electric start models:\\ 4 Single Spark, Race Curve\\ 5 Single Spark, OE Curve\\ 6 Multi Spark, Race Curve\\ 7 Multi Spark, OE Curve\\ \\ For Kick Start Bikes (uses OEM curve with Single Spark):\\ 8 Single Fire\\ 9 Dual Fire\\ | {{:​techtalk:​ref:​engctl:​sns-crane-hi-4n-ignitionmodule.jpg?​400|}}((Pic from Doug Funny - http://​xlforum.net/​forums/​showthread.php?​t=1751610)) |
 +
 +The ADVANCE RATE Switch provides selectable curves from 0 to 9, with 0 being the least aggressive ignition timing curve and 9 being the most aggressive. Setting 4 or 5 is thus a mid-point selection.
 +
 +The RPM LIMIT Switches will select a maximum rev limit. Using the two switches, it can select a limit at 1500rpms upto 7500rpms. It is recommended to not set the limit below 1500rpms or above 7500rpms.
 +
 +Note: S&S bought the Crane Cams company in April of 2009((https://​www.aftermarketnews.com/​crane-cams-back-in-business-under-new-ownership)) and began relabelling the previous Crane HI-4N. Shown above is the Crane version (identified as 8-6100) installed in a '73 Ironhead Sportster.
 +
 +
 +\\
 +
  
  
Line 167: Line 252:
 These nosecone units can be installed in pre-2004 model Sportsters, including those which originally had mechanical points, external ECMs with a Cam Sensor Plate and those models (1998-2003) which had an OEM nosecone ignition. These nosecone units can be installed in pre-2004 model Sportsters, including those which originally had mechanical points, external ECMs with a Cam Sensor Plate and those models (1998-2003) which had an OEM nosecone ignition.
  
-The Ultima unit triggers the coil primary circuit - either as a dual-fire system (one trigger) or a single-fire system (two trigger signals). It also has an output for a tachometer and also has an input for using a VOES to alter the spark timing during idle & cruising.+**NOTE** - The module expects to see 3-ohm primary coil resistance (2.5-3.5) for any of the configurations. 
 + 
 +The Ultima unit triggers the coil primary circuit - either as a dual-fire system (one trigger) or a single-fire system (two trigger signals). It also has an output for a tachometer and it has an input for using a VOES (which is recommended) ​to alter the spark timing during idle & cruising.
  
 The install instructions are here: Ultima 53-644 [[http://​www.ultimaproducts.com/​53-644_Ignition.pdf|Installation Instructions (2012 version)]]\\ The install instructions are here: Ultima 53-644 [[http://​www.ultimaproducts.com/​53-644_Ignition.pdf|Installation Instructions (2012 version)]]\\
  
-{{:​techtalk:​ref:​engctl:​ultima-53-644-ignition-module.jpg?​400|}}((Pics by Blowby & Static of the XLForum.net))+{{:​techtalk:​ref:​engctl:​ultima-53-644-ignition-module.jpg?​400|}}((Pics by Blowby & Static of the XLForum.net)){{:​techtalk:​ref:​engctl:​ultima-53-644-wiring-df.jpg?​300|}}{{:​techtalk:​ref:​engctl:​ultima-53-644-wiring-sf.jpg?​300|}}
  
 See this thread: http://​xlforum.net/​forums/​showthread.php?​t=1747557 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 195: Line 307:
  
 \\ \\
 +
 +**Install & Wiring** ---> [[techtalk:​ref:​engctl50h|TC88A Wire Connections For Programming]]\\
 +This Sportsterpedia link provides descriptions,​ pictures & a wiring diagram to help you\\
 +to install the TC88A and create a DIY External Power Harness.
  
 **Ignition Timing Maps** ---> [[techtalk:​ref:​engctl50|Daytona Twin Tec & User Created TC88A Map Files]]\\ **Ignition Timing Maps** ---> [[techtalk:​ref:​engctl50|Daytona Twin Tec & User Created TC88A Map Files]]\\
-The Sportsterpedia link above starts several pages discussing the use of Ignition Timing MAP Files\\+This Sportsterpedia link starts several pages discussing the use of Ignition Timing MAP Files\\
 with the TC88A (including User Programmable Ignition Maps created by XLForum members).\\ with the TC88A (including User Programmable Ignition Maps created by XLForum members).\\
  
Line 212: Line 328:
  
  
 +====== Body Control Modules - Aftermarket ======
 +
 +\\
  
 ===== Thunder Heart - EA4250D ===== ===== Thunder Heart - EA4250D =====
Line 217: Line 336:
 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)) 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. 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 223: Line 342:
 Here is an overall diagram to detail the connection of various switches, lights, sensors, etc. (click on an image to see a larger version): 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\\ The following image shows the typical wiring that would be used for the\\
Line 238: Line 360:
 Below is a diagram of the ignition connections,​ from the handlebar switches to the Starter Motor.\\ 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 &\\ 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)) {{:​techtalk:​ref:​engctl:​thunderheart-ea4250d-startbutton.jpg?​500|}}((Created by IXL2Relax of the XLForum))
 +
 +
 +\\
 +
 +===== Motogadget M-Unit Blue =====
 +
 +\\
 +
 +This unit is designed to replace the power control device on your motocycle. It does not provide engine spark or timing, so you must supply (or keep) that part of the motor control devices (points & mech advance or ignition module & timing sensor, coil, etc). Their main website is https://​motogadget.com
 +
 +The m-unit operation (and the manual) is updated regularly so it is important to know which version you have to know what functions are programmable. The manuals are not dated, so pay attention to the version & S/N references.
 +
 +Take note that most input switch connections are expected to activate the signal by grounding the input. This may not be the way the stock switches are configured.
 +
 +Document Links:\\
 +https://​motogadget.com/​shop/​media/​downloads/​manual/​munit_blue_manual_1.8_en.pdf\\
 +https://​motogadget.com/​shop/​media/​downloads/​manual/​munit_blue_manual_en_2.0.pdf\\
 +https://​motogadget.com/​shop/​media/​downloads/​manual/​munit_basic_blue_manual_en_2.1.pdf\\
 +https://​motogadget.com/​shop/​media/​downloads/​manual/​munit_basic_blue_manual_en_2.2.pdf\\
 +https://​motogadget.com/​shop/​media/​downloads/​manual/​mo.unit_basic_blue_manual_en_2.4.pdf\\
 +
 +
 +Revival Cycles'​ has done a number of YouTube videos (called Tech Talk) and has some
 +documentation as well.\\
 +https://​technicalarticles.revivalcycles.com/​hc/​en-us/​categories/​360000739551-Motogadget\\
 +
 +The Ins and Outs of the Motogadget M-Unit Blue (21:​13min)\\
 +https://​www.youtube.com/​watch?​v=899wODtXeRg\\
 +
 +This diagram may or may not be like your setup (may not be helpful):\\
 +https://​revivalcycles.zendesk.com/​hc/​en-us/​article_attachments/​360012382451/​universal_m-unit_blue_diagram_5.0_.pdf\\
 +
 +Using Your Phone to Connect to the m-unit:\\
 +https://​www.mo-ride.de/​en/​\\