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--- techtalk:ref:engctl01a [2019/12/15 19:45]
hippysmack
+++ techtalk:ref:engctl01a [2021/12/06 17:51]
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-====== REF: Engine Control - Sub-01a ======
+====== REF: Engine Control - Sub-01A ======
-====== Sportster Sport 1200S '98-'03 Ignition Replacement  ======
+====== '98-'03 Sportster Sport 1200S Dynatek D2Ki-3P Ignition Conversion ======
+Article by steelworker of the XLFORUM ((http://xlforum.net/forums/showthread.php?t=1382357)) \\
 <blockquote>Changing to an after market ignition system is something that will probably come to all 1200S owners eventually as stock and SE ignition components become more difficult to source. ((steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357)) **PLEASE NOTE**: by doing this mod, you will lose certain functions from the 1200S. Specifically, the diagnostic (fault code) function and the related check-engine light on the speedo, which are both tied into the stock ignition module. The frame-mount Sportster electrical system is so basic (and this modification will make it even more simple), that a diagnostic sytem with data-link can be considered more or less redundant. \\
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 {{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_43_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357)) {{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_44_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357)) {{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_45_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357)) \\
-====== New parts wiring ======
+Below, the sleeved wires from the Dynatek module are routed alongside the wires to / from the regulator/rectifier, neutral switch and oil pressure switch. \\
+(none of which should be affected by this install). \\
+The second pic shows the dismantling the loom where it appears from behind the transmission / starter motor. \\
+Remove that plastic sleeve and save it to go back on later. It's really not as bad as it looks. \\
+{{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_50_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) {{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_51_by_steelworker.jpg?direct&200|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) {{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_52_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) \\
+Here is the old cracked stock coil / ignition switch bracket to be salvaged for use as a VOES mounting bracket. \\
+The new VOES location is where the stock coils were. \\
+{{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_53_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) {{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_54_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) \\
+ {{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_55_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2))
+{{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_56_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) \\
+The (slightly reduced) wiring loom was wrapped to hold everything in place whilst connecting the Dynatek wires to the VOES and coils. \\
+The braided sleeve is from the dynatek module, and the smaller wire is from the speedo drive. \\
+You can see the VOES, ignition switch and front directional indicator block connector below. \\
+{{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_57_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) \\
+{{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_58_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) {{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_59_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2))
+{{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_60_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) \\
+Here are the coil connections looking up behind the coil bracket. \\
+The cables are tied to a little plastic harness stuck to the back of the coil bracket to keep them away from the cylinders. \\
+You can see the rear end of the loom sleeve. \\
+There was a faint crackling sound as the battery earth lead was connected which was the aluminised coating on the sleeve shorting on the live terminal.  \\
+So it was trimmed back a bit. \\
+The revised underseat layout shows a bit more room now that the stock ignition module is out of the way. \\
+A couple of blanking grommets were used to fill the holes in the frame cross-member where the stock ignition module mounts. \\
+{{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_61_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) {{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_62_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2))
+{{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_63_by_steelworker.jpg?direct&200|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) \\
+All hooked up. \\
+{{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_64_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) {{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_65_by_steelworker.jpg?direct&200|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2))
+{{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_66_by_steelworker.jpg?direct&200|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) \\
+===== New parts wiring =====
 VOES: \\
@@ Line 187: / Line 232: @@
   * Blue wire - to Front Coil (see diagram).
   * White / White - Black wires - \\ The wiring diagram that came with the module showed the White wire from the module connected to one coil, the switched power wire from the loom connected to the other coil, and the loop supplied with the kit connected between them. However, the Black/White switched power wire from the handlebars feeds the Dynatek module and both coils. So to reduce the number of wires going to the coils, a splice was made in the loom of the Black/White switched power wire, the White wire from the Dynatek Module, and one of the spare lengths of Black/White wire that were removed from the loom earlier. The latter was ran down to the front coil, with the loop supplied with the Dynatek kit connecting both coils (see the wiring diagrams below and Dynatek wiring diagram below for comparison).
+====== Timing the ignition ======
+Before I started on this - before I bought the module even - I phoned Dynatek's very helpful tech support line for their recommendations for twin-plug engines, which do not need as much total advance as single-plug applications. They suggested to set the static timing with the crank at 4 degrees after top dead centre (rather than at TDC) compression stroke on the front cylinder. This coincides with the TDC mark in line with the right hand edge of the inspection hole (i.e. about to disappear past it). This may make dynamic timing of the motor with a timing light difficult or impossible. Having an assistant will make this part a lot easier. \\
+With the back wheel off the ground, the transmission in 5th gear (rock the rear wheel backwards and forwards while pulling up on the gear lever) and both plugs on the left hand side removed, get your assistant to rotate the rear wheel forwards until you can see (through the front cylinder spark plug hole) the inlet valve opening, then continue until the valve closes and the piston appears again and is near the top of its stroke. This ensures you are on compression stroke, rather than exhaust stroke. \\
+Now remove the allen head plug from the inspection hole below the base of the barrels on the right hand side. Look for the TDC timing mark (a vertical line, not the twin dots) to appear in the window as your assistant slowly nudges the wheel forwards (it doesn't take much effort, and you may end up going backwards and forwards a few times) and is in line with the right hand side of the inspection hole as you look at it. \\
+With a flat-blade screwdriver, loosen the two pillar bolts holding the Dynatek module in place, and rotate it slowly to cause the red LED to turn off and on. Find the point where the LED just turns off while rotating the module in a clockwise direction. Tighten the two pillar bolts to hold the module in position. Static timing is now set. Shift the transmission into neutral again, and replace the spark plugs. \\
+The switches on the module should be set to suit your engine's particular state of tune. I'll give the settings I'm using below for information, but they may not suit a stock motor. \\
+These are the Dynatek instructions: \\
+{{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_67_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2))
+{{:techtalk:ref:engctl:98_s_model_dyna_iginition_swap_68_by_steelworker.jpg?direct&300|}} ((photo by steelworker of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=2)) \\
+My settings: \\
+Switch 1 OFF - Normal VOES mode, should be set here for most street motors. \\
+Switch 2 ON / Switch 3 OFF - Curve 2 - a suitable starting point for most street motors. \\
+Less initial advance, which should help with the slightly higher compression ratio of the 1200S, and with stage 2 XB heads I'm running higher compression than stock. \\
+Switch 4 OFF / Switch 5 ON - 7,000rpm rev limit, which is ok for the valve train I'm running, but with a stock 1200S I'd stick to 6,000rpm (6,500rpm absolute MAXIMUM). \\
+Switch 6 ON - single fire mode, which you should use if using this ignition set-up, with the coils wired as I have done. \\
+VERDICT: \\
+Delighted. On an initial road test last weekend it felt very good. I think my old SE module had been deteriorating for a while, but now the bike has certainly got its punch back, and no signs of pinking even when I tried to ride in a way that might make it do so. Unless you've been hoarding stock or SE ignition components, this conversion is something that all 1200S owners are likely to have to do at some point, and I think it's worth doing before it becomes necessary. I may replace the stamped ignition rotor with a machined ignition rotor from NRHS for the sake of insurance. It might have been nice to keep the bank angle sensor, but I could not see a way of making that work with the Dynatek module, and I'm not really bothered about it. \\
+It's impossible to say if there was any noticeable performance difference, as there are other variables - better coils, and a new ignition module instead of the stock (and, before that, deteriorating SE) modules. It does feel and sound a lot crisper, it starts easier, and seat of the pants dyno says it goes a lot better. There is certainly no noticeable on/off as the VOES switches - just smooth power all the way. In theory, a MAP sensor is a better unit than a VOES, allowing a range of advance curves instead of the on/off VOES switch, but any loss there has been swallowed up by gains from the other components. \\
+You can buy the cable and software to be able to make custom advance curves (it costs another ninety something dollars). But the Dynatech tech support guy advised that the range of curves available on the switches would be sufficient for most bikes. The programmable software would enable, for instance, setting the static timing at TDC and then playing around with the total advance, rather than setting static timing at just past TDC as I have done. When uploading a curve from the programmable software, it overrides the switches on the module, which can later be re-enabled if desired by reconnecting and "turning off" the uploaded program. The '98-'03 1200S models all had the same ignition system so it will work on all of them. \\
+One thing I had issues with was the ground wire for the programming cable. The ring lug that was put on that cable is cheap and had an intermittent connection that took me a long time to figure out (and I ended up stripping the battery connection). The only time it matters is when you try to connect it to a computer. If the ground wire is not perfect, the software will never "see" the module. ((Airbozo of the XLFORUM http://xlforum.net/forums/showthread.php?t=1382357&page=3)) \\