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Old 10-11-2012, 02:48 AM   #31
RGregor
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Joined: Oct 2007
Location: Bavaria
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Quote:
Originally Posted by adrenal View Post
So I suppose the benifits were measured - what were the conclusions?
What were the conclusions of the author?
In short:
- By individually programming your specific advance curves they can be optimized for the gas you use and your engine characteristics
- Processing the MPS-sensor does not affect full load power, but little or medium load
- For little or medium load you can run more advance, as mixture will burn more slowly
- Result will be higher mpg or lower l/100km respectively.

The author didn't do any dyno runs, his mere concern is efficiency/mileage. Thus he calculated his mpg which dropped below 5l/100km (He's running 95 Octane E10 gas).
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Old 10-11-2012, 03:33 AM   #32
adrenal
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Thanks for that RGregor.
I'm looking forward to experimenting with the thing and perhaps swapping some notes with you.
And as our valued window (ok, spy) into the airhead world in Germany, please let us know of anything of interest that might pop up in forums etc over there...
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Old 10-11-2012, 11:03 AM   #33
Voltaire OP
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Originally Posted by adrenal View Post
Cripes! You have electricity in the land of the long white cloud!

Yep detonation is one of the parameters as is normally the case. Also, when you load up, the air/fuel mixture becomes denser and burns quicker therefore the spark needs to be retarded and visa versa when cruising or throttle off. Thats about all I know at this point!
I had a look at your website.....very nice.....I've got shed, engineering, photography,web design, envy.
I saw it a few months back when I was looking at dyno info on the airheads....compared to the modern Triumph Bonnies dyno info is pretty thin on the ground....butt dynos mainly and 'back in the day' stories....
What sort of rear wheel power are you getting as I have yet to put mine on a dyno. Since I fitted bell mouths, norton mufflers ( instead of the 2 into 1) and the ignitech it certainly feels better.....and I got 7 seconds off my recent lap times compared to April.
Will find out next weekend at the Barry Sheen TT ....can I get past my nemesis ....the almost stock r100 RS with experienced racer Vs home built R90 ridden by 51 year old bloke with less than 1 year.....
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Old 10-11-2012, 04:05 PM   #34
adrenal
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Cheer up Voltaire, at least you're spared the p..... envy, I definitely need the bike as an extension for that. Started racing at 50? Sounds like you've got the knackers to boot!

Did a dyno run when bike wasn't set up properly so not valid. It's going well now and have plans to up the anti further once I finish building my dyno

Good luck with your nemesis. Got any racing pics?
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Old 10-11-2012, 05:47 PM   #35
Voltaire OP
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here is the build thread if you have a few minutes.....there are a few pics there...mainly forum waffle.....
http://www.advrider.com/forums/showthread.php?t=790873
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Old 10-11-2012, 07:14 PM   #36
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That's a good read and gives a better idea of your efforts to date. Thanks, I enjoyed it.
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Old 11-06-2013, 08:34 AM   #37
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Does anyone have any new information for using the Ignitech ignition on 247 boxer engines? I'm especially interested in setting curves using a throttle position sensor or pressure sensor. I looked at the www.2-ventiler.de posts but being mono-lingual it was of little value. The Ducati guys are posting about this unit like crazy, it must be catching on more slowly in the boxer world.

The other electronic ignitions being offered annoy me because of the lack of flexibility. You spend your approx. $350 and get at best 2 curves or so, at worst one curve and you get to spend more to buy a second curve (if you decide to dual plug), sooo last century. Otherwise I'm sure that they are fine units.

Ideally, my project would include switching to more modern Keihin CVK carburetors. Their use on three cylinder, water cooled Triumph bikes show improved reliability and fuel economy (when compared to Mikuni BST carbs). I have a pair and one of them has a throttle position sensor attached. My project is an R100GS although I might do development on an iron sleeve R100 engine in a /6 bike.
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Old 11-06-2013, 10:13 AM   #38
supershaft
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Quote:
Originally Posted by Eats Dirt View Post
Does anyone have any new information for using the Ignitech ignition on 247 boxer engines? I'm especially interested in setting curves using a throttle position sensor or pressure sensor. I looked at the www.2-ventiler.de posts but being mono-lingual it was of little value. The Ducati guys are posting about this unit like crazy, it must be catching on more slowly in the boxer world.

The other electronic ignitions being offered annoy me because of the lack of flexibility. You spend your approx. $350 and get at best 2 curves or so, at worst one curve and you get to spend more to buy a second curve (if you decide to dual plug), sooo last century. Otherwise I'm sure that they are fine units.

Ideally, my project would include switching to more modern Keihin CVK carburetors. Their use on three cylinder, water cooled Triumph bikes show improved reliability and fuel economy (when compared to Mikuni BST carbs). I have a pair and one of them has a throttle position sensor attached. My project is an R100GS although I might do development on an iron sleeve R100 engine in a /6 bike.
I have very often voiced the same complaint about electronic advance curves. They are like cable TV. 100 stations of crap I am not interested in.
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Old 11-06-2013, 06:43 PM   #39
Voltaire OP
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Wise words oh Airhead Guru, tell us more about your Ignitech experiences.........
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Old 01-28-2015, 08:10 PM   #40
FastBikeGear
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FastBikeGear unofficial Ignitech manual

Over the last few years we have supplied quite a few of the Ignitech programmable ignition systems to NZ Ducati owners. The manual is a little focused on Ducatis but has a section on twin spark heads and the use of twin output coils which is very relevant to BMW owners.

Because the original Ignitech user guide/manual was little more than a few pages of notes, we wrote our own extensive Ignitech user manual.

As a result of my experience with these units and my ongoing discussions and Q&A with Jan and Jiri at Ignitech I wrote a far more comprehensive (30 page manual) than the 4 or 5 pages of info that Ignitech supply with the ...units.

I have just finished an extensive rewrite of this and added a few more sections to this.

If you have previously purchased a copy of this manual from us and would like a free upgrade to the latest extended version just email liam@fastbikegear.co.nz

The FastBikeGear Ignitech manual has proven very popular with Ducati , Aprilia, BMW, Honda and Moto Guzzi owners who also commonly use the Ignitech units.

  1. I have improved the English a little (English is very evidently not the first language of the person who wrote Ignitech's original notes).
  2. Added some detail on how the unit works (including some diagrams).
  3. Added more detail on the documented features.
  4. Documented some of the previously undocumented features, which were added after Ignitech wrote their user guide.
  5. Added a few tips and cleared up a few mysteries.

I have also added several detailed Appendices on:

  1. how ignition systems work and the theory of optimizing ignition timing.
  2. Ignition coils and spark plug lead recommendations.
  3. Twin spark heads (nice topic to better explain the theory behind ignition advance)
  4. The perils of using twin output ignition coils - popularly misused on BMWs.
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Old 01-29-2015, 06:15 AM   #41
R100RTurbo
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Nifty little unit. Am I seeing a serial port plug harness off the controller? Getting harder to find lap tops with a serial port these days, and some of the USB/ serial adaptors are "iffy". Just curious.
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Old 01-29-2015, 07:28 AM   #42
190e
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Quote:
Originally Posted by FastBikeGear View Post
.......The perils of using twin output ignition coils - popularly misused on BMWs.

I'm Curious

Is the peril spark polarity or timing of the redundant spark ?
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