Either an original or one of the new remakes, don't no who makes them just know they need a bit of setting up on the dyno.

_________________
Buelling is exhillarating
But downhill bike racing is so terrifying it makes your arse grow teeth

http://www.ukbeg.com/pash/Battle2Win/B2W%20ignition.pdf

I thought you already had a race ignition system (3).

Or are you after the switchable one like I have (5)?

_________________
08 Specialized Langster

apparently don't have a race one, question is which out of those ones is best and where do I get one from and how much

_________________
Buelling is exhillarating
But downhill bike racing is so terrifying it makes your arse grow teeth

The three types I have L to R / T to B - Stock, SE switchable, Buell Race:



The Screaming Eagle one is part number 32654-98 and is what I use on The Grenade (Daywalker and 03 has one too)*.



The Race unit:


Which one is best? I dunno, I would have to think about it, but I got best results with the switchable one on curve 4... That isn't to say something else could give better results... I would have a word with Tubbs as he will have a stack of experience running different ignition units.

If you plan a dyno session, let me know and I will see if I can get time off work...

* not quite true cos I actually use the Dyna 2000 which HD rebadge as 32654-98. The Dyna 2000s came with different plugs, I think you need the 8 pin.

_________________
08 Specialized Langster

Cripes Pash, you've got a good memory. You know more about my bikes than I do

_________________
Try doing this to yer fueller...........

My interest in ignition has been revitilised (thanks Arge). I wanted to go through the Battle2Win data above, for me there are a few unanswered questions, one of which is what curve is in the standard S1 ignition unit.

I bought a programmable signal generator off EBay some time ago, maybe a month, and it turned up today. Whilst Ms Pash is at work, I have turned the dining room into a lab and have made the signal generator replicate the CPS output when working with the trigger rotor from a carbed Buell.


Next job is to connect the igntion units up one by one and measure the time between the Low-High (TDC) and the High-Low of the ignition output (to the coil). From this I can work out the degrees advance.

Looking at some data from some ignition work I did (when I worked in automotive) in 1997 with a Vauxhall Astra ignition unit and coil, the time between trigger (ignition box high-low) and breakdown (spark) is about 25 micro seconds, which is about 1 degree crank angle at 6500rpm.


This was for a 5kV breakdown. The coil was quite big, so it is possible that the inductance of the Buell coil is less and hence discharge is slightly faster leading to a quicker breakdown.

I'll be using 25 micro seconds as my 'time to spark'.

As the time to breakdown depends on the breakdown voltage, and that this is sensitive to pressure (high pressure = high breakdown voltage) and temperature (high temperature = low breakdown voltage), we could be in error, but I wouldn't expect this error to be any more than +/- 1 deg CA at max speed.

Testing will start Sunday...

_________________
08 Specialized Langster