TheWrongTrousers
Senior member
- Location
- South London
Phil, it is well known that what you may think first of all to be a fuel problem turns out in the end to be electrical, and vice versa
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Stuttering at higher revs.
- Thread starter philw
- Start date
Thought here, does the ignitech have a self test function?
Test position "F" on the iis allowed for any issues with ignition to be tested without the motor running or indeed actually reving to 10Krpm. Chronometric stepping from 1,000rpm to 10,000rpm ( allowed checking of electrical tachometers ), looping/repeat allowed to investigate much of the ignition spark system, from plugs to battery and all ( test E is for crank encoder ) in between.
You could move the wiring around looking for any intermittent wires or connections, test for poisoned plugs, even self clean all the plugs with the iis long box ( HV "cdi" like item ) if fouled, without removing the plugs from the head. Was often forgotten about this, ultimately very handy, function. Ideal in this type of issue, fuel or ignition at the least can be apportioned. HTH j.
mauricejota7604
Hero member
- Location
- Victoria Australia
What coils did you use with the ignitech you may have to modify the dwell setting
This can be a common occurrence depending on the coils
This can be a common occurrence depending on the coils
Dellortoman
Hero member
- Location
- Tasmania, Australia
It has several test functions:
You can manually fire each spark plug individually (or in pairs if using dual coils).
There's an RPM test function for tacho.
You can also run tests of the various outputs (servo, fuel pump relay, etc.)
Tippie
Hero member
- Location
- Dr?bak, Norway
That low-tech multi-pin plug into the Ignitech control box could be a good starting point. The wires into it are very thin and easily damaged or dislodged. Almost cost me a DNS at a race meeting on my SF, as it misfired horribly coming onto power. Fault found by moving the wires while it was running.
Tah Cam, not clear on the actuality of able to fire the plugs without the motor running, on a continuous basis for the Ignitech, in a variable rpm format, for the operational rev range of the motor ie tachometric. Implied as a test for tacho, though i ditched the back emf pulse from the ignition primary winding in favor of a direct 12V drive for electrical tacho operation. 300V ignition spikes amongst low voltage wires in the harness was a problem potential that could be overcome properly.
DMC had a boosting inductor to overcome the controlled dwell that led to erratic back emf sensing on usual HV tacho's ie RGS. One benefit for my Kwaka electronic dash on the 79 Jota ( yes heresy ), coming from a 4 cylinder motor that the tacho required 2 pulses for crank revolution to read correctly, just coded two pulses for crank rotation into the iis dedicated tacho drive pin on the connector. Much is about design approach, leading to field useful diagnostics. j
Dellortoman
Hero member
- Location
- Tasmania, Australia
The Ignitech test mode won't fire the plugs continuously at any rpm. It's basically a push button fire command for each coil. Hit the button on the computer screen and the coil fires the plug (or plugs) once only. The variable revs test is carried out by test riding the bike.
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