Updated V1.3 of Retired CX TAI/CDI - Rae

Transcription

Updated V1.3 of Retired CX TAI/CDI - Rae
V1.3 CX CDI Ignition
Module
Installation Manual
Ray-San
8/12/2015
Ray-San Ignition Module V1.3 CX_CDI
Congratulations on your purchase of a new ignition module for your CX motorcycle.
Your Kit should be as pictured below.
And should contain the module as well as a 4 pin and 2 by 2 pin connectors with associated pins so
you can connect it up. Wire is not supplied.
This module is intended to provide you with a replacement to the CDI system that was fitted from
the factory. The factory fitted system uses two high voltage coils on the stator to generate
approximately 100V AC which is rectified to 150 – 200V DC which is used to charge the capacitors in
the CDI unit and which are then fired into the ignition coils. These High voltage generation coils are
the most common source of electrical failure of on the CX 500. They contain about 4000 turns of
smaller wire that is finer that fine hair.
Original Factory CDI unit
..
The above picture shows the stock CDI located in place and the connectors fitted –
This picture shows a CX500 CDI stator – the two troublesome coils are the wider ones at the top and
bottom of the picture, the bottom with a metal cover over it and the top has a bit of thecap chipped
off. These coils contain approximately 4000 turns of very fine wire between them which is used to
generate the high voltage required for the original CDI based ignition.
These coils deteriorate over time and use and eventually fail. In order to replace these two coils –
the engine must be removed from the frame and the back cover removed to replace the whole
stator even though the 12V generating coils are usually fine.
The Ray-San CX TAI ignition module allows you to use the trigger coils already present (the silver
objects , one of which can be seen to the left) and the 12V system of the bike to run the ignition
without having to repair the failed CDI coils on the stator.
Your new Ray-San Ignition module uses the same trigger coils on the rear engine cover generate
pulses which tell the microcomputer where the cranks is and when it is time to fire the spark.
Provides features
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Operates of 12V only – works if the Stator High Voltage windings are dead
Provides electronically adjusted advance
Provides extra delay during cranking for easier starting and less stress on the engine
Provides ability to choose from 4 standard advance profiles
Provides adjustability of the profiles via reprogramming
Provides adjustable Rev limiter to protect your engine
Fully electronic
Contains two completely independent circuits – one for each cylinder to provide failsafe
redundancy.
Provides power cut-out to protect ignition coils in the event off stalling.
Start Assist option – extra delay to the spark fire during cranking to make starting easier and
create less stress on the starter clutch.
Provides Higher spark energy than original
Software Upgradable to suit Coil On Plug (Stick Coils)
Existing CDI kill switch functionality is retained so there is no need to rewire switches
Modifications Required
To use this ignition module it is necessary to replace the existing CDI coils with 12V ignition coils
– these should have between 2.5 to 5 ohms of resistance.
The existing CDI box is removed - and the new Ray-San ignition unit put in its place. Power
wiring is necessary to the 12V system
Installation
Notes – two circuits are shown – one as the BASIC install which draws current straight from the
switched power line (BLACK WIRE).
The original CDI circuit draws all its power straight from the Stator using the high voltage
windings to power the CDI. The new module operates like a TAI system instead and draws the
power from the 12V of the bike. The current through the ignition coils in this case is higher and
for best results should come straight from the battery. The second circuit with the relay is a
better version, allowing the current to come straight from anbd return to the battery, with the
relay being switched on when the bike ignition is on.
High Current and low current paths have been kept separate in the circuit board all the way back
to the connector. From the Connector they should still run separately to the chassis and battery
and power – do not be tempted to connect them at the conncector and run a single wire as this
will cause noise problems due to the high currents from the coils.
The following pictures show the installation of a full kit including the installation of the
aftermarket ignition coils and brackets, on a shadow based cafed cx500. The arrangement of the
wiring on this bike is non standard but the ignition system was stock CDI.
Shown below is a Full kit – with coils, 7mm copper cored igniton lead, coil mounting brackets
and the ignition module.
The pictures below show the original CDI arrangement on this bike – the original CDI coils with
integral leads and the CDI black box can be seen.
Here can be seen the initial install of the coils.
The ignition lead (black 7mm) has been cut and fitted to the coil, the old coil has been removed
and the plug cap unscrewed.
This plug cap is then screwed into the end of the new ignition lead.
The mounting bracket is then attatched to the existing mount points and then the coils bolted
to the bracket – the bracket can be mounted either way up – I prefer coils down.
The originalCDI module is unscrewed and disconnected and the ignition module put in its place.
The leads to the coils and the ignition kill wire can be run through the two holes in the frame
bracing plate and connected to the ignition coil wires.
The 8 pin connector can be plugged in to the existing plug as shown below
The 4 pin power connector now needs to be wired up – this needs
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A GOOD connection to ground – straight to the original CDI mounting bolts works well
with a suitable lutg or ring terminal
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A good switched power connection
o
on a standard ignition as shown here – the power can be sourced from the
switched power on the black wire ( or via a relay straight to the battery via fuse
if desired)
o
On a COP system – the power should come straight from a fused battery
connection and be switched via a relay as shown in the diagrams.
Here can be seen the completed standard cabling -
And the ignition coil mounting
For neatness the connectors and wiring are tucked under a cable tie.
Optional circuit load if you have good Stator High voltage coils and wish to preserve them.
Jumper Settings
The Ray-San ignition Module contains several configuration jumpers grouped together into a
header. This head also doubles as the programming interface. In order to perform programming
an external pic programmer must be used on the version 1.0 model. Required connections are
available on request, as it is anticipated most uses will not require this.
The Configuration Jumpers are labelled in the picture below – there are two sets – one for each
cylinder but only one is shown here as the other is identical.
Jumper
JP1 (1-2)
JP2 (3-4)
JP3 (5-6)
JP4(7-8)
JP5(9-10)
JP6(11-12)
JP7(13-14)
JP8(15-16)
Function
Power Pins for
Programming
Ignition Curve Select A
Ignition Curve Select B
RESERVED
RESERVED
START ASSIST
REV LIMIT A
REV LIMIT B
Comment
DO NOT CONNECT JUMPER
See Table 2
See Table 2
OFF – normal ON Start Assist on
See Table 1
See Table 1
Table 1
REV LIMIT RPM
10000
9500
11000
12000
JUMPER A
OFF
ON
OFF
ON
JUMPER B
OFF
OFF
ON
ON
Table 2
Timing Curve
A
B
C
D
JUMPER A
OFF
ON
OFF
ON
JUMPER B
OFF
OFF
ON
ON
Timing Curves
timing advance
40.00
35.00
30.00
advance degrees
25.00
20.00
15.00
CurveA
10.00
CurveB
5.00
CurveC
CurveD
0.00
1000
1500
2000
2500
3000
3500
4000
4500
5000
rpm
Curve A (Blue) 15 @ 1900 – 37 @ 5000
This is close to the standard original CDI CX 500 timing, which is 15 degrees below 1800 rpm,
rising to 37 degrees at 5000 rpm.
Curve B (pink) 15 @ 1500 - 37 @ 3350
This is the curve used on the CX customs... according to the manual – Actually the most rapid
advance curve.
Curve C (purple) 15 @ 1800 - 37 @ 3550.
This is a Hot standard CDI curve. Full advance is reached earlier. Switching between curve A and
Curve C can be done with a single jumper in position B.
Curve D (Green) 15 @ 2000 - 37 @ 3500.
This is a Euro style TAI curve that can be used on the CDI or euro bikes, similar to C but starts a
little later.
Not Shown – a special curve for the TAI atu
This is the NULL curve that is set to the base advance. This means it is set to fire at the time the
pulse naturally occurs from the ATU. This allows the ATU to perform the advance.
Factory Original Setttings
There are a large number of CX variants with some variation in timings – the factory specified
timings are in the table below.
Model
Name
Model
nos
Base
Adv
Value
@ RPM
Final
Adv
value
@ RPM
No of boxes
and
locations
Connectors
CX400
CX500-
15
Up to 1500
45
3000
2 NEC
igniters
sidepanel
2 x 6 pin
CX500 ABZ
78-81
CX500-
15
Up to
1750-2250
37
5600-6000
CDI box
under seat
8 pin CDI +
2 pin CDI
power
CX500
Custom
80-81
PC01
15
Up to
1750-2250
37
5600-6000
CDI box
under seat
8 pin CDI +
2 pin CDI
power
CX500 C
82
CX500-
15
Up to 1500 45
3000
2 NEC
igniters
sidepanel
2 x 6pin
CX500
Custom
82
PC01-
15
Up to 1500 40
2780
2 NEC
igniters
sidepanel
2 x 6pin
CX500E
PC06-
15
Up to 1500 45
3000
2 NEC
igniters
sidepanel
2 x 6pin
15
Up to 1500 45
3000
2 NEC
igniters
sidepanel
2 x 6pin
15
Up to 1500 45
3000
2 NEC
igniters
sidepanel
2 x 6pin
CX650
Custom
15
Up to 1500 40
3500
2 NEC
igniters
sidepanel
2 x 6pin
GL700
15
Up to 1500 45
3000
2 NEC
igniters
sidepanel
2 x 6pin
GL500
CX650E
RC12-
Default Jumper Settings
CX 500
Jumper
JP1 (1-2)
JP2 (3-4)
JP3 (5-6)
JP4(7-8)
JP5(9-10)
JP6(11-12)
JP7(13-14)
JP8(15-16)
Function
Power Pins for
Programming
Ignition Curve Select A
Ignition Curve Select B
RESERVED
RESERVED
START ASSIST
REV LIMIT A
REV LIMIT B
Comment
DO NOT CONNECT JUMPER
Function
Power Pins for
Programming
Ignition Curve Select A
Ignition Curve Select B
RESERVED
RESERVED
START ASSIST
REV LIMIT A
REV LIMIT B
Comment
DO NOT CONNECT JUMPER
OFF - See Table 2
OFF - See Table 2
OFF – normal ON Start Assist on
See Table 1
See Table 1
CX650
Jumper
JP1 (1-2)
JP2 (3-4)
JP3 (5-6)
JP4(7-8)
JP5(9-10)
JP6(11-12)
JP7(13-14)
JP8(15-16)
See Table 2
See Table 2
OFF – normal ON Start Assist on
See Table 1
See Table 1
Operation
In operation there should be nothing to do – the module should behave similarly to the original
ignition.
The Green Led will light to indicate the trigger interval from the pickups.
The Red / orange led will flash to indicate when the ignition coil is being charged ( the dwell interval)
so it should flash during cranking and slow speed running.
The dwell time is set to normally 4 -5 mS which is safe for most coils around the 2.5 – 5 ohm range.
Note that residual fuel might be ignited in the cylinder occasionally if the air fuel mix is right when
the unit is turned on or off by the ignition due to charging or discharging of the coil due to the power
up.
Recommended Coils
The ignition module is suited to coil in the 2.5 – 5 ohm range. The Original coils fitted to the CX
eurosport and GL variants are suitable candidates. There are also a number of aftermarket
replacement coils that are suitable such as the QC126 coil used as a replacement on many Yamaha
motorcycles and the single output 3.3 ohm coils on offer from MikesXS online.
CDI coils will measure below 1 ohm and are not suitable as they will draw too much current.
High resistance Coil On Plugs – with a resistance greater than 3 ohms may be able to be used and are
ok to use with the long dwell time.
For 1.4-1.6 ohm COP coils – the dwell needs to be set to a very short option of 2 mS to keep the
power dissipation of the coil low and minimise the strain on the bikes electrical system. This is not
supplied in the standard version – but can be made available on request. There is no change to the
hardware but the unit will need to be reprogrammed.
Coil on Plug units below 1.4 Ohm are generally CDI type COPS and should not be used as damage to
the COP and module will result.
Most coils work better in one polarity than the other – giving a substantially better spark when wired
correctly. Generally this means that the terminal nearest the coil output should be wired to the
battery supply. In the case of a coil coming wired from the bike or another bike the polarity should
be preserved. On most Hondas the black wire with White stripe should got to the battery side of the
bikes power.
Connections
The connection information is shown on the diagrams – note that a GOOD ground to chassis should
be provided to the main power connection – this carries the coil current and the shorter the better.
A ground connection should also be provided to the Chassis Ground connection – this is not a high
current connection but is important to minimise noise and cross-firing as it provides a ground to the
metal case of the module and shields the electronics from the spark noise generated – especially on
systems where no plug resistors are fitted.
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While Rae-San (and/or Entities Trading as Rae-San) products are designed to offer superior riding
comfort and performance, no product can offer complete protection from injury or damage to
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