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DONE
DONE DONE DONE
DONE DONE
Cycle X
(DOHC) power arc
ignitions.
Fits: 1979-1983 CB750, 900,
1000
Breaking news....... Honda cb750 dohc 750, 900, 1100.
Multiple spark, multiple advance
curves and spot on ignition timing make this the "only" ignition
for your Honda dohc stocker or go-fast project.
Read technical data below for complete explanation why the Cycle X power arc
ignition will make your DOHC run like it never has before.
But.................... before you read all the technical data.
The Honda dohc ignitions feature a " timeless " installation.
" Timeless "............ meaning, you bolt the ignition on and
your done !!!!!!!!!!!!!!!!!!!
No timing light, no fussing .
Kit complete as shown.
Introductory Price: $ 374.00
Honda CB750 owners have been
limited to Dynosaur Ignition systems for years. ( magnetic type sensors )
and Ignition Coils that were designed in the 19th Century.
Here is the Bad news !!!!!!!
Magnetic sensors can cause timing to be
off as much as 14 degrees. ( plus or minus ± 7°)
(Magnets and Magnetic sensors are effected by metal mass, motion, heat and
distance from pickup)
The illustration below shows the inconsistency of Magnetic sensors.
This unwanted fluctuation in ignition timing will make your motor unhappy
and give you the impression the motor is not internally balanced properly.
The coils (paper wrapped) is
considered to be early 1900's technology.
This Ignition causes coils develop excessive heat and are prone to
failure, due to lack of dwell control leaving the coils on excessively.
Leaving the ignition switch on can cause failure to the coils or the Dyna
"S" or both.
Our ignitions have an automatic shut-off coil shut off to prevent such
heat and failure.
Dyna 2000's claim to have an coil-off situation, but the minute the motor
is turned over they stay on and key must be shut off if engine is killed.
Ever wonder why most racers carry extra sets of coils ?
Here is the good news !!!!!!!
Introducing the Cycle X IDS C and CP
versions Power Arc Ignitions
IDS C2-HCB Optically Triggered Ignition
Features preprogrammed:
Spark timing placement in 1° increments.
Placement of 3 Sparks / Compress Stroke.
2 Digital sensors inputs.
4 Independent timing curves.
Electronic 4 Tach output.
Coil saturation control ( dwell )
Curve fall back.
Static timing light.
Automatic Coil shutoff
One coil pack for your 4 cylinder.
Capable of 80,000 volts of out-put.
Extremely fast rise time.
Sparks 3 times every compression stroke and continues through-out the RPM
range. ( full voltage output )
Other multiple spark ignitions on the market do not multi-spark after no
more than 3 thousand RPM.
High amperage output.
Quick disconnect connector.
Fires at low voltage for easy starting, eliminating starter kickback.
Coils feature section bobbin construction ( no paper )
All features are Re-programmable with CP version Ignitions via PLC cable.
(CP Re-programmable Ignition and PLC are Optional)
Installation Instructions
IDS CP2-HCB Ignitions
All features of the CP2-HCB can be Customized and reprogrammed.
4 Independent Ignition timing curves (controlled by grounding or
ungrounding 2 sensor wires)
Coil saturation and placement of all timing sparks 1 thru 3 in multi-spark
Selection of number of output sparks 1-3
Tachometer output type 2-8 cylinder output
Curve Fall back
Rev Limiters (independent in each of the 4 timing curves)
Notes section for timing curve information
2 Sensor Wires may be Grounded or Ungrounded to control timing, between 4
distinctly different timing curves.
May be used to control timing with VOES (Vacuum Operated Switch), Nitrous
Solenoid via
relay, Boost Switch, Engine Temperature Sensors or manually controlled via
toggle switches.
The best ignition available for Honda cb750's ( period )
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USE OPTICALLY
TRIGGERED IGNITIONS
Please
observe the above animation. Most electronic ignitions used to
date sense crank angle by using a Hall effect pickup, which is a
magnetic type sensor. This type of sensor is inherently unstable
& is effected by metal mass, motion, heat & distance
from pickup. In addition most ignitions only sense
position once per revolution. The control system must
estimate current engine speed based on the rotational velocity
of the previous revolution. Sudden acceleration or
deceleration will cause instability. This instability causes
internal vibration that can be observed by the movement seen on
the flywheel when using a timing light. The use of a magnetic
type sensor can cause timing to be off as much as ±7° giving
an overall deviation of 14° or more. With an optical sensor you
are breaking a light beam and light beams do not deviate! In
addition absolute positions are sensed at multiple key points on
the rotor, 90 times per revolution with the new IDS
system. The extreme stability optical systems offer allows
the engine to accelerate at a much greater speed, reduces engine
wear, allowing for smoother operation & transfer of power.
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IGNITION
TIMING
Understanding engine timing &
its relation to load, compression and fuel delivery variables is
important to performance. The new IDS ignitions have
programmable sensor inputs which can be interfaced to a vacuum
activated switch or a MAP sensor. The ignition timing can be set
to any value based on sensor input status. The Power Arc CDR or
SRČ also have a vacuum retard capability. If you
have a large dresser (H-D), are under heavy load conditions,
have increased engine compression, have a large bore
engine or are using NOS please use sort of ignition retard
system.
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IGNITION
COILS
Pick the right type of coil, do
not use paper section coils only use section bobbin coils.
Section bobbin coils allow for fast rise times and improved
reliability. Power Arc only sells section bobbin coils.
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USE
IGNITIONS WHICH ARE MULTI-SPARK
During the intake
cycle fuel is delivered via a carburetor or injection system and
intake manifold into a combustion cylinder. Both of these
delivery systems supply fuel to the cylinder in a droplet form,
especially at lower rpm ranges. As the fuel is compressed
turbulence in a circular fashion is created due to existing head
designs. As the primary spark is discharged the concussion of
the explosion combined with superheating of the combustion
chamber turns the droplets of fuel into a hot vaporous gas. The
flame front due to the rolling turbulence created by the heads
moves away from the point of ignition to the face of the piston
and to the outer cylinder walls. As the piston nears the top of
the compression stroke any remaining unburned vaporous gas is
circulated over the spark plug, and a fuel roll stall occurs. At
this point a second spark is discharged obtaining a secondary
burn of the fuel that in a single spark ignition system would be
trapped in the upper portions of the head and during the
expansion portion of the power stroke would be unburned and then
be cycled out during the exhaust cycle as emissions. With
the extreme stability of an optically triggered ignition system
in a Multi-Spark mode a repeatable secondary explosion is
possible. This allows for the ability to add more fuel
without fouling the spark plugs and achieve higher
torque/horsepower
1) The extreme
stability of a optically triggered ignition system has the
ability to allow the engine to accelerate as much as 30% quicker
requiring greater fuel flow to the carburetor. This coupled with
enlarged jetting of the carburetor or increased fuel to the
injectors means you must maintain a sufficient supply line from
the fuel tank to the delivery system by use of an enlarged
petcock and supply line or a fuel pump. An example would be that
at higher rpm's you may use all the gas in the float bowl of
your carburetor and create a lean run situation damaging the
engine if fuel supply is not maintained.
2) If you have a
sufficient fuel flow in a single spark mode you have enough to
operate in the Multi-Spark mode without engine damage because
you are burning residual fuel, even though your plugs may show a
lean burn. This will normally show an increase in fuel economy
(if driven in a similar fashion), horse power and a reduction of
emissions output. You could increase the fuel for more
horsepower but you should be careful not to over fuel, because
if the fuel is not burned by the secondary spark it is exhausted
as burning fuel through you exhaust system increasing heat and
reducing horsepower output because of an improper air/fuel
mixture. This also results in increased emissions output, which
is unnecessary.
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Spark Plugs and Spark Plug
Wires
WARNING:
Use
only resistor core spark plug wires with all Power Arc
Ignitions. See spark plug wire section below.
Use resistor spark plugs with all electronic ignitions to limit
the conducted EMI noise and radiated RFI noise..
Initial suggested settings for spark plug gaps are:
Single plug 0.028-0.032"
Dual plug 0.025-0.030"
These are maximum settings, go down from here
Spark plug
gap should be made as small as possible, while still maintaining
performance. A wide spark plug gap can cause hard cold starting,
misfires during rich or lean fuel conditions, and reduction of
upper rpm range. To maintain a good secondary spark (multiple
spark) within a wider rpm range it is wise to run a narrower
spark plug gap. It is better to precisely place two stable,
consistent sparks than to fire one wider spark that may cause
misfires under various conditions.
Many
things effect spark plug gap settings
Compression
Ratio: The higher the engine compression, the more voltage
required to fire the plug, and the narrower the plug gap should
be.
RPM: The higher
the rpm's the less time the coil has to charge to break over
voltage or complete saturation. A narrower spark plug gap will
help high rpm stability.
Spark plugs with
large side electrodes (ground straps) or spark plugs with split
side electrodes are not recommended, they interfere with the
flame front at the point of ignition.
Coil choice, fuel flow, intake velocities & fuel temperature
are but a few additional factors that can effect spark plug gap.
Spark Plug Choice
In
most cases, it is not until the engine is modified, or the
compression is raised significantly, that stock ignition systems
and spark plugs begin to show signs of being inadequate. At this
point, a variety of factors determine which spark plug will be
best suited for a particular configuration. In these modified
engines, specific electrode/tip combinations, electrode
materials and colder heat ranges can provide measurable gains in
power. If your vehicle has had extensive modifications, it would
be best to seek the advice of the manufacturer of your vehicle,
the aftermarket supplier who manufactured your modifications, or
your mechanic.
Modifications
that will typically not require specialized plugs (in most cases
the factory installed plug will be more than adequate) include
adding a free-flowing air filter, headers, mufflers and rear-end
gears. Basically, any modification that does not alter the
overall compression ratio will not usually necessitate changing
plug types or heat ranges. Such minor modifications will not
significantly increase the amount of heat in the combustion
chamber, hence, a plug change is probably not warranted.
However,
when compression is raised, along with the added power comes
added heat. Since spark plugs must remove heat and a modified
engine makes more heat, the spark plug must remove more heat. A
colder heat range spark plug must be selected and plug
gaps should be reduced
to ensure proper ignitability in this
denser air/fuel mixture.
Frequently
Asked Questions
Q: Why
should I use a resistor spark plugs & spark plug wires?
A:
"R" or resistor spark plugs use a 5k ohm ceramic
resistor in the spark plug to suppress ignition noise generated
during sparking.
You must use
resistor spark plugs & wires in any vehicle that uses
electronic ignitions or on-board computer systems to monitor or
control engine performance. This is because resistor spark plugs
& wires reduce (EMI) electromagnetic interference with
on-board electronics.
They are also
recommended on any vehicle that has other on-board electronic
systems such as engine-management computers, two-way radios, GPS
systems, or whenever recommended by the manufacturer.
In fact, using a
non-resistor plug or low resistance spiral wound spark plug wire
in most applications may actually cause the engine to suffer
undesirable side effects such as an erratic idle, high-rpm
misfire, engine run-on, power drop off at certain rpm levels,
abnormal combustion and probable damage to the ignition and/or
ignition coil.
Q: Why are
there different heat ranges?
A: It is a
common misconception that spark plugs create heat. They don't. A
heat range refers to how much heat a spark plug is capable of
removing from the combustion chamber.
Selecting a spark
plug with the proper heat range will insure that the tip will
maintain a temperature high enough to prevent fouling yet be
cool enough to prevent pre-ignition. While there are many things
that can cause pre-ignition, selecting a spark plug in the
proper heat range will ensure that the spark plug itself is not
a hot spot source.
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SPARK
PLUG WIRES
Choice of spark plug wires is an
important consideration when using an electronic ignition
system. Electronic ignitions utilize IC's (integrated circuits)
in there design for counting & timing purposes. These IC's,
contrary to most thinking, are not effected by RFI (Radio
Frequency Interference) noise generated by the high voltage
breakdown of coils, producing the ignition spark. They are
effected by the conducted EMI (Electro Magnetic Interference)
passed to the ground plane of the motorcycle via the spark plug
wires & plug. The most effective way to limit the current
produced in the secondary of the coil is to use carbon core
resistor plug wires. Solid core wires and most spiral wound
wires will not suppress this conducted EMI noise.
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Stability
Most electronic ignitions
used to date sense crank angle by using a Hall Effect pickup which is a
magnetic type sensor. This type of sensor is affected by metal mass,
motion, heat & distance from pickup. The Hall Effect sensor is
less stable than optical sensors causing engine inefficiencies and wear,
due to internal vibration caused by unstable firing of the spark plug.
An example of this instability would be the movement seen of the TDC
timing mark on the flywheel when using a timing light. The use of a
magnetic type sensor cab be off as much as +-7 degrees giving an overall
deviation of 14 degrees. With an optical sensor you are breaking a
light beam and light beams do not deviate! In addition, this system
has no timing calculations or cycle delay times effecting spark stability
and placement because the system counts rotor slots to maintain an
absolute relative crank angle position. This extreme stability
allows the engine to accelerate at a much greater speed, reduces engine
wear, allowing for smoother operation and transfer of power.
Multi-Spark Theory
During the intake cycle
fuel is delivered via a carburetor or injection system through the intake
manifold and into the combustion chamber supplying fuel to the chamber in
droplet form. This is especially true at lower rpm ranges. As
the fuel is compressed, circular turbulence is created due to existing
head designs. The flame front generated by the fist spark leaves the
point of ignition to the face of the piston and flows to the outer
cylinder walls. As the piston advances in the compression stroke
residual unburned vaporous gas, leading the flame front, is circulated
over the spark plug. When the piston approaches TDC both static and
expanding gas pressures increase and a fuel roll stall occurs. By
precisely discharging a second and third spark, fuel trapped in the upper
portions of the head and expelled during the exhaust cycle as emissions is
consumed. In a single spark ignition system this fuel would have
remained unburned. With the use of precision control and the
advancement of new coil designs we have achieved the ability to produce
high energy secondary and tertiary sparks that are required to ignite fuel
that is under higher compression after the first spark. We believe
that by consistent and precise placement of the primary, secondary, and
tertiary sparks exhaust emissions can be reduced.
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Honda cb750 DOHC High Performance Carbs
4 into 1 sidewinder exhaust system.
