USER INSTRUCTIONS
FOR
Dyna 2000:
Programmable Digital
Ignition System
+ For o -
Harley-Davidson Motorcycles DN i.
j E...
e DESCRIPTION | :
The DYNA 2000i Digital Ignition system for Harley-Davidson motorcycies is a self contained upgrade to the electronic advance ignition
found on late model Harleys. This ignition is microcomputer controlled, generating extremely accurate control over the entire ignition
process. The DYNA 2000i is without question the mast sophisticated and capable aftermarket ignition available for Harley:Davidsons.
In addition to providing precise control over the ignition process, the DYNA 2000i allows you to tailor the advance cu va.and rev limiter to
the specific needs of your particular engine. The DYNA \2000i has eight built in advance curves which have been optimi2ed to cover the
needs of stock motors to highly modified motors over a variety of operating conditions. There are also four independe rev limiter choices
from 6000 to 7500 RPM, allowing you to set the exact protection level you need. -
The DYNA 2000i replaces the stock Hall effect pickup found on the camshaft of all late model Harleys. Earlier model bikes without factory
electronic ignition can also use the DYNA 20001 by installing a rotor from any late model bike. The DYNA 2000i can be used With either one
ignition coil (dual fire mode) firing both cylinders, or with two ignition coils (single fire mode), one coil firing each cylinder. Jeo
A separate tach output is included on the DYNA 2000i to allow correct tach operation during rev limiting and when in single fire mode. Two
diagnostic LED indicators are included on the ignition module to assist in trouble shooting and static timing. 4
\
\
e INSTALLATION NOTES E
“IMPORTANT” On any electronic advance ignition such as the DYNA 2000i or the stock Harley ignition, you must use carbón, graphite or
spirai core type suppression spark plug wires with a resistance in the range of 300 to 4000 ohms per foot to reduce radio frequency
interference. Use of metal core wires may cause malfunction of the ignition due to severe electrical noise generated at the spark plugs. The
original wires supplied by Harley-Davidson are acceptable. Suppression wires are also available from DYNATEK. Ls
“IMPORTANT ** The stock pickup assembly consists of two pieces, a sensor plate and a rotating cup attached to the camshaft. The
rotating cup used on 1983 and later Harleys has part number 32402-83 stamped on it and is gold in color. This is the correct cup to use
with the DYNA 2000i. Pre 1983 electronic ignition bikes have a silver colored cup with different window widths. The DYNA 2000i advance
curves will not work properly with the old cup design. If you have one of these older cups, get a newer cup with the abpve part number from
your Harley dealer.
Bikes originally equipped with points (except distributors) or early electronic ignition (Prestolite) will accept the later model cup without
modification.
e DUAL FIRE INSTALLATION {One coil firing both cylinders)
Recommended Coil: Use one dual output coil with a primary resistance of 2.8 to 3.5 ohms, such as DYNATEK Part No. DC6-1, or Part No.
DC1-1, or stock Harley coil, or Screamin’ Eagle Harley coil. For dual plug applications, 2 DC2-1 or DC5-1 coils wired in series can be
used.
1. Locate the stock ignition module and remove it from the bike. Remove the outer and inner covers on the cam position sensor. Mark the
center of the actual sensor on the inside of the engine case. Unplug the cam position sensor from the harness, and remove the cam
position sensor. The pins may be removed from the connector housing by slowly but firmly pulling the wires from the rear of the connector
housing.
2. Feed the wires of the DYNA 2000i through the hole in the engine case. Place the DYNA 2000i in the engine and rotate until the timing
pickup (near the switches) is at the mark made in step 1. Install the two screws that held the stock cam position sensor, finger tight.
3. Coil connection. Typically, there is a white wire from the Run/Stop switch on one of the coil primary terminals. On the same terminas,
there is a second white wire going to the stock ignition module. These wires are the +12V supply to the coil and the +12V supply wire to the
stock ignition module. On the other coil primary terminal, you should find a pink wire from the stock ignition module. This is the coil minus
wire from the ignition module. There may be a second pink wire from the tach. Remove all these wires from the coil.
Note: On later model bikes, there is only one white wire (w/black stripe) and one pink {w/black stripe) connected to the coil. The +12 volt
supply for the module, and the tach input, are spliced into the hamess at some other point.
Locate the original white wire on the bike that is the +12v supply from the ignition switch to the coil {discussed above}. Connect this original
white wire and the white wire from the DYNA 2000i to one of the coil primary terminals. Locate the pink wire from the DYNA 20006.
Connect this wire to the unconnected primary terminal on the coil.
EI SINUITET
164 S. VALENCIA ST. * GLENDORA, CA 91741 » (626) 953-1669 e FAX (626) 963-7399
4. Tach signal connection (if equipped). If there was a second pink wire to the tach, the green wire from the DYNA 2000i may be connected
to it with the supplied ,250 blade connectors.
If your bike had only one pink wire at the coil, connect the green wire from the DYNA 2000i to the stock pink wire with the supplied
connectors.
Do nat connect the 20001 tach wire to the coil or damage to the ignition may result. Verify that the stock pink wire(s) are not connscted to
the coil. i
The blue wire is left unconnected. if there is no tach, the green wire is left unconnected.
5. Remove the stock purple wire from the VOES. Connect the purple wire from the DYNA 2000i to the VOES with the .187" receptacle
terminal. ,
Pa
6. Skip to the "Configuring The Mode Switches" section of these instructions.
® SINGLE FIRE INSTALLATION (Two coils, one firing each cylinder)
Recommended Coil(s): For best performance and ease of installation, the Dyna Twin Fire Performance Coil is recommended. Use
DYNATEK part nos, DC6-2 ог DC6-3 for single plug or DC6-4 for dual plug applications. Two separate coils with a primary resistance of
2.8 to 3.5 ohms, such as part no. DC3-1 single output coils, or part no. DC1-1 or DCB-1dual output coils for dual plugged heads may also
be used. Mounting brackets for two coil setups are avallable from the major Hartey parts distributors. |
ar
1. Follow the "Dual Rire Installation Instructions” above, through step 2. ч
2. Remove the original single coil. Typically, there is a white wire from the Run/Slop switch on one of the coil primary terminals. On the
same terminal, there is a gécond white wire going to the stock ignition module. These wires are the +12V supply to the coil and to the stock
ignition module. On the other coll primary terminal, you should find a pink wire from the stock ignition module. This is the coil minus wire
from the ignition module. There may be a second pink wire from the tach. Remove all these wires from the coil.
Note: On later model bikes, there is only one white wire (w/black stripe) and one pink (w/black stripe) connected to the coil. The +12 volt
supply for the module, and the tach input, are spliced into the harness at some other point.
3. Mount the ignition coils firmly so they can withstand normal vehicle vibration without loosening or bracket fatigue. Assign one coil to the
front cylinder and one to the rear cylinder. Spark plug wires should be connected accordingly.
4. Locate the '§ inch white jumper wire included in the DYNA 20003 kit. Connect this jumper wire from one of the primary terminals (terminal
marked "+" ovDC3-1 coil) on the front cylinder coil to one of the primary terminals on the rear cylinder coil, Locate the original white wire
on the bike thatis the +12v supply from the ignition switch to the coil (discussed above). Connect this original white wire and the white wire
from the DYNA 2000i to one of the coil primary terminals with the white jumper wire attached.
>. Locate the pink wire from the DYNA 2000i. Connect this wire to the unconnected primary terminal on the rear cylinder coil. Locate the
blue wire from the DYNA 2000i. Connect the blue wire to the unconnected primary terminal on the front cylinder coil.
6. Tach signal connection (if equipped). If there was a second pink wire to the tach, the green wire from the DYNA 2000i may be connected
to it with the supplied’ connectors.
If your bike had only one pink wire at the coil, connect the green wire from the DYNA 2000 to the stock pink wire with the supplied
connector.
Ra not reconnect the tach wire to the coil or damage to the ignition may result. Verify that the stock pink wire(s) are not connected to the
coil.
Note: if the bike also has cruise control, you will need DYNATEK part no. 1404002 Cruise Control Adapter Kit. This is available direct from
DYNATEK free of charge.
7. Remove the stock purple wire from the VOES. Connect the purple wire from the DYNA 2000i to the VOES with the .187" receptacle
terminal. If there is no tach, the green wire is left unconnected. Your system is now completely wired. After configuring the mode switches
and checking the timing, you will be ready to run.
® CONFIGURING THE MODE SWITCHES
There are 6 mode switches located on the DYNA 20001 ignition module. These switches allow you to custom configure your DYNA 2000i to
match the requirements of your bike. Go through the following list of switch functions and make sure each switch is in the proper position
before you start the motor. Place the enciosed Switch Position label on the inside cover for future reference.
Switch 1 VOES. DESCRIPTION
OFF NORMAL In this mode, during part throttle operation, when the manifold vacuum is high as sensed by the
V.O.E.S. switch, the advance is brought in to it's final value by 1500 rpm. This improves part throttle
driveability. Most bikes should be set to this mode.
ON RETARD in this mode, the V.O.E.S. wire acts as a retard input. This mode should only be used in special
applications such as with nitrous oxide or turbo kits. This is explained further at the end of these
instructions
¢ CHOOSING AN ADVANCE CURVE
Which advance curve is most appropriate for your engine will depend on several factors. These may include: level of modification of the бо’
engine, weight of bike and rider, type of gasoline used, air temperature, altitude, etc. A good procedure would be to start with curve 2 which. -
is similar to the curve used in the stock ignition module. If you experience any "pinging", try curve 3 then curve 4 if necessary to get rid of
the pinging. If your bike runs well on curve 2, try curve 1 after several miles and find out if your motor likes curve 1 better than curve 2.
Generally, you should run the lowest number curve (most aggressive) that you can without causing any pinging. The qurves are shown at
the end of these instructions. ;
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or
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OFF OFF CURVE 1- f This curves brings up the advance the earliest and to the highest final value
(most aggressive). UT
HL
ON OFF CURVE 2 - y This curve brings up the advance a litte slower than curve 1 to preyent
: detonation on near stock motors. Æ
OFF ON CURVE 3 - И This curve is good for built motors that tend to detonate, advance comes in
“-- slower than curve 2 and to a lower fina! value. Fam
EGE
ON ON CURVE 4 - ау, This curve should only be used if your motor still detonates using curve 3,
advance Is brought in still slower and to a lesser final value than curve 3 (least
Kaggressive). .
1 7
OFF OFF 6000 RPM stöck motor )
ON OFF 6500 RPM modified street motor
pe {
OFF ON 7000 RPM race motor (most Harley vaive trains don't like i
ON ON 7500 RPM race motor to be revved this high)
5 ë
SWITCHE FIRING MODE SELECT * Gia
OFF | DUAL FIRE - >
ON SINGLE FIRE
e STATUS LED FUNCTION Е р
The red status LED located on the DYNA 2000i module is useful for verifying system functionality and static timing the motor.
When power is turned on to the ignition, the LED should flash on for 1/4 second then tum off. If the pickup is near a firing point, the status
LED will flash, then stay on continuously. This "Flash period" indicates that the microprocessor is functioning in the DYNA 2000i module.
When the ignition power is on and the engine is cranked over, the status LED on the will blink on and off. This indicates that the pickups
are generating timing pulses. The pickup is designed such that the LED will come on at about 45 degrees before top dead center and go off
at top dead center for each cylinder. This corresponds to the leading edge of the window in the rotating cup (45 BTDC) and the trailing
edge (TDC).
NOTE: If the status LED flashes rapidly when the engine is not running, an overcurrent or short circuit fault is indicated. Check for proper
coil resistance (2.5 to 3.5 ohms) and wiring. Turn the ignition off for one second, and back on to clear the fault.
e VOES/RTD LED FUNCTION
The green VOES/RTD LED lights when the purple wire is grounded . When the ignition is operated in normal mode with the VOES
connected, the green LED will be on most of the time (engine vacuum present). If the ignition is operated in Retard Mode, the green LED
can be used to verify correct retard operation. (See RETARD MODE USING VQES WIRE below.)
`
e Y.O.E.S. SWITCH
All iate model Harley-Davidson engines incorporate a Vacuum Operated Electric Switch (VOES) in the intake manifold. This switch is
connected to the ignition system through the purple wire. The purpose of this switch is to sense high manifold vacuum conditions during
part throttle operation. When the manifold vacuum is high, the VOES switch grounds the purple wire and jams the stock ignition module to
full advance regardless of what the engine RPM is . As it turns out, the VOES switch is almost always closed, causing the stock ignition to
be at full advance nearly all the time except under wide open throttle conditions.
The DYNA 2000i uses the VOES in a slightly different manner. When the VOES is active (grounded), the DYNA 2000i follows a quick
advance curve that reaches full advance by 1500 rpm. The total advance generated by the DYNA 2000i is determined by which curve you
select. Using this advance schema, the DYNA 2000i always provides a smooth continuous advance curve function that is optimized for
both part and full throttle operation. The actual advance curves are shown at the end of these instructions.
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di.
e STATIC TIMING THE MOTOR
Remove the timing Inspection plug above the primary drive housing on the left side of the motor. Remove the spark plugs to make it easy
to turn the crankshaft, With the re in high gear turn the rear wheel to get the crankshaft to top dead center on the compression stroke of
the front cylinder (TDC mark a ned in the Inspection hole). ; >
Rotate the DYNA 2000i to cause the status LED to turn off and on: Carefully follow this next instruction: find the point where the LED just
turns off while rotating the base plate in a clockwise direction. Lock down the 20001 at this location. Verify that the crankshaft is still on top
dead center. Your initia timing is now set close to optimum. Final timing should be checked and set dynamically to compensate for normal
production tolerances in the timing rotor, camshaft indexing, flywheel marking, stc.
If the DYNA 20001 has to be rotated an extreme amount or does not have enough adjustment to bring the timing in, the engine may be on
its exhaust stroke. Remove the 2000! and observe the timing rotor, The timing pickiip (near the switches) should be sitting in one of the
windows when itis in place. The shorter distance to the other window should be CLOCKWISE. If it is not, rotate the crankshaft 360
degrees and check again.
e DYNAMIC TIMING -
To set the DYNA 2000i timing dynamically (with the engine running), use the following procedure:
- Setthe DIP switches to NORMAL VOES mode and curve #1. This will cause the Ignition to advance 35 degrees by 1500 rpm.
- Ifyou are not using the VOES switch, ground the purple wire to the frame or engine. This will cause the quick VOES curve to be
active, 5 Ez
, %
- Connect a timing light te to the front cylinder piug wire and observe the fiywheel timing marks through the inspection hole on the left side
of the engine. e 2
- When the engine rpm ls above 1500 rpm, the full advance mark should come into view in the inspection hole. This will verify that the
DYNA 2000i is set propery. Now reset the DIP switches for the mode you want to run.
Note! - when the switch settings are changed, the power to the module must be turned off and back on for the new settings to take effect.
F
oo
e RETARD MODE USING V.0.E.S. WIRE
This mode is only for use with vehicles that require ignition retard under certain conditions, such as bikes equipped with nitrous oxide or a
turbocharger. When mode switch 1 is in the ON position, The V.Q.E.S. (purple) wire acts as a retard activation line. In this mode, the
V.O.E.S. wire should not be connected to a V.O.E.S. switch. To use this function, the V.O.E.S. wire must be connected to a switch or relay
that can ground this input at the desired time during vehicle operation.
In retard mode, wien the V.O.E.S. wire is grounded, the ignition timing will be limited to 25 degrees final timing regardless which advance
curve is selected, When the V.O.E.S. line is not grounded, the ignition timing wil! follow the quick version of the selected advance curve.
See the advance curve drawing at the end of these instructions. The following chart indicates how much retard can be achieved:
FINAL TIMING FINAL TIMING WITH |
CURVE SELECTED FOR CURVE RETARD ACTIVATED TOTAL RETARD
1 35 degrees 25 degrees 10 degrees
2 35 degrees 25 degrees 10 degrees
3 32 degrees 25 degrees 7 degrees
4 30 degrees 25 degrees 5 degrees
* TUNING TIPS - ADVANCED
Occasionally, best performance may fail somewhere between the advance curves programmed into the DYNA 2000i. By rotating the 2000i
clockwise (advanced) or counter- clockwise (retarded), the entire curve will be shifted up or down. Be aware that if you advance the
ignition, your final timing will be increased. Excessive advance may cause pinging and hard starting, so only turn the 2000i one or two
degrees at a time and note any changes to the motor.
For racing applications, the advance can be set to always come in quickly by using NORMAL VOES mode and permanently connecting
the VOES wire to ground. These curves are similar to what is generated by a mechanical advancer.
For heavy bikes or built motors that tend to detonate, the advance can be brought in more slowly. If the VOES wire is left unconnected, the
advance will always follow the slower rpm curve as shown on the following graph.
ATA TT AECA NN TANTA TS TT ITA Fr i mA MAS — == — —
у TALENTO TT TA AT IS RT NANI TT TITLE NATA NAM RES SE ином
me =: Te TARO OA TALA Tm FE SE LAA SNA
S y a
NORMAL VOES MODE ADVANCE CURVES /U
RPM LIMIT CHOICES
ADV
(DEG)
O 1000 2000 3000 4000 5000 6000 7000
ENGINE RPM
RETARD MODE ADVANCE CURVES
RPM LIMIT CHOICES
ADV
(DEG)
0 1000 2000 3000 4000 5000 6000 7000
ENGINE RPM
=
DUAL —FIRE/SINGLE-PLUG
WIRING DIAGRAM
VIOLET ——
(VOES)
COIL:
FACTORY H-D OR DYNATEK
PART NUMBER DC6—T.
оо ВНЕ
OSTATUS 72358
0) wes/RID
DYNA
PERFORMANCE LEONE
PINK
DUAL —FIRE/DUAL—PLUG
WIRING DIAGRAM
PINK —
(TACH)
|
38
se
COLS:
DYNATEK PART NUMBER DC2-1
OR DC5—1.
(DC2-1 CONS SHOWN)
VIOLET
GREEN
2000 GEER
OSTARS 125456
O voss,rTO
PINK
BLUE (NOT USED)
(+12V)
WHITE —
|
(+12)
NA
WHITE
BLUE (NOT USED)
SINGLE—FIRE/SINGLE-PLUG
WIRING DIAGRAM
VIOLET —
(VOES)
PINK —
(TACH)
COLS:
DYNATEK PART NUMBER DC3—T,
VIOLET
GREEN
20001 ВАНА
Osmanss 125455
O voes/am
DYNA. PINK
WHITE —
(+12)
CYLINDER
COI
WHITE ——
BLUE —
На оно} /
. 2e,
. ha
Foe
he
SINGLE~FIRE/DUAL~PLUG
WIRING DIAGRAM
PINK ——
(TACH)
VIOLET —
(VOES)
COILS:
DYNATEK PART NUMBER DC1-—1
OR DC6—1,
(DC1-1 COILS SHOWN)
Ln |
A
VIOLET
GREEN
20002 ad
Osmarus 25456
{ wes rip
DYNA
PINK
WHITE ——
(+12)
|
REAR
CYLINDER
COIL
WHITE
BLUE
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