SmartーFire - Pazon Ignitions

SmartーFire - Pazon Ignitions
SmartーFire
™
LAVERDA 180° 3 CYLINDER
HIGH-PERFORMANCE
IGNITION SYSTEM
12 VOLT
SYSTEM TYPE: PDL1
Smart-Fire Applications
• LAVERDA 180° 3 Cylinder motorcycles, including Jota and 3C.
Replaces factory or aftermarket ignition system.
Retains the original charging coils.
Features
• HIGH-POWER DIGITAL IGNITION MODULE
(FULLY ENCAPSULATED)
• FULLY PROGRAMMED IGNITION TIMING & COIL ENERGY
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•
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•
•
CONTROL: IGNITION ADVANCE CURVE IS MAPPED TO SUIT THE
LAVERDA 180 TRIPLE
TRIGGER INCLUDES STATIC TIMING LIGHT, FOR EASY SETTING
OF IGNITION TIMING
USER-PROGRAMMABLE REV.LIMITER BUTTON
ELECTRONIC TACHOMETER SIGNAL OUTPUT
SECURITY/KILL SWITCH CONTROL INPUT
FOR RACING , HIGHLY TUNED OR MULTI-PLUG APPLICATIONS:
SPECIAL ADVANCE CURVES & REV-LIMITERS AVAILABLE
COVERED BY MANUFACTURER’S 7½ YEAR WARRANTY
MODULE SIZE (mm):
90 LONG x 65 WIDE (95 INC. MOUNTING BRACKETS) x 30 DEEP,
WEIGHT: 400g (INC. WIRES)
Ignition System Comprises:
• IGNITION MODULE (ALUMINIUM HOUSING WITH MOUNTING
•
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•
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2
BRACKETS & MULTI-WAY CONNECTORS)
IGNITION WIRING HARNESS
ONE MINIATURE DUAL OUTPUT DIGITAL IGNITION COIL
ONE MINIATURE SINGLE OUTPUT DIGITAL IGNITION COIL
HT LEADS WITH PRE-FITTED HT CLIPS & RUBBER COVERS
THREE NGK PLUG CAPS (5K SUPPRESSOR TYPE)
ALUMINIUM STATOR MOUNTING BASEPLATE
OPTICAL IGNITION TIMING SENSOR + FIXINGS
FOUR STEEL SPACERS
FOUR M5 CAP HEAD SCREWS + WASHERS
IGNITION TIMING ROTOR (PLATED)
MODULE & COIL FIXING SCREWS, WASHERS & NUTS
CRIMP TERMINAL CONNECTORS & INSULATORS
LARGE & SMALL CABLE TIE-STRAPS
Smart-Fire Fitting Instructions
Special tools required:
• Alternator flywheel extractor/puller tool 61818034
• 32mm spanner or large adjustable wrench
• Allen (hex) keys, including 4mm, 3mm & 2.5mm
Optional tools:
• Alternator locking tool 61808032
• Xenon strobe timing light + 12 volt battery
WARNING: THIS SYSTEM PRODUCES VERY HIGH VOLTAGES,
ALWAYS SWITCH OFF BEFORE WORKING ON THE SYSTEM.
IMPORTANT NOTES:
BEFORE FITTING, PLEASE READ THESE INSTRUCTIONS
CAREFULLY, INCLUDING THE NOTICE ON PAGE 16.
This system is designed to work only with the special digital ignition coils
provided with the system. 5K resistor plug caps as supplied with the
system should be fitted to the h.t. leads. Alternatively, resistor spark
plugs can be used. Resistor plugs & resistor caps can be used, although
it is not necessary to use both. Attempting to run the system without
resistor type caps or plugs will result in excessive radio frequency
interference (r.f.i.), which may cause bad running, misfiring and loss of
ignition. For reliability, copper or steel cored h.t. lead should be used, we
do not recommend using carbon fibre leads.
These instructions are a general guide for installing the system to
various machines and therefore it may be necessary to modify the length
or routing of some wires in order to complete the installation. All
connections should be made using good quality crimped or soldered
connections; twisted wires will not give satisfactory operation. Wiring
should be trimmed to the correct length, excess wire should not be
coiled up as this can affect the correct running of the ignition system.
If electric welding is to be carried out, the ignition module should be
disconnected and its connectors covered with insulation, to help prevent
stray sparks from damaging the module. If in doubt, remove the unit from
the machine.
3
1.
Lift up (or preferably remove) seat. For safety, disconnect the
negative terminal of the battery.
2.
Remove fuel tank.
3.
Undo the two securing screws and remove the a.c. alternator
(generator) cover. Take care not to lose the small stone-guard
mesh at the bottom of the housing (if fitted).
4.
It is recommended at this point to remove the spark plugs and
rotate the engine to the TDC mark on cylinders 1&3; this is
normally marked on the outer edge of the alternator rotor, with a
corresponding mark on the casing. With the plugs out the engine
can be turned by grasping and turning the alternator rotor. If in
doubt about the correct mark, you can find an approximate TDC
position by inserting a rod down cylinder#3 and feeling for
maximum height.
5.
Flatten the lockwasher.
6.
Lock the alternator rotor and slacken the nut using a 32mm
spanner (or large adjustable wrench). Note: this nut has a lefthand thread. Use special tool 61808032, if available. If this tool is
unavailable: unless it is exceptionally tight, the large nut can be
undone without this, by turning against engine compression (with
all spark plugs fitted).
7.
Withdraw the nut and washer.
8.
Tighten alternator puller tool 61818034 fully home onto the rotor
hub.
9.
Tighten the puller bolt until the rotor is extracted from the
crankshaft taper.
10. Check that the woodruff key is in good condition and securely fitted
into its slot in the crankshaft. Also, check that the two tapered
surfaces of the rotor and crankshaft are in good condition.
11. Having fully removed the rotor (flywheel), you can now access the
original ignition and charging systems. See fig. 3.
12. The stator plate holds the two charging coils and the two magnetic
ignition pickups. There are two wires coming from each charging
coil (normally coloured Yellow and Yellow-Black) and two wires
coming from each ignition pickup (typically coloured White and
Black-White and White-Red and Black-Red). Trace these wires up
to the main wiring connector terminal block (located under the seat,
behind the fuel tank). Make a note of the connections for the
charging coils. Undo the six screws and pull out the wires coming
4
13.
14.
15.
16.
17.
18.
19.
20.
21.
from the charging coils and the two ignition pickups.
Undo the two fixing screws to allow removal of the complete
charging/ignition stator assembly. Retain the screws and washers
for later.
Remove the grommet to the left of the stator assembly. Remove
the complete stator assembly, carefully withdrawing the leads from
the hole in the casing. If necessary, gradually push the sleeved
wires through from the other end to assist removal.
Loosen the grub screw with an Allen key and withdraw the
electronic trigger sleeve from the crankshaft. This part is no longer
required.
Take the complete stator assembly to a workbench.
Undo the four screws and remove the two charging coils, carefully
feeding the wires through the holes in the stator plate. The original
stator plate (and ignition pickups) is no longer required. Whilst the
charging coils are removed it is advisable to check them for
serviceability. Check each coil for continuity across the yellow and
yellow-black wires, using a multimeter/ohmmeter. Also, check that
there are no shorts between the winding and the metal laminations.
If there is no continuity or if there is a short to the laminations, then
the faulty charging coil must be replaced. Examine the wiring for
signs of broken insulation. If necessary, repair any splits by
covering with heatshrink or silicone rubber sleeving, to prevent
shorting out to the frame, etc.
Take each of the original charging coils and feed the wires through
the holes in the new baseplate, fix to the plate with the supplied
spacers, M5 cap head screws and washers.
If not already protected, place a small length of 6mm sleeving over
each pair of wires from the charging coils.
Slide the new ignition timing rotor over the crankshaft, aligning the
grub screw hole directly over the indent in the shaft. This will be a
tight fit; if necessary rub the inside of the rotor with emery paper to
remove a small amount from the inner surface, wipe clean and refit.
Fit the grub screw and tighten with a 3mm Allen key. To prevent
the grub screw from working loose it is recommended that medium
strength Loctite threadlock (or similar) is placed in the thread
before fitting, or the metal can be peened over the edge of the
screw using a hammer and punch.
Fit the new Pazon ignition module in a convenient place.
5
The PAZON ignition module can be orientated in any position, but
this should be onto a flat surface, if possible. We recommend
removing the side panels and mounting the module onto the
vertical section of the subframe directly behind the battery, with the
wires exiting directly upwards. This allows gives a clear view of the
leds and easy access to the rev-limiter pushbutton. Secure the unit
by the mounting flanges using the two M5 bolts, washers & nuts.
Alternatively, the mounting flanges can be removed by slackening
the bracket securing screws and sliding the brackets out of the
dovetail slots. The module can then be mounted using large tiestraps and a small sheet of rubber between the case & the frame
(or Velcro/double-sided tape), or suspended by two rubber
mountings, as described below.
22. Fit the new ignition coils in a convenient place, ideally underneath
the fuel tank. Suspend the coil by the two mounting lugs, using the
M5 bolts, washers & nuts. Alternatively, to avoid the need for
drilling or a mounting bracket, each coil can be rubber mounted
using two small pieces of rubber tubing (such as fuel pipe or heater
hose) & two large tie-straps, see figs. 1 / 1a. The coils can then be
secured by passing the tie-straps around the frame tube & fully
tightening the tie-straps. An example of this is shown in figs. 2 / 2a,
where the coils are mounted to the frame tube above the engine.
Fit the new h.t. leads by pushing the brass connectors fully into the
h.t. outlets of the coil, along with the rubber boots. Small tie-straps
can be placed around the rubber boots & tightened to give extra
security, if desired. The h.t. leads should now be cut to length & the
plug caps screwed onto the ends of the h.t. leads. Since both h.t.
leads fire together, it does not matter which h.t. lead goes to which
plug. Push the plug caps firmly onto the plugs, they should click
into place. The straight plug cap is used for the centre plug.
6
FIG. 1a
FIG. 1
FIG. 2
FIG. 2a
FIG. 3
7
WIRING
(PLEASE SEE WIRING SCHEMATIC ON PAGE 11)
1.
2.
3.
4.
5.
6.
8
Take the supplied wiring harness and push the two plug connectors
into the matching connectors on the ignition module until they latch;
the plugs will only fit one way. If they need to be released from the
module at any time, depress the latch whilst pulling on the plug.
From the 6-way plug, route the sleeved bi-coloured wires along and
down the frame (avoiding sharp edges), then feed through the exit
hole in the generator housing.
Taking the baseplate, fit sleeving as required over the charging coil
wires.
Route the upper charging coil wires route around the crankcase
casting above the crankshaft; route the lower charging coil wires
below. Feed the charging coil wires through the exit hole in the
crankcase. Route the wires up to the connector terminal block and
reconnect to the original rectifier/regulator connections, which
should be as follows: yellow to yellow and yellow/black to yellow/
black, from each charging coil.
The ignition timing sensor wires (sleeved) are coloured: white—red,
violet—red & white—black. Feed these wires (from the back of the
baseplate) through the hole between the four hex spacers Cut the
cable & sleeving to length. Carefully strip back approx. 4-5mm of
insulation from the ends of the three wires. Connect the three wires
from the sensor to the corresponding colour wires from the ignition
module, as follows:
WIRE COLOUR
SENSOR TERMINAL
White-Red
LEFT
(RED DOT)
Violet-Red
MIDDLE
White-Black
RIGHT
(BLACK DOT)
Colours must match.
Take the new ignition timing sensor and position on top of the four
hex pillars on the baseplate, with the 3-way terminal connector
block facing towards the outer edge. Secure the sensor to the
pillars with the four M3 hex screws and lockwashers. Tighten the
screws with a 2.5mm Allen key. Gently pull the excess wire back
through the rear of the baseplate.
7.
8.
9.
10.
11.
12.
13.
14.
Important: ensure that the sensor wires are kept well within
the outer edge of the baseplate, to avoid possible contact
with the flywheel. These wires should form a small loop,
coming from under the sensor and into the connector block.
Feed any excess wire from the sensor back through the exit in the
crankcase.
Carefully slide the newly assembled baseplate over the rotor and fit
into the crankcase, making sure that the wiring on the reverse of
the baseplate is not trapped between the plate and the crank
casing. Fit the two fixing screws/washers, finger tighten only at this
stage.
From the 4-way plug, route the sleeved violet, green & red wires
along the frame tubing and around to the ignition coil spade
terminals, avoiding sharp edges, etc. Cut the wires and sleeving to
the correct length. Strip approx. 5mm of insulation from the ends of
the wires, slide over insulators and crimp female spade terminals to
the ends of the violet and green wires.
Take the short red coil link wire and push the piggyback connector
onto the positive (+) terminal of ignition coil#1. Push the other end
of the link wire onto the positive (+) terminal of ignition coil#2.
Connect the VIOLET wire from the ignition module to the negative
(—) terminal of ignition coil#1, using a female crimp connector and
insulating cover. Coil#1 is the dual output coil that fires cylinders
1&3.
Connect the GREEN wire from the ignition module to the negative
(—) terminal of ignition coil#2, using a female crimp connector and
insulating cover. Coil#2 is the single output coil that fires cylinder 2.
Connect the red wire from the ignition module to the +12 volts feed
from ignition/kill switch.
Connect the other end of the red wire from the ignition coils to the
+12 volts feed from ignition/kill switch. Alternatively, this wire can
be connected to the battery positive (an inline 8-10A fuse can be
fitted here). This second method can aid cold starting, by reducing
possible volt drops in the wiring and switches.
Route the black wire from the ignition module directly to the
battery negative (—), using a ring terminal.
Re-check the connections to the ignition coils;
reverse polarity may damage the coils
9
15. The ORANGE wire is an ignition inhibit input. This can be
connected to a grounding kill switch or a hidden security switch.
If not required, place insulating tape over the end of the wire to
prevent shorting out.
16. The GREY wire is a tacho output signal for driving an electronic
tachometer, if fitted. This is a 12 volt pulsed output and provides
1 pulse per engine revolution (1 pulse/rev). If your tacho requires a
different pulse rate, contact Pazon Ignitions. Connect to the tacho
signal input terminal/wire. If you have a mechanical tacho, an
inductive pickup tacho (e.g. Scitsu) or no tacho, then leave
unconnected; cut short the wire & and insulate the wire end.
17. Any remaining wires which may be present on the ignition module
are for factory use and should remain unconnected and insulated,
as supplied.
18. Refit fuel tank.
10
11
NEGATIVE EARTH
TO
CYLS.
#1 & #’3
PLUGS
TO
CYL. #2
PLUG
HT OUTLETS
RED
BLACK
IGN. COIL #1
ORANGE
COIL
LINK
WIRE
GREY
IGNITION
TIMING
SENSOR
SIGNAL TO TACHO
(IF REQUIRED)
WHITE—RED
VIOLET—RED
WHITE—BLACK
IGNITION MODULE
TYPE PDL1
TO GROUNDING KILL/STOP SWITCH (IF REQUIRED)
RED
GREEN
VIOLET
LAVERDA 180 WIRING
IGN. COIL #2
TO + 12V POSITIVE
FEED FROM
IGNITION SWITCH
FRAME EARTH
/ BATTERY
NEGATIVE
WARNING: TURN OFF/DISCONNECT THE BATTERY
BEFORE WORKING ON THE SYSTEM
HIGH VOLTAGES CAN KILL
WARNING: TURN OFF/DISCONNECT THE BATTERY
BEFORE WORKING ON THE SYSTEM
HIGH VOLTAGES CAN KILL
DIGITAL IGNITION WIRING DIAGRAM
TIMING
WARNING: RISK OF ELECTRIC SHOCK.
1.
2.
3.
4.
5.
6.
7.
8.
9.
9.
12
The following operations may produce a spark from the plugs,
therefore it is recommend that the spark plugs be removed &
grounded onto the cylinder head (with the plug caps & h.t. leads
connected). Alternatively, the violet and green wires can be
temporarily disconnected from the negative terminal of the ignition
coils, place insulation tape over the end to prevent shorting out,
etc.
If not already done, the engine should be positioned at the TDC
mark on cylinders 1&3.
Turn the baseplate until the trailing edge of the large lobe on the
ignition timing rotor is approximately aligned with the middle of the
ignition timing sensor. See fig. 4.
Switch the ignition on. The green led on the Pazon ignition
module should turn ON to indicate power is on.
Check the red timing light on the sensor; if it is ON, goto step 7.
Rotate the baseplate clockwise until the red timing light turns ON.
Rotate the baseplate anti-clockwise until the red timing light turns
OFF, stop turning. Tighten the two baseplate fixing screws with a
4mm Allen key. The final position will be as shown in fig. 4.
Refit flywheel, washer & large nut.
If you wish to verify and/or fine-tune the ignition timing with a strobe
timing light, proceed as follows:
• For accurate results when using a strobe light, we recommend
using a separate battery for powering the strobe
• Warm the engine and, using a white light strobe, check that the
engine is at the required timing mark (10° BTDC at idle, or the
standard full advance mark of 33.5° @ 5800 rpm)
If so, there is no need to adjust the timing.
• To adjust the timing, stop the engine and rotate the baseplate a
small amount on its adjustment slots
• To advance the timing, turn the baseplate against the rotation of
the crankshaft shaft, i.e. turn the baseplate anti-clockwise
• To retard the timing, turn the baseplate in the same direction as
the crankshaft, i.e. turn the baseplate clockwise
Due to improved combustion with this ignition, you may need to
adjust carburation settings for optimum tickover and performance.
10. Refit alternator cover, side panels, etc., as required.
11. Installation is now complete.
MODULE FUNCTIONS
The Pazon ignition module has two leds (light emitting diodes) on the
front, where the wires exit.
The green led functions as follows:
•
Turns on to show a successful power-up condition of the module
•
When the engine stops turning (with the ignition switched on) the
green led will turn off & on within two seconds after the engine has
stopped turning, indicating that the module has successfully reset
The yellow led functions as follows:
•
Function button pressed indicator. Flashes during setting/resetting
of user programmable rev-limiter, see page 14.
STATIC TIMING POSITION @ TDC CYLINDERS 1&3
FIG. 4
TDC
REFERENCE EDGE
CYLINDER 2
TDC
REFERENCE EDGE
CYLINDERS 1&3
13
REV-LIMITER
USE OF THIS FUNCTION IS AT YOUR OWN RISK, SINCE IT IS
POSSIBLE TO SET THE REV-LIMITER TO BEYOND THE
RECOMMENDED UPPER RPM LIMIT FOR YOUR ENGINE.
Note: as standard, this system has a built-in rev-limiter in the form of a
sharp ignition retard commencing at 8500rpm and reaching fully
retarded (5°) at 8900rpm. To set a rev-limiter at a lower rpm, proceed as
follows.
The Smart-Fire ignition module features a function button that
enables the user to set/reset an ignition rev-limiter. Unless specified
when purchasing the system, the user rev-limiter is not preset, allowing
your engine to rev to the maximum.
To Set the Rev-Limiter
To accurately set the rev-limiter you will need a rev-counter/tachometer
to monitor the engine rpm. Rev the engine to one-half the desired
rev-limit rpm, press & hold the function button for a minimum of
3 seconds. The ignition module will take a snapshot of the engine rpm at
the instant the button is pressed, therefore it is not essential to maintain
a precise rpm whilst the button is pressed. The yellow indicator led on
the module will flash 5 times. Release the button. The rev-limiter is now
set. When your engine reaches the preset rpm the ignition will turn off
the ignition coil, cutting all sparks. Thus, the engine rpm will fall and,
once below the rev-limit setting, ignition will resume.
The minimum rev-limiter setting is 3000 rpm (i.e. set with the engine
running at 1500 rpm).
To Reset the Rev-Limiter
To reset (disable) the ignition rev-limiter, press & hold the function button
for a minimum of 3 seconds, with the engine below 1500 rpm (or
stationary). The yellow indicator led on the module will flash 5 times.
Release the button. The rev-limiter is now reset.
The rev-limiter setting is retained in the ignition module memory & will be
recalled when the ignition is turned on.
14
15
DEGREES OF ADVANCE
0.00
5.00
10.00
15.00
20.00
25.00
30.00
35.00
40.00
0
1000
2000
3000
4000
6000
ENGINE R.P.M.
5000
Smart-Fire Ignition Timing
LAVERDA 180° TRIPLE
7000
8000
10000
MAP026
9000
Terms & Conditions and Warranty
• Use of this product indicates your acceptance of this notice.
• The product design, firmware & literature is Copyright © PAZON 2005-2006, & is
protected under international copyright, trademark & treaty provisions.
• To provide the best ignition systems possible, PAZON IGNITIONS reserves the right to
alter & improve the specifications of its products without prior notice.
Ignition Systems
• Pazon warrants to the original purchaser that the Pazon Ignition System be free from defects
in workmanship & parts under normal use for a period of 7½ years from date of purchase.
Ignition Spares
• Spares are defined as item(s) not purchased as part of a complete ignition system. Pazon
warrants to the original purchaser that these item(s) be free from defects in workmanship &
parts under normal use for a period of one year from date of purchase.
• Ignition coils will only be covered by the warranty if it can be proved that the fault is due to
a manufacturing fault within the coil.
Limitation of Liability
• In no event shall Pazon's liability related to the product exceed the purchase price actually
paid for the product.
• Neither PAZON nor its suppliers shall in any event be liable for any damages whatsoever
arising out of or related to the use or inability to use the product, including but not limited to
the direct, indirect, special, incidental or consequential damages, or other pecuniary loss.
• This warranty will be void if the product or parts have been altered, damaged, abused or
installed incorrectly.
• This warranty will be void if parts supplied by Pazon are used with other makes of ignition.
Your statutory rights are not affected.
Warranty Claims
• To make a claim under warranty, the product must be returned to PAZON or its authorized
representative, with a copy of your receipt (or evidence of date & place of purchase), within
the warranty period.
• Include a detailed description of the problem and why you believe there is a fault within the
ignition system.
• The system must be returned postage paid. Proof of posting is not proof or receipt, therefore
we recommend using a recorded mail service.
• Upon receipt we will thoroughly test the returned items and repair or replace any items
found to be faulty and covered by the warranty.
• Please allow seven working days from receipt of the returned parts before contacting us, to
allow sufficient time for a thorough test and evaluation.
• PLEASE CONTACT PAZON IGNITIONS FOR RETURN INSTRUCTIONS.
PAZON, 30 DOUBLEDAY DRIVE, BAPCHILD,
SITTINGBOURNE, KENT ME9 9PJ U.K.
℡
16
TELEPHONE: +44 (0) 1795 470126
EMAIL: ignition@pazon.com
FAX: +44 (0) 1795 470126
WEB: www.pazon.com
PDL1
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