ASSEMBLY INSTRUCTIONS FOR THE ICM - hektik . de · ASSEMBLY INSTRUCTIONS FOR THE ICM MAGNETIC...

SILENT HEKTIK Hansastr. 72b 59425 Unna Germany [email protected] Fax. (+49) 02303-257071

ASSEMBLY INSTRUCTIONS FOR THE ICM


ICM_E_06 (c)1997-2009



ASSUMPTION FOR THE ASSEMBLY: Specialized knowledge regarding motorbike-technique and vehicle-electronic; in particular in motormanagement & -tuning. Complete workshop equipment with tooling, test- and diagnosis-devices.

IBM compatible PC with WIN 98, NT, WIN2000 or XP operatind system for diagnosis and mapping. Crimp-pliers with grip-pliers-mechanism for the AMP-Timer-Power-contacts 1-1,5 mm² (can be purchased from us), de-insulation-pliers, test-lamp, strobe-light.

1 piece Timer socket, 25 poles 1 piece Timer socket, 3 poles with rubber spout 4 piece Timer socket, 2 poles with rubber spout 38 piece Timer power contacts 1-1,5 qmm 5 piece FastOn plug, 6,3mm with spout 3 piece Crimp eyes, 5mm lug 1,3 m 1,5 mm² cable, red 1,3 m 1,5 mm² cable, blue 7 m 1,0 mm² cable, red 2,5 m 1,0 mm² cable, blue 1,3 m 1,0 mm² cable, black 1,3 m 1,0 mm² cable, green 1,3 m 1,0 mm² cable, grey 1,3 m 1,0 mm² cable, brown 1,3 m 1,0 mm² cable, yellow-green 1,3 m 1,0 mm² cable, yellow 1,3 m 1,0 mm² cable,white 5,5 m 4 mm Insulation-tube, black 1,5 m 5 mm Insulation-tube, black

1 piece ICM central unit 1 piece ICM monitor software on a 3,5” disk 1 piece Sub-D9 PC-cable, serial 1/2 piece Power ignition coils 2/4 piece Power ignition wire NEW 2 piece Throttle body’s , assembled 1 piece pump block, assembled 2 m pressure hose 2mm Polyamide 1 m fuel hose 6x2mm, w/o fabric 1 piece metal fuel-filter plus two 90° fittings 2 piece temperature sensor with nut, stainless steel 1 piece plug- and socket-grease 10 piece cable-tie small 10 piece cable-tie big 1 piece pickup with rotor and socket (Guzzi & BMW) 1 piece pickup counter-socket (Guzzi & BMW)

SPECIFICATION AND PARTS-LIST :

SAFETY REQUIREMENTS AND COMMENTS: Attention: HIGH VOLTAGE! DANGER ! Attention, flammable fuel: DANGER OF FIRE AND POISONING ! To prevent any damage to persons or goods when working on vehicles with fully electronical, digital high-voltage ignitions and fuel injections please take notice of the following: read the manual carefully and completely and follow all instructions Installation and operating of the ICM requires specialized knowledge and special tooling

People having a cardiac pacemaker shouldn’t work on electronic ignitions To synchronize the carburetors NEVER pull off a sparkplug-socket but use a gauge Never touch or pull off an ignition wire with the engine running or while starting Connect or disconnect any ICM wiring only with the ignition switched off Connect high voltage cable with or without sparkplug-socket to ground after removing The performance control of the high-voltage block by using a spark line against ground causes damage Always switch off the ignition when washing the bike or the engine When electric-welding disconnect the ignition module off the wiring harness Starting aid by using an express-charger shouldn’t be operated more than 1 minute with a maximum of 15V No warranty respectively the correctness of the ICM-data on modified eng., a tuning by the tuner is absolutely necessary

Pay attention to unleaky fuel pressure hoses; -protect eyes, face & hands against fuel Catch escaping fuel immediately with a adequate container -work in well ventilated rooms only Smoking, eating and drinking is absolutely forbidden -open spark-lines are not allowed

Guarantee -, Replacement or claim for compensation only in reference to the supplied electronic Mistakes and changes in future to be accepted.

WARNING: This engine management with all parts does not comply with federal safty regulations for standard aircraft. This engine management with all parts is for use in experimental and ultralight uncertified aircrafts only and only in circumstances in which an engine managment failure will not compromise safty. The user Before operating this engine management with all parts read operators manual. The use of SH products in experimental and ultralight aircrafts lies expressly in the responsibility of the user. The user has to guarantee and answer for the function after installation of all Silent Hektik parts by thorough test. Engines in ultralight uncertified aircrafts can stop during flight.



SENSORS:

The ICM-box is able to work with up to 10 analog inputs. 1.Air-pressure sensor, 2.voltage, 3.CO-potentiometer, 4.throttle-potentiometer, 5.left-hand PM-sensor, 6.right-hand RPM sensor, 7.air-temperature, 8.engine-temperature, 9.left-hand Lambda-probe, 10. Right-hand Lambda-probe.

The airpressure-sensor, the CO-potentiometer as well as the voltage-reading is located inside the ICM-box; no assembly necessary. The throttle-potentiometer is already installed on the right-hand throttle body, so no assembly required either. Both Lambda probes are not included in the specifications; an optional assembly is possible.

To mount on the vehicle there are only both temperature sensors left as well as in case of Guzzi & BMW the pickup.

AIR-TEMPERATURE-SENSOR:

The air- and engine-temperature-sensors are identical. The stainless steel case has a M10x1mm thread like the small spark plugs.

The air-temperature sensor can be mounted on top or at the back of the airbox. To prevent the airbox from cracking by vibrations the use of a small aluminum-plate with a thread on the inner side of the box is recommended.

When using open intakes the sensor should be mounted near the intakes. Mount the sensor to the frame with the biggest distance to engine possible.

ENGINE-TEMPERATURE-SENSOR:

The air- and engine-temperature-sensors are identical. The stainless steel case has a M10-1mm thread like the small spark plugs.

Mounting on a Guzzi: Thread in the cooling fins of the Z-head above or next to the inlet-manifold, or hole in the valve-cover

Mounting on a BMW: Thread in the cooling fins of the Z-head above or next to the inlet-manifold

Mounting on a Ducati: in the front upper valve-cover of the horizontal cylinder We do not recommend an installation on or in the oil-pan as it could cause leakage’s due to the low torque when tightening the sensor.

The plus-pole of the temperature sensor is the same as on the injection-jets: see plus-symbol

Ducati 900M/SS in the fins useable solution, optical OK

2V-Boxer R100R Thread in the fins, simple and OK

Guzzi 1100 Sport Thread in the fins simple solution but OK

Guzzi - 1100Sport 2V-Boxer R100R Ducati 900SS ´93



MAGNETIC POLARIZATION OF THE BOSCH ALTERNATOR - GUZZI AND BMW:

For a faultless function of the ignition system the south-pole has to be on the slip rings of the Bosch-alternator-rotor. Up tonow that’s been standard on all OEM alternator-rotors. Aftermarket or exchange alternator-rotors are very often poled the opposite way. With a compass the polarization can be checked easily. With the ignition switched off the north-pole of the compass is drawed to the rotor by his south-pole.

The correct polarization of the alternator-rotor can be achieved by changing the rotor or exchanging the of the alternator carbon brushes. We recommend to use a correct alternator-rotor as the performance of the alternator will increase by that. By exchanging the carbon-brushes the left-hand brush needs to be insulated like the right-hand one. Original insulation material can be purchased from every specialized dealer. The magnetic polarization of Saprisa-alternators or Ducati-alternators doesn’t need checking. PICK UP AND ALTERNATOR-ROTOR GUZZI & BMW :

The ignition rotor needs to be mounted on the alternator-rotor. Therefore use the original screws. Please check the connecting surface of the rotor and remove eventually excisting grades which can be found through the wearing of the lock-plate very often. The Pickup has to be mounted to the Bosch alternator with the screws of the U-V-W-socket. At the Saprisa-alternator you are using the original screw with the 5mm spacer; moreover a 5mm thread has to be attached to the alternator. The distance between rotor and pickup should be 0.2-0.3 mm on all wings. The basic mechanical adjustment relates to the static ignition-moment: Guzzi Cali`s & Tourer 4°-6° BTDC Guzzi all LM`s 8° BTDC Ducati, all models 6° BTDC BMW all 2V-boxer 6° BTDC For the basic adjustment use the right-hand cylinder and the corresponding ignition-rotor-wing like shown on the picture. The leaving edge of the rotor should be located at the center of the pickup steel-core; The wing is rotating clockwise. To hold the rotor when tightening use the wrench of a cutting-off grinder. Check the static ignition timing with a strobe-tool at 1200 rpm & 0%TPS & 90°C. Below 980 rpm & > 0%TPS & < 70°C the idle-stabilization is working. The left cylinder doesn’t require any adjustment. IGNITION COILS:

Exchange the original coils by the Silent Hektik coils. In principle powercoils should always be cooled by the riding-air if possible -> mount below the steering head. Under the assumption that the ignition system is working properly the electrode-gap can amount to 0,5-0,7mm. Please use only interference-free coil- and sparkplug-sockets with a minimum resistance of 5 kW as well as resistor sparkplugs. This fully electronic system will only work properly with a very good interference suppression. Only coils with a primary resistance of at least 3 OHM are allowed. -> loss of guarantee!!! When switching off the engine the power-box of the module will be switched off after a few seconds. Please remind this fact when working on it! Electronic rev-counters are to be connected to clamp K_1 of the coil. The rev-counter outlet of the box is supplying half of the Rpm`s for some Guzzi models. ADJUSTMENT:

As a basic adjustment for ALL singlespark-ignitions (standard ignitions) the 34° curves are coming into question.

Guzzi Cali`s & Tourer Nr. A Guzzi all LM`s Nr. E Ducati, all models Nr. D BMW all 2V-boxer Nr. C

At engine “ping”, like when using low quality fuel or by running a sidecar please use the next flater level curve with 34° BTDC. To adjust a Twinspark ignition (two sparkplugs) it needs a lot of experience and sure instinct. We recommend to follow the instructions of the tuner. When adjusting yourself please start with the following adjustments and try the curves below or above while riding the bike:

Up to 90mm and up to a compression ratio of 10:1 Nr.6 Up to 90mm and from a compression ratio of 10:1 upwards Nr.5

At maximum driving-dynamic and smoothest engine-running the adjustment is finished. With compression over 1:10 you should use radio compressed spark plugs.

Coil-installation on Guzzi 1100 Sport

Coil-installation on a boxer, new frame

Compass-north to Bosch alternator-south

Pickup on Bosch-altn.- right hand cylinder

Pickup on Saprisa-altern. - right cylinder



INSTALLATION OF THE PICKUPS AND THE ROTOR :

The ignition rotor needs to be mounted to the crankshaft. Therefore use the original screws. Please check the connecting surface of the rotor and remove eventually excisting grades which can be found through the wearing of the lock-plates very often.

On Ducati belt-engines either the original Kokusan pickup can be used

Sensor-plus = yellow sensor-minus=black

Or the supplied Silent Hektik pickup:

Sensor-plus =red sensor-minus=black

The distance between rotor and pickup should be 0,3-0,6 mm on all wings. The basic mechanical adjustment relates to the static ignition-moment of 6°-8° BTDC for all models = rear picture for the rear/vertical cylinder. For the basic adjustment use the right hand (rear/vertical) cylinder and the corresponding ignition-rotor-wing like shown on the picture. The leaving edge of the rotor should be located at the center of the pickup steel-core. Please pay attention to the direction of the rotation.

Ducati beltdrive right = rear/vertical left = front/horizontal Ducati bevel right = rear/vertical left = front/horizontal Guzzi right = right-hand left = left-hand

Check the static ignition timing with a strobe-tool at 1200 rpm & 0%TPS & 90°C. Below 980 rpm & > 0%TPS & < 70°C the idle-stabilization is working. The left (front/horizontal) cylinder doesn’t require any adjustment.

INSTALLATION OF THE COILS:

The coils are replacing the original coils. Depending on the model the mounting supports will fit. When laying the wiring please make sure you to use the biggest distance between the pickup wiring and the ignitions-cables to prevent any interference’s. The coils should be could by the riding wind.

The crankcase has to have a very good ground-connection to the battery -> Battery ground wire to crankcase! Under the assumption that the ignition system is working properly the electrode-gap can amount to 0,5-07mm. Please use only interference-free coil- and sparkplug-sockets with a minimum resistance of 5 kW as well as resistor sparkplugs. This fully electronic system will only work properly with a very good interference suppression; especially in combination with old alternator regulators. Please protect all socket-connections with socket-grease against humidity. Never use any battery-pole-grease as this kind of grease is alcalic. Soldered crimp-connections do brake and cause malfunctions through engine vibration. Defective Engine-stop switches mounted on handlebars and side-stands are very often a source of problems. Only coils with a primary resistance of at least 3 OHM are allowed. -> loss of guarantee!!! When switching off the engine the power-box of the module will be switched off after a few seconds. Please remind this fact when working on it! Older rev-counters can be connected to the grey output of the box. Newer rev-counters can be connected to the coil socket KL1-. The box won’t be destroyed by trying out.

ADJUSTMENT:

As a basic adjustment for ALL singlespark-ignitions (standard ignitions) the 34° curves are coming into question.

All Tourer, Comp. Ratio <1:9 Nr. F All sports bikes, Comp. Ratio >1:9 Nr. E

At engine “ping”, like when using low quality fuel or by running a sidecar please use the next flater level curve with 34° BTDC. To adjust a Twinspark ignition (two sparkplugs) it needs a lot of experience and sure instinct. We recommend to follow the instructions of the tuner. When adjusting yourself please start with the following adjustments and try the curves below or above while riding the bike:

Up to 90mm and up to a compression ratio of 10:1 Nr. 6 Up to 90mm and from a compression ratio of 10:1 upwards Nr. 5 from 92mm and up to a compression ratio of 10:1 Nr. 2 from 92mm and from a compression ratio of 10:1 upwards Nr. 2

At maximum driving-dynamic and smoothest engine-running the adjustment is finished. From compressions ratios of 10:1 upwards interference-free sparkplugs have to be used.

static ignition timing at the pickup for the back cylinder (right) at ca. 6°-8° BTDC

Coil-installation on frame for air-cooling

static timing 6°-8° BTDC all modells - singel- & twin-spark

Check the static timing at 1200 RPM for the back cylinder with a timing light through the window

( for racing-cams MIDDLE screw-head )



R35

80

5

35

105

THE INTAKE CHANNEL:

The intakes of both cylinders have to be enlarged around 4mm out of the center and tapered adapted to the mounting distance on a length of about 40 – 50mm. By this chance the ports around the valve guides can be widened on both sides around 1-2mm.

For the installation of the intake parts the paper gaskets should be fitted with a bit of Hylomar.

The 944cc cylinders have to be installed as per the Ducati workshop manual. At the 900M the engine can remain in the frame; at the 900SS the engine has to be removed. It is a lot easier if the piston is installed in the cylinder on a bench first before connecting it to the conrod.

Neither cylinder nor pistons should be rubbed with oil or grease; the factory coating is perfect for the first run in.

Inside the combustion chamber the edges of the squeeze-edge should be modified to a 2mm radius.

THE INTAKE FUNNELS:

Both funnels had been computer-designed especially for the Ducati engine. Even though they are quite long a maximum RPM of 11.000 RPM is possible. At the 900SS both funnels lead into the original airbox-holes. No further modifications are required. At the 900M the left body has to be mounted below a crosswise strut and therefore a new hole for the funnel is required. This hole can be cut into the plastic of the airbox by using a sharp knife or a fine saw blade. Due to the curve of the funnel an oval hole is required; the funnel might touch the inner side of the airbox and therefore might need to be adapted a few millimeters (see right-hand picture)



BEVEL-DRIVE: At bevel drive engines the original intake funnels can be used. Pay attention to the flame-sieves to avoid unpleasant hot calfs.

THE PUMP-BLOCK: At the 944ie kit the pump-block has to be mounted to the back of the airbox with 4 screws, in direction to the Battery.

900 M/SS BELT DRIVE: The 944ie kit is perfectly designed for the use on a 900SS. The intake funnels fit right into the airbox. -> see right

At the Monster-models you have to create a hole as a crosswise strut of the frame is in the way of the rear/standing cylinder. For use in competition this strut should be moved to achieve an optimum for the intake-system. STOCK - MANIFOLDS

For the 900 SS & Monster belt-drive models we also sell 42mm bodys for the stock-manifolds.

The original rubber-parts are used with it.

The pump-block finds a place on the frond side of the air-box.

944ie

90

70

50

900M Serie

PS

100

80

60

40

Nm

40

60

80

U/min

100

10ooo8ooo6ooo4ooo

944SS Mikuni

DIN-PERFORMANCE: red = ICM mit 944ccm 95 HP gray = Mikuni mit 944ccm 84 HP blue = Serie mit 904ccm 73 HP



THE THROTTLE BODIES AND THE JETS:

The throttle bodies are replacing the carburetors and are to be mounted to the standard intakes. For the pivot of the throttle bodies on BMW the standard throttle cables as well as the original throttle-handle for the 40´ Bing carbs can be used. For Ducati and Guzzi you`ll need to install a Tommaselli throttle-handle in combination with LM1 throttle cables. The cables should have a back lash of about 1mm. The adjustment of the idle as well as the synchronization of the throttle valves have to be done via the block-screws on the inside. The procedure is quite the same as in case of carburetors. Engine-revs via throttle block-screws, air-fuel-mixture via map-figures of the ICM-monitor. The adjustment with the maximum rev`s of the engine when idling is the correct adjustment. The idle should be between 1050 and 1100 RPM with the engine at normal operating temperature. When the adjustment is finished, the ICM-box should be switched off and on once to save all parameters.

Guzzi 1100S 2VBoxer Cafe-Racer

Test of the injection-volume at 1,3 bar system-pressure, 12V and 20°C: Size color fuel-volume ————————————————————————–———————————

Standard white 17ml ^ 6,2 Ltr/h Standard beige 35ml ^ 12,6 Ltr/h

Medium grey 36ml ^ 13,1 Ltr/h Medium green 32ml ^ 11,5 Ltr/h Medium black 21ml ^ 7,6 Ltr/h

Pico türkis 16ml ^ 5,8 Ltr/h Pico orange 20ml ^ 7,3 Ltr/h

On the right-hand throttle body you`ll find the throttle-potentiometer. This sensor is recording the angle of the throttle valves and assigning it to the corresponding load of the engine. On the jet-brackets you`ll find two hose-connections for the fuel-lines. One line is the fuel feeding, the other one is the return. It doesn’t matter which one of the connections you are using what for. Please pay attention to push the stiff pressure-hoses up to the end of the connection and to tighten the cap-nuts up to the block. Via the feeding- and the return-lines the injection jets are permanently rinsed with fuel and together with the very thin pressure-lines a very high flow-speed is achieved, which is carrying gas-bubbles away and cooling down the injection jets. On our throttle bodies we are using 4 different types of jet-technologies. The choice depends on the specific vehicle the system is going to be used for: standard, medium and pico. For the synchronization of the throttle bodies you HAVE to use vacuum gauges. With the sparkplug-socket pulled off parts of the electronics can be harmed, even if this can’t be recognized immediately.

BMW 2Ventil-Boxer 40er Bing replacement Ducati beltdrive 38er Mikuni replacement Guzzi Big-Block 40er DellOrto replacement

The arrangement of the jets guarantees an optimum air-fuel-mixture as the fuel jet is heading directly into the gap of the throttle valve, where the gasflow is at the maximum speed. It has been applied for a patent for this novel procedure.



THE PUMP-BLOCK: The feeding of the pump-block is located on the pump side, as shown on the right hand picture. The fuel needs to be filtered to avoid plugging of the jets. Use only metal-filters as the suction-volume of the pump would cause the dirt to break through paper or plastic filters. To avoid air-lock ups please mount the filter vertical right after the fuel cock. For the return-line please use the 6mm connection of the pressure regulator as shown on the left side of the picture. The 4mm vacuum-connection in the center remains open Please pay attention to short and unfolded hose-connections. Please use rubber- or silicon-hoses with an inner diameter of 6mm and a material-thickness of 1,5 to 2mm. Secure all hoses on its connector against slipping off with a cable tie. The hose-system is self bleeding. Never let the pumpblock run dry! The pumpblock is operating with a system pressure of 1,3 bar and a current consumption of 2,5A at 12,5V. Each hour 120 / 140 Liter fuel are circulating. On the pressure-side the feeding- as well as the return-line have to be mounted by using the blue cap nuts. Please pay attention to push the stiff pressure-hoses up to the end of the connection and to tighten the cap-nuts up to the block. The pumpblock can be mounted horizontal or vertical, but never direct next to heat-emitting parts like the exhaust or cylinderheads as this might cause gas-bubbles. A cooler location guarantees safe operations under hot circumstances (like stop and go traffic) and supports the lifetime of all parts. To minimize the noise of the pumpblock you can mount it on silent-blocks. With the engine switched off the pump shuts off after about 10 seconds. If possible the pumpblock should be mounted below the level of the fuel tank. When mounting it above the level of the fuel tank a maximum height of 30 cm shouldn’t be exceeded. On feedings longer than 1m a check valve needs to be installed right next to the tank. The pumpblock can be used with any kind of pump gas, leaded or unleaded, mixed or with alcohol. Using additional aggressive additives can reduce the lifetime of the system dramatically.

Minus on the pump; at the top of the picture – M5 nut Plus on the pump; in the button of the picture – M4 nut

The 4mm tube next to the connections is not in use

Pumpblock on a Ducati 900M/SS – belt drive

Pumpblock on a Boxer R100R

Pumpblock on a Guzzi 1100 Sport 10mm out of the center



THE ICM-BOX: The ICM-box is the heart of the system. Here all sensors and actors are connected to. On the front side you’ll find the 25 pole socket as well as the CO-potentiometer (anti-clockwise is richer) left to it. On the back side you’ll find the Sub-D for the connection to the PC. As mounting location we do prefer the frame-triangle below the seat. The ICM-box should be somehow protected against water. The feeding to the 25 pole socket should be handled very carefully: free of any mechanical excitement and protected against vibration and scrubbing with an Insulation-tube. First you should determine all cable length to then lay the insulation tube. From there it goes to the single sensors and consumers.

ICM-box under the seat of a Guzzi 1100 Sport ICM-box in the tool-box of a Boxer

ICM Box on a Ducati 900M with standard airbox and small Hawker-battery. Ignition-coils are mounted to

the frame. Mounting the ICM under the seat is more useful.

The wiring harness should be laid from the ICM-box to the single components. Care and a very good crimp-pliers are the basic assumptions.



4D - Kennfeld Umschaltung für ICM 11-2006 Index F E D C B A 9 8 7 6 5 4 3 2 1 0 Last 0 2 4 7 11 16 22 28 34 40 47 54 60 67 73 80% Offset 8 8 8 8 8 8 8 8 7 6 5 4 3 2 1 0° ———————————————————————————————————————————————————————————————— 150°C 20 20 20 20 20 20 20 20 19 18 17 16 15 14 13 12° 140°C 22 22 22 22 22 22 22 22 21 20 19 18 17 16 15 14° 0 22 22 22 22 22 22 22 22 21 20 19 18 17 16 15 14°vOT 23 23 23 23 23 23 23 23 23 21 20 19 18 17 16 15° 1 24 24 24 24 24 24 24 24 23 22 21 20 19 18 17 16° 25 25 25 25 25 25 25 25 24 23 22 21 20 19 18 17° 2 26 26 26 26 26 26 26 26 25 24 23 22 21 20 19 18° 27 27 27 27 27 27 27 27 26 25 24 23 22 21 20 19° 3 28 28 28 28 28 28 28 28 27 26 25 24 23 22 21 20° 4 29 29 29 29 29 29 29 29 28 27 26 25 24 23 22 21° 5 30 30 30 30 30 30 30 30 29 28 27 26 25 24 23 22° 6 31 31 31 31 31 31 31 31 30 29 28 27 26 25 24 23° 7 32 32 32 32 32 32 32 32 31 30 29 28 27 26 25 24° 33 33 33 33 33 33 33 33 32 31 30 29 28 27 26 25° 8 34 34 34 34 34 34 34 34 33 32 31 30 29 28 27 26° 35 35 35 35 35 35 35 35 34 33 32 31 30 29 28 27° 9 36 36 36 36 36 36 36 36 35 34 33 32 31 30 29 28° 37 37 37 37 37 37 37 37 36 35 34 33 32 31 30 29° A 38 38 38 38 38 38 38 38 37 36 35 34 33 32 31 30° 39 39 39 39 39 39 39 39 38 37 36 35 34 33 32 31° B 40 40 40 40 40 40 40 40 39 38 37 36 35 34 33 32° 41 41 41 41 41 41 41 41 40 39 38 37 36 35 34 33° C 42 42 42 42 42 42 42 42 41 40 39 38 37 36 35 34° 43 43 43 43 43 43 43 43 42 41 40 39 38 37 36 35° D 44 44 44 44 44 44 44 44 43 42 41 40 39 38 37 36° 45 45 45 45 45 45 45 45 44 43 42 41 40 39 38 37° E 46 46 46 46 46 46 46 46 45 44 43 42 41 40 39 38° 47 47 47 47 47 47 47 47 46 45 44 43 42 41 40 39° F 48 48 48 48 48 48 48 48 47 46 45 44 43 42 41 40°vOT ———————————————————————————————————————————————————————————————— Grafik zeigt die Zündkurven Schalter A, 9, 8, 7 ab 80% Last °vOT 30° 28° 26° 24° 5° rpm Stat. ZZP = 5°vOT für alle Kurven + Felder als Bezugsgröße für Daten Die Auswahl des Zündkennfeldes bezieht sich auf den max. Zündwinkel ab 80% Drosselklappe. Abweichende stat. Zündwinkel werden dazu addiert bzw. subtrahiert: zB. Guzzi LM2 = 33° bei 8°stat. = A (30° bei 5°stat.) zB. Guzzi Cal2 = 33° bei 2°stat. = D (36° bei 5°stat.)

Schalter



FIRST STEPS : MECHANISM: After switching on the power supply the fuel pump starts running for a few seconds to bleed the system. To support the process of ventilation one pressure-return should not be connected to the body in the first stage, but somehow connected to a fuel resistant container. As soon as any air is removed out of the pumpblock the pressure hose can be connected again. The system is going to be bleeded whenever it is going to be switched on. Please pay attention to any folds of the pressure hoses. The throttle bodies should first remain open about 1,5 turns and later on fine-adjusted to about 1000 RPM. SENSORS: By switching on the power supply the ICM-box is testing all sensors and calculating the zero-level of the potentiometers. Due to this NEVER operate the throttle while switching on the unit! With the monitor-program in online-mode (F3) all components can be checked quickly. In case of malfunctioning you can use the diagnosis-mode to solve the problem. START & IDLING: Start the warm engine WITHOUT operating the throttle. At engine temperature below 40°C you should open the additional air-slides on the bodies (in the future they can be operated electrical). Eventually open the throttle about 4%-8% to place a bit more air to the engines disposal at the beginning. The acceleration pump is also working without the engine running. Due to this the air-fuel mixture can be enriched before starting: ACSQ. ATTENTION: If used to often the engine can be “drowned”. >1,5 kRPM and > 0% throttle the dynamic acceleration-enrichment will be adjusted: ACDQ. For starting the engine the data 250 are to be adjusted. To adjust the idling without a PC the CO-Poti can be used = anti-clockwise rotation make the mixer richer.

For starting a cold engine the MOTOR-TEMP (MTS) figures are to be adjusted to enrich the air-fuel mixture. At extreme temperatures a cold-start-adjustment in addition to the mass-compensation can be created: LUFT-TEMP ATS (AIR-TEMP). Idling with more than 1,0 kRPM the FUEL-MAP figures have to be adjusted. The idle should first be adjusted to 5% - 6% CO or better at about 0,86La to 0,88La (Lambda) at engine on operating temperature. This figure will be registered in 750 - 1000 - 1200. Then FUEL-MAP will have to be adjusted again to 3-4% CO (0,92La – 0,95La).

Above 1,5 kRPM and above 0% throttle the thrust-disconnection can be adjusted to save fuel. On 0 the thrust disconnection is switched off. If the figures are to high the fuel-film will be reduced: the engine starts stuttering and accelerates with delay. The figures below 1,5 kRPM but over 0% throttle are for starting to drive and should be a bit richer (0,84La). Should the single cylinders require different fuel-volume when idling the figures LeOF and RiOF should be adjusted. At >1,5 kRPM the dynamic offset LiOF and NLOF are necessary to calibrate the map and the injection valve to the engine horsepower. THE FUEL-MAP: The fuel volume for your engine depends on the power curve and the wanted adjustment: Figures above 1,5 kRPM (from bottom to the top) and >0% throttle (from left to right). AREA OF OPERATIONS:

1) idle enriched a bit

2) theoretical working area at constant acceleration and low load, independ ent from load and gear

3) start-area at stop & go traffic, enriched a bit

4) Full acceleration like on an acceleration-dyno or when trying to overtake; strongly enriched

5) Pushing like running down a hill or in front of a traffic light, strongly leaned

6) Engine RPM x 1000

7) Throttle valve in percent THEORY: An Otto-engine needs per HP and hour about 250 grams fuel (330ml) to reach the full potential. The maximum performance of an Otto-engine will be reached at about 0,88La to 0,9La (slightly enriched)

The lowest fuel consumption can be reached at about 1,1La. As this is extremely lean the engine starts stuttering under load and due to this it makes only sense under pushing operation. For acceleration the mixture has to be enriched to 0,78La – 0,84La to reach maximum acceleration. At Lambda 1 the engine has the lowest emission but also the lower performance at increased fuel consumption and higher engine temperature.

At figures below 0,7La (very rich) or above 1,2La (very lean) the limit for ignition is reached, the engine starts stuttering.

5

2

4

3 1

6

7



TUNING: The tuning in practical use is the only really complicated section of the ICM-kit. During the dynamic of driving all figures of the injection-screen are meshing. It takes a lot of experience as well as time not to mix up cause and symptom. With a little time and a Lambda sensor as a measuring tool a good tuning can be reached by any dedicated user. THE BEGINNING: First 2% to 17% throttle should be adjusted on the engine (at normal operating temperature). It should be either 6% to 8% or better 0,88La to 0,9La. If the figures under FUEL-MAP should go down to zero air-pressure and temperature-figures have to be decreased. With load (while starting) the figures might vary a bit, usually they have to be enriched. Also full-throttle adjustment is possible on the highway or on a dyno. At nominal power about 0,88La to 0,9La should be adjusted. THE DRIVING AREA: The range from 10% to 60% throttle should be adjusted with a Lambda sensor while driving. This area is the one which is depending the most on the engine-concept as well as on the driving habits. Most of the motorbike riders are running their engines within this area. The tune up can be varied from super-dynamic (high fuel-consumption) down to a bit indolent and tired (low fuel consumption). All figures should be saved regularly while working on the adjustment, so if a tune up is wrong you can easily get back to an older but maybe better mapping.

Here at Silent Hektik the following method is used: G_M0520A Guzzi – Müller – may – 20th – A-version (1st) D_K0317D Ducati – Kurpas – march – 17th – D-version (4th) B_U0403F Boxer – Uwe – april – 3rd – F-version (6th) With a little patience and time you’ll find your own individual adjustment at an satisfying fuel consumption. THE THRUST-DISCONNECTION: To safe fuel we are using a thrust disconnection. Under FCOQ the quantity of the fuel-volume you want to reduce the total volume about can be adjusted: 0/1=off 2= -3,2% 3= -6,5% 4=-12% 5=-25% 6=37% 7=-50%

With FCOD the quantity (the duration) of the fuel-saving can be adjusted; depending on the bike-model and the individual driving habits an adjustment between 10 and 50 is useful. Another ”saving-circuit” is the constant-ride-emaciation CDFQ + CDFD. Running the engine with constant RPM and throttle-position over an extended period the air-fuel-mixture is to be leaned a bit. 0= off 1= -6,25% 2= -12,5% 3= -12,5% but without full throttle FOR EMISSION-CONTROL THE SAVE CIRCUITS SAM AND KFA NEEDS TO BE ADJUSTED TO ZERO TO AVOID ANY DISTORTION OF THE READING.

The full throttle adjustments can be done on the dyno or on the highway.

The fuel-saving circuits have to be shut off for these measurements.

P = Performance b = fuel consumption La = Lambda

Lambda-tension of the Denso probe



The D_ICM system on a 912 It is possible to mount the ICM (single system) or the D_ICM (double system) at an engine with 80hp or 100hp. The ignition demand of both engines is identical. The demand of fuel depends on the power and also on the intake manifold and exhaust pipes of each plane. The PC-monitor software makes a fast and precise adjustment to all constellations possible. For a season independent running of the 912 power unit we recommend the application of a water thermostat. The water temperature should be beetween 70°C and 80°C ( 90°C to 100°C head temperature) , the oel temperature beetween 90°C and 95°C to reach an optimum of efficiency and maximum lifetime.

The engine should not be heavy loaded beneath 60 °C, this wears it out badly! For a safe start of the 80HP and 100HP engine we recommend the new strong electrostarter with a 12V 16Ah high quality batterie. Pay attention for the start-procedur on page 12.

The Twin_ICM parts The both Bing carburators with rubbers, the complete CDI ignition with the pickups and the mechanical fuelpump will be removed from the engine. The tube between the two manyfolds and the manyfolds itselfe are in use. For syncronisation of the two inlets please use the smal vaccum connectors on the trottlebodys. The right mixture at idling is about 4% carbonmonoxid or 0,85 Lambda The air temperature sensors must have contact the incomming air but not to the warm engine or it warm parts. On composite airboxer are no problems. On aluminium airboxes an isolation is requirt. On textiles airfilters the sensor can be mounted on the rubber backside of the filters.



weiß-gelb / white-yellow ( schwarz / black ) = Minus

blau-gelb / blue-yellow ( rot / red ) = Plus The alternator output for the CDI ignitions are not in use. Please isolate and tightened it.

The trigger-rotor with pickups

To measure the position of the crankshaft, a rotor has to be mount on the dynamos flywheel. Four of the finger stand in an angle of 90° to each other. The Sync-Finger has an angle of 22,5°. To fix the rotor in the right angle to the crankshaft, a M8 bolt has to be screwed in front of the aluminium case. The bolt blocks the crankshaft and the crankshaft screw can be un– or tightened with 120Nm. The original triggerrotor must be maschined to a round shape of about 144,5mm diameter. Both trigger-noses must be completly remove. The two cylinder in the front are located in the top dead center. The distance of the two pickups should be equal and amount to 0,4mm- 0,6mm. The ten screws and distances are of nonmagnetic material. The aluminium baseplate has to be screwed onto the engine with three 20mm spacer.



The fuel pressure regulator The fuel is put under pressure by the pumps and transported to the 1,0bar regulator at the right, riffled supply. From there it is distributed left and right to the bodies. Both PTFE-ducts have to be as short as possible and equal in their length. The reflux to the tank is the left, riffled tube, which comes out of the regulator. The fuel pressure regulator has to be assembled on the pickup-basesheet. The other drillings on the basesheet are ment for a dynamo regulator and a capacitor for the emergency running without the battery. Fuelpumps are not able to suck in, that is why they always have to be assembled under the fuel level (tank). Fuel pumps are not safe for a dry running. A running without fuel will destroy them very fast. At the very first start one tube has to be loosened of the body for a fast de-aeration of the fuel system. Beware of the fuel stream. The max. length of the tank tube is 50cm. The intake filter in front of the pump(s) is made of Bosch-plastic. The compression filter behind the pump and in front of the compression regulator has a Sinter-matal element. Please pay attention to the direktion of the flow.

Fuel pumps must be mounted under the fuel level (tank). Blue without pressure - red 1,0bar fuel pressure

Tank <50cm

Regler

Pumpe Rücklauf zum Tank

Bodys

mit Benzinkühler ca. 0,3-0,5 Ltrohne Rücklauf zum TankVersion B

mit Rücklauf zum TankVersion A

der Tanks montiert seinPumpen müssen unterhalb

Benzinkühler

Druckregler

Metall-FilterKunststoff-Filter

Pumpe_A

Pumpe_B

Benzintank

Motor

DüseDüse

DüseDüse

34

2 1

SILENT HEKTIK

Blau drucklos Rot 1,0 bar4. Vers. 07.05.2008

Hydraulik 912 Twin



The Motor-Temp.-Sensor

The Motor-Temp.-Sensor should be located on backwards valvecover. Therefore a M10x1mm thred must be mashined and the sensor srewed and glued in it.

The Intake To get the best adjustment possible for each type of aircraft, the original intake manifold is still used. It is very flat and that is why there is no need to change something at the cowling. The carburettor with a carburator flange is no more required. Instead the body is assembled directly. Please pay attention to an excellent sealing to secure a solid idling. The intake manifold is available in a diameter of 50mm, 60mm and 72mm. The 50mm version is the best standard solution. The injection jet holder has to be mounted between the cylinder head and the intake manifold. Again please pay attention to a good sealing on account of the idling. The ignition cables should have the greatest possible distance to the motor temperature sensor and the throttle position sensor. There are two vacuum supplies for the syncronisation of the throttle and two bypass-channels with an screw for the micrometer adjustment.



The ignition coils

The four ignition coils can be placed in their original position. As a matter of principle the ignition cables should be as short as possible and in a maximum distance to the sensor cables. The other, better position of the coil is in front of the engine. In this case the high tension cable are short as possible.

Lambda - Measurement For an adjustment of the different 912 configurations, a Lambda-measuring method is used. It is useful to measure at two different cylinders, e.g. on the left in front and on the right at the back. Different exhaust systems are causing mostly different fillings, which need to be adjusted to the different fuel amount. An optimum would be four equal fillings, which can only be achieved with a 4-in-1 tuned exhaust pipe. For a load from 0% up to 33% we recommend a Lambda from 0,94La up to 0,98La. For a load from 33% up to 70% we recommend a Lambda between 0,90La – 0,94La. For the two highest loads (full throttle) we recommend a Lambda from 0,85La up to 0,88La.

The high tension leeds must be istalled in the best way and cut to the right length. Before crimping the connectors the U-wire must be pla-ced to the end. The wire connencts the stainless steel core with the connector.



The wiring diagram for the D_ICM. Two ICM´s work redundand and can be tested indepandently with the schwiches. The pin configuration and colors of the connectors are in the diagramm on page 23.

NG

K

sch

warz

+ g

rau

-

Den

so b

lau

+ w

eiß

-

La

mbd

a-S

on

de

n:

Mai

n

16

4

52

3

2 2 11

Main

sw

itch

(op

tion

al)

(op

tion

al)

(op

tion

al)

16A

h

30

.01.2

012

6. V

ers

ion

D-I

CM

S

cha

ltpla

n

SIL

EN

T H

EK

TIK

Bac

kup

- +12

Air

valv

e

- +12

Air-T

- +12

Mo

tor-

T

1 3

TPS

22 11

25 14

13 1

ICM

_B

10

A10

A

-+1 2

Air

valv

e

Lam

bda

-S.

-+1 2

Air

-T

-+1 2

Mo

tor-

T

13TPS

Batt

erie

12V

Coil

-+-+-+

- +- +- +

Inje

ctor- + - +

Inje

ctor

Inje

ctor

-+-+25 14

13 1

Bac

kup

Mot

or

Inje

ctor

Coil

Coil Coil

Pum

p_B

Pum

p_A

ICM

_A

342

1



SIL

EN

T H

EK

TIK

5.

Ve

rsu

ch

M M2

4.1

0.2

001

Hy

drau

lic IC

M_0

5

eventu

ally e

quip

ped

with a

retu

rn-v

alv

e

fine

-filte

r

fin

e-f

ilte

rfine-f

ilte

r

Hose c

on

nectio

n for

the r

etu

rn h

ose

Ris

k o

f fire

an

d p

ois

onin

g !

Cau

tion

fuel !

thro

ttle

body

thro

ttle

bod

y

sin

gle

cylin

der

vers

ion

twin

-cylinde

r-vers

ion

thro

ttle

body

sin

gle

-fuel co

ck-v

ers

ion

two

-fu

el cock-v

ers

ion

fue

l cock

fuel cock

fue

l cock

pu

mp

blo

ck

pu

mp

blo

ck

fine

-filte

r



Far

ben

ro

t bl

au

gelb

gr

ün

brau

n

schw

arz

g

rau

w

eiß

gr

ün-g

elb

Link

s R

echt

s C

olor

s

red

bl

eu

yello

w

gree

n

brau

n

blac

k

gre

y w

hite

gr

een-

yello

w

left

right

SIL

EN

T H

EK

TIK

10. V

ersio

nM M

24.1

0.2

002

An

sch

luß

pla

n IC

M_07

Kanal

Kanal

Kanal

Kanal

Kanal

2.Düse +

2.Düse +

+ <

--->

--

CO

- P

oti

2.Düse -

2.Düse -

Luftventil - Minus

Ein

Pic

kup-V

ers

ion a

uf linken K

anal

VO

RS

ICH

T H

ochspannung, G

efa

hr

!

2

1

1

2

1

2

2

1

1

3

blau

rot

blau

blau

braun

weiß

braun

gelb

grün-gelb

grün

schwarz

blau

grau

rot

rot

rot

rot

rot

rot

Luftventil - Plus

Pickupschwarz

rot

1,5

qm

m

1,0

qm

m

ICM

_B

ox 0

6A

Lin

ker

Dro

ssel-P

oti

Motor-T

Luft-T

Rechte

rLin

ker

E-Ventil

E-Ventil

Benzin-Pumpe

Rechte

rLin

ker

Zündspule

Zündspule

Batterie

Min

us a

n M

oto

rblo

ck

16A

Sic

heru

ng

Zündschlo

ß

25

14

13

1

12V

Denso-La.

optional

Rechts

weiß

bla

u

bla

u

weiß

schw

arz

schw

arz

Pickuprot

schwarz

Denso-La.



ADRESSE : : : :

TEL-NUMBER :

FAX-NUMBER :

HOMEPAGE :

SHIPPING :

SILENT HEKTIK HANSASTR. 72B D-59425 UNNA GERMANY

+49-2303-257070

+49-2303-257071

WWW.SILENT-HEKTIK.COM

WORLDWIDE

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ASSEMBLY INSTRUCTIONS FOR THE ICM - hektik . de · ASSEMBLY INSTRUCTIONS FOR THE ICM MAGNETIC...

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Transcript of ASSEMBLY INSTRUCTIONS FOR THE ICM - hektik . de · ASSEMBLY INSTRUCTIONS FOR THE ICM MAGNETIC...