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Buell Forum » Knowledge Vault (tech, parts, apparel, & accessories topics) » Dyno Charts/Testing (Show us the POWER!) » Dyno Test Results - Race Kit Ignition Module « Previous Next »

By Aaron Wilson

I've seen a lot of discussion about the race kit ignition module on the various boards, but the discussions always seemed to be long on assumptions and s.o.p. results and short on actual data. So in November of '00, I dragged my '99 M2 to the dyno with a race kit module in hand and spent a few hours trying to find some answers. Here are the results of that testing. You can add comments below.

Ignition module test results

In blue is the stock module with the factory stock timing setting. Note how the power falls off at upper rpm as the retard kicks in. Peak hp=82.6, peak torque=81.6

In red is the stock module with the timing optimized for maximum top end power, which was slightly advanced from the factory setting. Note how the lower end power and torque are down slightly. Peak hp=83.3, peak torque = 80.7

In green is the race module with the timing optimized for maximum top end power. This setting happened to be the factory setting. Note how it's strong on both the bottom and top end. Peak hp=83.3, peak torque=81.6

My conclusions from looking at the data: I can advance the timing slightly and overcome the stock module's high rpm retard, thus making just as much top end power as the race module. However, at least on this bike, there is evidence that this may result in a small loss of torque/power in the lower rpm ranges.

The race module allows me to get all the top end power without losing anything down low.

The total differences we're talking about, bottom end or top end, are very slight.

Just to remove any doubt about what was tested ...


Race module

I didn't see any point in unbolting the old one and bolting in the new one.


Stock module

This is the stock unit. I've never had it out of the bike. It looks like it maybe had a sticker on it's face at one point in time.

Bike under test

My em too on the dyno.

Aaron Wilson
NRHS

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Stevem123
Posted on Saturday, December 29, 2001 - 11:24 pm:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
Correct me if I'm wrong but your 99 M2 is a model which uses a carburator. This in of itself would be the main reason you dont see any real difference between the race ECM and the stock ECM.
The only thing the ECM can do on your bike is change the timing advance curve which as you stated will only marginally effect performance.
I suggest that you try this same thing with a model that uses the DDFI system and I think you will see a much more pronounced difference.
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Aaron
Posted on Saturday, December 29, 2001 - 11:39 pm:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
Look again, this was not a test of a race ECM. The item tested here is not applicable to injected bikes. Likewise, ECM's are not applicable to carbureted bikes.
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Stevem123
Posted on Sunday, December 30, 2001 - 12:12 am:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
Aw mannnnn! Here I thought I had a brainstorm only to find out that it was only a brainfart!
Sorry....
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Illfixit
Posted on Friday, April 12, 2002 - 10:29 pm:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
would advanceing the timing cause the rear cylinder to run hotter??
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Aaron
Posted on Friday, April 12, 2002 - 11:09 pm:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
Maybe.
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Msetta
Posted on Monday, April 15, 2002 - 05:32 pm:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
This may be wishful thinking, but I have always felt that my M2 has a little bit of a flat spot at about 4000rpm, and someone else in an M2 told me that the race ignition helps in eliminating that flat spot. Could that be a possible result of the race ignition that would not be reflected on the dyno? Just curious....

The Setta
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Blake
Posted on Monday, April 15, 2002 - 05:44 pm:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
Setta: The race ignition will do nothing for you at 4000 rpm. Your aloof advisor was likely thinking about the DDFI bikes' race ECM which will do much to improve performance around 4K rpm, for a DDFI bike that is.
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Steveb
Posted on Saturday, June 22, 2002 - 09:35 pm:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
Aaron or anyone else,

Do you know the difference between the "Race" module and the "Lightning" module. I ordered the "Lightning" module in error and would like to know before I install it.

Thanks for your time and knowledge-

Steve B
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Used_96_s1
Posted on Tuesday, July 29, 2003 - 03:33 pm:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
Not to go OT here, but my interest lies in the Crane Hi4E module; it would appear you can put the ignition curve any where you want. Of course this is a disadvantage if you don't have a realistic idea of where it should really be........
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Aaron
Posted on Tuesday, July 29, 2003 - 04:34 pm:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
The HI4E is a nice unit, I particularly like the 100rpm resolution on the rev limit and the rear cylinder offset that's accessible without a PC link. I've got HI4E's on 2 of my bikes.

But the curves tend to be a little on the aggressive side.

The Dyna 2000 on curve 4 seems to work well with Buells. I think I've got a dyno test around here somewhere. I use it on the race bike because it has the nitrous retard input. Plus it's a proven unit, I've never had one fail. Can't say that for all the ignitions I've tried.
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Used_96_s1
Posted on Tuesday, July 29, 2003 - 07:53 pm:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
Interesting; so you wouldn't recommend the Crane for a 'growing' Buell? How about an Evo with an EV-3 cam?
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Aaron
Posted on Wednesday, July 30, 2003 - 01:03 am:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
Oh, I think it's a good unit. Like I said, I use'em. My M2 has one (121hp) and I recently stuck one on my wife's S1 (only 95hp now but not for long). I personally like the adustability. But I'm someone who'll spend hours on the dyno tinkering and trying to get that last .5hp.

On the other hand, we sell a lot more Dyna 2000's, simply because the customer can static time it with the LED, put it on curve 4, and with a typical hopped-up street motor, chances are it's gonna be right.
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Used_96_s1
Posted on Wednesday, July 30, 2003 - 10:47 am:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
Makes good sense, thanks Aaron. Sounds like if you're not going to spend the time dyno-tweeking, the aftermarket ignition is more for the rider than the engine (I've since read the writeup on the Dyna ignition in both modes).
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Steveshakeshaft
Posted on Wednesday, July 30, 2003 - 02:58 pm:   Edit Post Delete Post View Post/Check IP Print Post    Move Post (Custodian/Admin Only) Ban Poster IP (Custodian/Admin only)
I been told one of the Screamin' Eagle ignition modules is a rebadged Dyna 2000. I can get a nice price I think, but which is the correct one to go for?
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