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Discussion Starter #381
Lots of info on PC connection, power to unit etc among these pages.
Pics of what?
Classic (1 or 2 p-u) is your bike type.

I would doublecheck that I had th Ducati Kokusan.ign map loaded into it.
 

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I am exploring using a MAP sensor for the TPS -- does anyone have manifold vacuum measurements? i.e. max BAR? I find a lot of 3 bar MAPs.
 

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Dear All
Finally I get the module working, plug in, check the map with may computer, everthing works fine, but I've question,
ate seems when I start the bike, don't have enough power, at seems it's run with just one cylinder 350cc :):):)

Please anyone knows the best map for one 600 carb monster of 97

Thank you all
 

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Discussion Starter #385
Great writeup, thank you! [clap]

Missed the delay part, explains why the Kokusan were close to Ignitech at higher RPM.
And I (we) know now how to program it and me w 900 w HC won´t have to move the pickups.
But I`ll measure w Kokusan & strob etc first f baseline, finally spring over here.

Your report is like "All you need to know about ignition". [thumbsup]
 

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TCIP4 Mounting

Hi Guys,
Thanks for all the info on this thread which has been invaluable, especially 'Green Monster' for highlighting this bit of kit and Brad Black for his testing and the MotoOne report which is excellent! I have a question on mounting the unit; the thread has a pic of the TCIP4 mounted via an aluminium bracket in the same place as one of the OE modules but whilst this seems to work with the OE coils there isn't sufficient space with the larger Dyna coils. Any other suggestions out there?

I have a 944'd '96 900SS and the TCIP4 provides a simple way of retarding the ignition without having to move the pick-ups. The unit works well, as does the laptop programming once you've bought a serial port to USB cable...I've just got to figure out a place to put the 'black box'!! All (polite!) suggestions gratefully received!
A.
 

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Ignition Advance

Hi,
I ve purchased Ignitech tcip unit. I have some troubles with original Ducati_kokusan settings. In low and mid rpm it looks like motor will stop, but in higher rev everything seems to be fine.

Do you have any suggestions how to make it work good? Or do you have some good settings on your own M900? Perfect will be if someone could put the *.ign file somewhere on the web. Thanks

My bike is Monster 900, year 1996, with termignoni and open air filter, ...

Thank you for responses. :)
 

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Discussion Starter #388
Ignitech

Think most will get answers about TCI-P4 easier at The New Board.
 

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base advance correction

Hello,
I bought a year ago a TCIP4 to replace the two units Kokusan bb1105 of my Ducati Monster 900cc of 1998.
I've two question about the settings because i want to copy a ducati performance 1.1 unit that is set:
6° until 1600 rpm, 30° from 2800 to 8000 rpm, 20° at 11000 rpm with intermediate values.

Now:

1. Considering that my flywhell is 4 degrees base advance, what should i set as base advance? 6° as ducati performance setting or i have to ad the 4° of my flywhell..therefore 10° is the right setting (6+4)?

2. The subsequent values can be set exactly as ducati performance unit or I have to correct adding the 4° of my flywhell base advance? (so 34° from 2800 to 8000 and 24° at 11000 rpm)

Thanks
 

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IgniTech TCIP4

Hi,
i use this values since April 2009:
1400 = 6°
2000 = 20°
2500 = 27°
3000 = 30°
3500 = 32°
4000 = 33°
4500 = 34°
5000 = 35°
9000 = 39°
9500 = 0°

Base advance = 6°
Limiter 10 000 rpm

..works fine :))
Ducati Performance is only a modified analog Kokusan unit

The Kokusan Ignition should be set at 6°
(Mark at Flywheel)
so you should set the reference for the TCIP4 [base advance] at the same value ..

..Nipsel..

M900; '99; Mikuni TDMR40; IgniTech TCIP4
 

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Hi everyone!

just got the standard TCIP4 unit.. not installed yet.
before that: after my pickups failed, I replaced them with the P8s and the bike is running 'fine' again.. all stock right now, I noticed some backfiring.. what could be the cause? I think it's more when decelerating.

back to the TCIP, I don't know exactly how to wire it. they sent me the wiring to match stock units and there's a pair of black connectors and a white one. which one's for the horizontal and which for the vertical?

then the base advance - do I have to change it from the stock setting? this horrifies me because it's not really a pleasure to get to the pickups again..


Thanks in advance!
 

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Hi Tib,
Hi everyone!
..snip..
back to the TCIP, I don't know exactly how to wire it. they sent me the wiring to match stock units and there's a pair of black connectors and a white one.
which one's for the horizontal and which for the vertical?
that doesn'n matter for the TCI-P4
you have to connect the horizontal coil & horizontal pick-up to one pair of connectors
and the vertical coil & vertical pick-up to the other pair
then the base advance - do I have to change it from the stock setting? this horrifies me because it's not really a pleasure to get to the pickups again..
you have to set the [base advance] to the actual position of your pick-ups
usually the Kokusans are set to 6° btdc (wsm) that's the value at idle
-> so you need to check at idle speed with a stroboscope
and set it to this value
Thanks in advance!
..Nipsel..
 

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How to set the [base advance]

Hi,
the best way to check the base advance for the Ignitech:
set all values of the TCI-P4 to zero
for example:
>>1500 = 0°; 2000 = 0°; 2500 = 0°; 3000 = 0°; 3500 = 0°; 4000 = 0°; 4500 = 0°; 5000 = 0°; 9000 = 0°; 9500 = 0°; base advance = 0°; Limitter = 10000rpm<<
-> the TCI-P4 triggers the spark at the end of the flywheel-lobe over the whole rpm-range
check the ignition timing with the strobe (as described in the workshop manual / the mark on the flywheel is at 6°)
-> if the spark match the mark on the flywheel, you have to set the base advance to 6°
<check both cylinder>
(if you need to use other advance at idle speed - you need tho check this with a timing wheel http://www.ducatimeccanica.com/timing_degree_wheel.jpg )

..Nipsel..
 

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Hi,
I ve purchased Ignitech tcip unit. I have some troubles with original Ducati_kokusan settings. In low and mid rpm it looks like motor will stop, but in higher rev everything seems to be fine.

Do you have any suggestions how to make it work good? Or do you have some good settings on your own M900? Perfect will be if someone could put the *.ign file somewhere on the web. Thanks

My bike is Monster 900, year 1996, with termignoni and open air filter, ...

Thank you for responses. :)

Did you receive any settings? or did you manage to create good settings yourself? would love to receive the .ign file since i have the same problems!
 

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So I googled "hp difference wasted spark" and this is certainly relevant:
http://rmhfaq.com/ignition.htm
With my recent coils testing, I discovered wasted spark means dwell dictates the max RPM. On my testbench, I can adjust dwell slightly longer and the coils stop working when there is not enough recovery between pulses. My initial programming is limited to 9000 rpm and with that slightly longer dwell, the coils go quiet around 8500 rpm. At the moment, I do not have an operating carb'd Ducati, so I cannot measure how long the pulses are from the igniters to the coils.

Video on FB: http://bit.ly/2BhOzN2
FB Photo Album: http://bit.ly/33BfC1Y

From anecdotal feedback, I would presume the carb'd Ducatis design is such that the limit of any coils' operation is near 9000 rpm depending on the amount of time the coils need to charge.
Two situations I've heard of that would lend weight to this:
  • A racer said he thought the bike had more power with the dyna 3Ω coils at high revs, but only if the battery was fully charged. To me this implies without higher voltage, the "charge time" or amount of energy built up in the windings is insufficient.
  • Fast street riders noted better performance with the 5Ω coils over the 3Ω coils. As a street bike uses the headlight, this would be the same as the case above, however instead of increasing voltage, the primary resistance is increased to better match available voltage and current. 3Ω coils in theory draw 4 amps each (8 A total), where the 5Ω will be 2.4A each, or 4.8 A in total. 8A at 12V is 96W. At 14.4V, it's 115W. Without other losses or the headlight, that is approximating half of the stated charging capacity of the generator.
Looking back, it was dumb luck that when we chose the 3Ω dyna coils that they worked at all, let alone worked well for so many people. Upon that above feedback is why we switched to 5Ω coils in the mid 2000s. We switched to our own branded coils in the late 2000s when Dyna increased the laminate layers of the coils to the point where we weren't able to machine off the extra mounting hole. And based on our knowledge about the current draw is why we chose to match the factory 4.6Ω primary resistance value.
 

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I have a 2007 800 SS Ducati my keys were stolen I purchased new keys set from Ducati Italy but I do not possess Key information need help
 
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