SOHC.co.uk Forums > CB500/550
Electronic ignition
deltarider:
--- Quote from: K2-K6 on January 21, 2022, 09:12:32 AM ---"As said, I've abandoned the heatfins, which are an exaggeration IMO and have used the bottom and the lid of the alu box to let the power transistors dissipate their heat."
From your post #100 there will always be a byproduct, however the size of it manifests. It may be less or more at any one point in a system (denoting efficiency of that system relative to another) but it won't go away.
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I have reserved one of my heatsinks for when my rectifier would die and I'd had to make a new one with a Schottky diode:
--- Quote from: Deltarider on October 11, 2020, 09:50:49 AM ---[...] this looks like a nice tinkerjob for the winter months ahead anyway. I mean, isn't this what we all want for our world: less heat? I even might make one myself and use the heatsink that came with the Velleman K2543 kit (electronic transistor ignition). I have never needed that heatsink as I used an alloy box and its lid to cool my Darlingtons. What do you think? It's the finned black alu part on top. It measures 70X35 mm.
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deltarider:
--- Quote from: K2-K6 on January 21, 2022, 09:20:07 AM ---
--- Quote from: deltarider on January 19, 2022, 08:26:23 PM ---Back then, I had no choice than to make my own. All products that I had seen (Piranha, etc) were not to my liking. For my travels I wanted something robust with a guaranteed simple back up, other than eventually having to apply for a new black box in farawaygistan and then possibly having to wait days for the thing to arrive. In particular I didn't like the positioning of the electronics. Mine are high and dry - I can cross a stream with it - and they see no higher temperature than ambient. They are shielded against vibrations and moisture. And there's the joy of making the thing yourself ofcourse. :D
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Curios about the logic here. Starting with a Honda system that was effectively peerless when contemporary, placing another whole system to be more reliable? with the original as backup, appears inverted in straight mechanical logic. Backup contingency would surely be two sets of points and two condenser stored on the bike perhaps (maybe in the headlight shell to be always available) and you'd never be stranded such that requirements of outside assistance is necessary.
I get that the electronic systems can reduce the duty load of the original points, but many of these in period additions where constructed and sold on attributes that will definitely improve a number of elements on car distributor systems that never existed in the Honda 4 cylinder ignition systems in the first place.
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Have you seen the graph of the rise time?* For a good comparison I'd welcome such a graph of a 100% OEM system, if only to check if my claim is valid.
* Note: this one depicts the rise time with a 3Ω coil.
deltarider:
--- Quote from: royhall on January 21, 2022, 09:32:27 AM ---[...] Sorry, I said I would zip it but couldn't resist.
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Don't worry, Roy. This thread is just getting on steam. Besides, I have this funny feeling the zip wasn't meant for you. Could it be a self portrait of Ash at the dentist? ;D
K2-K6:
You are correct about the saturation and switch time. It then depends of what happens at output which hasn't yet been discussed.
The car system referred to above is for a V8 with distributor, it uses a 0.8ohm coil as it doesn't effectively have a "dwell" geometry in purist sense. Switched only electronically it has a fix (time only) saturation which remains constant right through the rpm operating range. Meaning they can optimise the coil irrespective of the range the engine operates, and so coil is always at ideal. That's one advantage that electronic may be able to count as definite.
deltarider:
I agree with all of you folks, that the difference is marginal. Actually I have stressed this already in 2007 in the international site. It was my reaction to a bit too much advertising imo. I warned already then not to have too high expectations and that the renewal of sparkplugs may give an even more noticable effect. The ignition using a transisor will have more reserve though: I do have a slightly better idle and from 6.500 rpm on the bike accelerates faster towards red zone than with OEM. I have been far in the red, where stock couldn't come. Costwise it has been a good investment: total cost was less than half a contactbreaker.
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