[Damocles]

Only cursory examination of truly excellent wiring diagrams, but . . . don't see ENGINE STOP SWITCH logic . . .

Both IGNITION SWITCH and ENGINE STOP SWITCH use GROUNDING of exciter coil lead to CDI as kill mechanism on Generation 1s (vs. opening of + 12 VDC lead to igniter on Generation 2s).

So, ignition switch (and engine stop switch, if any) might bear watching, with trans-generational ignition conversion.

 

[Damocles]

Didn't know the Generation 2 ignition switch grounds the igniter when OFF; opening the circuit to the coil primary windings was its function, I thought.

What do you think the effect and ramifications of using the Gen 2 kill switch would be if it were used to interrupt power to the Gen 1 coil?

My concept (unverified at this moment) is: The Generation 1 ignition coil is never physically "disconnected" from the stator exciter coils through the CDI, which discharges its capacitor from pickup coil pulse; however, the CDI power lead is grounded when the kill switch is in the OFF position (if there IS a kill switch) or the ignition switch is in the OFF position (again, Generation 1 OEM configuration).

You may be able to, "re-purpose" the kill switch to interrupt the circuitry between the CDI and the ignition coil primary windings, but keep in mind you're dealing with voltage determining spark intensity; you'll need a solid, low-resistance connection when the kill switch is in the RUN position.

 

[Damocles]

The OEM kill switch, of course, is more-than-momentary . . . yet; truth be told, I have never been in a situation where a kill switch was of critical importance, myself (doesn't mean they don't occur).

Jimmie Lynch, of the internationally-famous Death Dodgers auto thrill show, lectured: When an automobile is upset/overturned with the engine running, a better idea than immediately shutting the motor off, is to let it run, preventing combustible mixture from contact with a hot exhaust manifold, creating a fire (from the days when automobiles had carburetors).

He also said, the BEST tires should go on the REAR wheels, because . . . the driver had some control over a front-tire blowout from the steering wheel; none for the rear tires . . .

Guy had some credibility; had been in LOTS of crashes, for fun and profit!

Jimmie Lynch even took Mr. Wiffle, of, "Don't squeeze the Charmin" fame, for a ride:

I digress. Moderators, delete any or all contamination of the website with clear conscience, if you must!

 

[Damocles]

Inconvenient to examine my Generation 1, but . . . going out on a limb, I think possibly (not unlike with a non-directional tire), the polarity of the primary ignition coil leads may be interchangeable, with the corresponding ignition system.

The CDI discharges a capacitor across the primary windings when firing the plug; primary and secondary windings are connected to the CDI; no rectifier obvious between CDI and ignition coil; thus . . . don't think polarity involved. If so, don't see damage possible if wires are reversed; if coil won't fire one way, re-connect with reversed polarity and see what happens!

(I know; I know: Easy for ME to say! )

One side of the coil primary winding goes to ground; the other to the CDI (and to one side of the secondary coil winding). Don't think it matters, which is which, but don't know this for a fact.

With the ignition coil installed and connected, you might look at the manual test procedure to see if you might be in the ballpark:

Clymer, Generation 1, says: Primary: 0.15-0.21 ohms; Secondary: (between spark plug lead and BLACK/YELLOW wire terminal) 3.8-5.8 K ohms.

Good luck!

 

[Damocles]

Damocles, that video was great!

Glad you enjoyed it, shinyribs!

Regrets to any members if my use of the kill switch consideration to justify the Jimmie Lynch "off-topic" clip offends.

I actually met Jimmie Lynch, shook his hand, just before he gave the safety lecture I referenced.

Now, back to the regularly-scheduled kick-start program!

 

[Damocles]

I do believe polarity does make some difference on both systems. Not sure how much difference.

Since Generation 2 coil primary is saturated with 12 VDC, might make a difference, depending upon how the current is broken to produce a spark.

Can't think of why a Generation 1's ignition coil polarity would make a difference, unless the terminals are not "floating," not insulated from the case conductivity. They may not be; the case and ground terminal may be common.

 

[Damocles]

Tom, please check to see if the "-" terminal of the Generation 1 ignition coil is electrically common with the coil's case.

If so, some rationale for the polarity may surface.

 

[Damocles]

One can use said pencil to draw a line or 2, to ground inside an old fashioned distributor cap and Create a mis-fire on a Fresh Tune-up job.

A situation seen, some say, at shop class trouble-shooting competitions . . .

 

[Damocles]

CONGRATULATIONS, Tom!!!!!!!!!!!!!!!!!!!!!

"Eureka," and appropriate synonyms.

Good job.

 

[Damocles]

I received all of the parts for the gen 1 ignition conversion and this is my first task to make sure these parts work before the kickstart addition and then wire harness minimizing/starter delete.

Why DELETE the electrical starter? Kickstarter and electrical starter remain compatible on KLR650s.

(KLR250 is, kickstarter only.)

 

[Damocles]

Get rid of the battery as well.

Mind the DMV inspection criteria in your area. Some jurisdictions require, "lights on with engine stopped," for legal road use.

You might need four or so D-cell batteries, or a miner's carbide lantern to be street legal.

Not "legal" consideration, but . . . NHRA rules required operating headlights for street class drag race entries. Saw a Harley at Fontana (or was it, Lions, Long Beach?) with a carbide lantern fastened to the front forks.

 

[Damocles]

I noted something from perusing my Clymer Gen 1 and Gen 2 manuals the other night: the recommended spark plug gap for both models is the same, so that indicates the spark energy is probably similar.

Just a comment; we're talking about the difference in capacitive discharge ignition, and inductive discharge ignition; respectively, Generation 1 vs. Generation 2. While the energy from each may average about the same, with identical spark plug gaps, the characteristics of spark delivery vary considerably, e.g., spark intensity vs. rpm, etc.

Also, as you know, if you can't get about 12 VDC from a battery or bump-starting, you ain't goin' nowhere with the latter-day inductive discharge ignition. Thankfully (speaking from my own experience), the CDI-sparked Generation 1 don't need no stinkin' 12 volts to run. If it did, I might be still, "somewhere, in Virginia, in the rain" (when my lithium battery instantly chain-reacted and melted down).

Detail unrelated to the ignition: Replacing the grenaded lithium battery (with a lead-acid one) was a small thing, regarding effort. Not so, replacing every single light bulb on the bike (including the trick Canadian headlight), burned out from the voltage surge as I rode home, 'specially the instrument panel assortment. Otherwise, until the lithium battery departed this world, it performed most satisfactorily as advertised.

 

[Damocles]

Comparison of CDI (as in, Generation 1s), and Inductive Discharge Ignition (as in, Generation 2s, and more-than-likely Generation 3s):

Inductive vs. Capacitive Discharge Ignition Systems

When using a traditional distributor and coil in no-compromise racing, the multispark capacitive-discharge ignition system is still top dog.

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