'82 450 Igniter - Repair, Replace, or Make?

[Guest]

Oil pressure switch connected and spark plug leads on:



Then I hooked up the old PC power supply to do the static timing, but all it had the guts to do was show me the oil pressure switch works with the stand alone wire:



I don't have a test light like they discuss in the timing instructions but I have my multimeter hooked up with the alligator clip probes to make it nice and easy:



Not sure if I'll get back to it tomorrow night as I'll probably be watching the MotoGP replay after it records in the morning.

Static timing's going to be fun, because you need to hold the rotor in the fully advanced position while rotating the crankshaft... the rotor is round so it's hard to get a grip on it and it's extra hard because you need to get a socket onto the bolt to rotate the crankshaft at the same time...

If this week works out well, I'll be working from home for a couple of hours on Thursday and then taking the time off I'm owed to give it another kick.

I was hoping to have another version of the HEI setup to test as well but haven't had a chance to look into it any further as yet, so that's looking unlikely.

[Nessism]

Hey Pete,

I wouldn't worry about timing at the advance mark, just time to the F mark w/O advance and you should be fine.

Can't wait for a ride report on this project of yours!!!

Ed

[Guest]

Hey Pete,

I wouldn't worry about timing at the advance mark, just time to the F mark w/O advance and you should be fine.

Can't wait for a ride report on this project of yours!!!

Ed

Cheers Ed, that'll make it much easier on my fingers. The instructions say to time to full advance but even though I couldn't see the difference I figured it was better safe than sorry. After all, I will timing it with timing light afterwards...

I can't wait either! Just hearing it without backfiring and being able to get the rev's up to test the stator will be music to my ears at the moment

[Guest]

At this stage tomorrow is all systems go, however I ended up working last night and won't be surprised if tonight's the same, so at this stage I haven't got the static timing done or been able to test for spark etc. to confirm the HT leads have been done right.

That shouldn't be too much of a delay I hope unless I've royally screwed something up...

[salty_monk]

If you're doing it with a timing light after then no difference (as you are really only statically timing to get it running) but I have done 2 of these units now & found some minor differences doing it to the F mark or timing to the advance mark. I know that shouldn't be the case but I can only report on what I see!

The 1000G uses that spacer & it was missing in my kit - to make it work I used a Nylon drainplug washer. It's still on there 15000+ miles later

[Guest]

If you're doing it with a timing light after then no difference (as you are really only statically timing to get it running) but I have done 2 of these units now & found some minor differences doing it to the F mark or timing to the advance mark. I know that shouldn't be the case but I can only report on what I see!

The 1000G uses that spacer & it was missing in my kit - to make it work I used a Nylon drainplug washer. It's still on there 15000+ miles later

Cheers Dan, and yes I'm simply trying to get it close enough with the multimeter so I can get it running and then will time it properly with the timing light.

Interesting that you've found some differences there, so I'll definitely have a good look at that and see if I see the same thing.

That washer sounds like it's working well!

At this point in time it appears that work went so badly last night that they cancelled tonight, so tomorrow is definitely looking good... fingers crossed!

[Guest]

Well, that was quite a frustrating day again, however I think now it's a fuelling issue as I seem to have excellent sparks being generated by the Dynatek.

I got the static timing done first, not sure why the voltage is so low as it's normally around the 12.3v mark or so, but I think the jumper cables from the battery may have been the culprit:



I double checked that the right cylinder was timed ok and it was, so all good to go.

Gave it some cranks with the plugs out to get the oil pressure up and make sure I had sparks:



So, that was all good, but then I barely got it started and it would only run for a bit on choke. As soon as I gave it throttle it would die, and I mean instantly. Touch throttle, dead. This seemed to be different to when I had the HEI setup on there.

Anyway, I'm got to start a carb thread in a minute as I've discovered my jets don't match what is available and I'm a tad confused...

[Guest]

Long winded and painful carb thread started:

http://www.thegsresources.com/_forum/showthread.php?p=1493098#post1493098

[Guest]

At last!!!!!!!!!!! Seems my issue was fuelling, but I think it was actually the tank as John suggested... or maybe float height, one of those anyway.

However, this is today:





There are fuelling issues going on there (hanging idle, popping under decel.), but essentially the Dynatek works perfectly

Now to get that info back to Scott from Dynatek.

[Matchless]

Excellent progress. I am sure you are a very happy person at this moment!

[cowboyup3371]

Yea!!!! It runs!!!!

[Flyboy]

Yeeeeeha

[Guest]

Excellent progress. I am sure you are a very happy person at this moment!

Possibly understatement of the year there Andre, but you bet!!!

Yea!!!! It runs!!!!

Yeeeeeha

Yeah baby!

Can you tell I'm a happy man? Hahaha

Thanks for all of your help and inspiration guys!

As for the fuelling issues, this is just the start...

[Guest]

And of course I still need to revisit the HEI, that's not forgotten either.

I've had a few more emails with Lou of late as he has another guy with a 250 that shares the same ignitor who's looking at this as well, so extra incentive for us to get it sorted.

[john82q]

well done pete, now will ya hurry up and finish it so we can go for a ride!