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    <updated>2026-04-29T22:34:20+02:00</updated>
    
        <entry>
            <title type="text">Technical Specifications</title>
            <id>https://cdi-shop.de/en/technical-specifications</id>
            <link href="https://cdi-shop.de/en/technical-specifications"/>
            <summary type="html">
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                                            Further information about pin assignment of our CDIs, the function of wire jumpers and the two available versions .
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                 Pin Assignment 
 The pin assignment of our CDIs is as follows: 
    
 
  
   
 
 1 = +12 volt  on-board power supply  (via fuses, ignition switch, and kill switch)  2 = Side stand monitoring  3 = Ignition coil 1  4 = Ignition coil 2 (pin is not used with cdi650)  5 = Pulse generator  6 = Battery minus (chassis) 
  
 
 
  If there is a jumper on CDI, it connects pins 2 and 6. 
 Wire jumpers 
    
 
 
   
 
 Our CDI for  XL600V (PD06)  und  XRV650 (RD03)  have a  yellow wire jumper . This wire exists because Transalp models without side stand monitoring (year of manufacture 1987) have a slightly different pin assignment. The jumper must remain intact for these models. For other models, the jumper must be cut (e.g. with a side cutter) to activate monitoring. 
 
 
 
   
 
 Our CDI for the&amp;nbsp; NX500 (PD08) ,  NX650 (RD02/RD08) , and  XR650L (RD06)  have a  blue wire jumper . This wire exists because models without side stand monitoring exist that have a slightly different pin assignment. The jumper must remain intact for these models. For other models, the jumper must be cut (e.g. with a side cutter) to activate monitoring. 
 
 
 
 
 
 &amp;nbsp; 
 Two CDI Types 
 Our CDIs are available as dual-line or programmable versions. The two CDI types are described below. 
 
 
 
 
   
 
 
   
 
 
 
 
 
 &amp;nbsp; 
 
 
 
 
 Type:  dual-line      This is the &quot;plug &amp;amp; play&quot; version of our CDI and the  recommended version for normal motorcyclists  - just install and go. The CDI is compatible in all respects with the original Honda CDI, but comes with an optimized ignition map. If desired, it is possible to switch between the preset  advanced  ignition map and the standard ignition map of the original CDIs by moving the jumper on the CDI (see picture). 
 
 
   
 
 
  Mode 1:  To activate the legacy ignition map, the jumper is inserted into the two upper pins of the left 3-pin strip. This ignition map corresponds to the original CDI and is conservatively designed for the octane number of standard gasoline (91 RON). Using this configuration makes sense, for example, if you fill up with low octane gasoline abroad.     Mode 2:  The advanced ignition map is the recommended setting and is optimized for today&#039;s octane rating of Super Petrol (95 RON or 102 RON). To activate it, the jumper is inserted into the lower two pins of the right 3-pole strip. If this mode is activated, the torque, power and efficiency of the motor increase. 
 
 
  Please note:  Regardless of the activated ignition map, the jumper between the lowest two pins of the upper 5-pin strip (see grey marking in the picture) needs to remain in place. It ensures that the microcontroller functions correctly in the event of electromagnetic interference and must not be removed. 
 
 
 
 
 &amp;nbsp; 
 
 
 
 Type:  programmable      For technically experienced users, we also offer the CDI as a programmable version. This version can be configured from the computer or laptop via the USB interface within predefined limits. Our software allows adjusting the  ignition map ,  ignition voltage ,  pulse generator switching edge ,  sensor type  and its  parameters  as well as the  side stand monitoring . The CDI can in principle be used in all motorcycles where either a CDI system already exists or in which such a system can be installed. 
 
 
   
 
 
   CDI   Converter   USB cable   Laptop/Computer with Windows 
 
 
 In order to program the CDI, it is connected to a computer with Windows operating system via a converter and USB cable. To do this, plug the converter into the six pins of the CDI and connect it to a USB port of the computer via the connection cable. We offer converters and cables separately in  our shop , since only one set of accessories is needed for programming several CDIs. 
 
 
 The CDI is programmed with our software CDI Tuner. The software is freely available for download together with the required drivers and can be accessed without purchasing a CDI. There are predefined profiles for all supported motorcycles, which can be modified as desired. By the way, our CDIs can be reprogrammed during operation (e.g. useful for measurements on the test bench or with a stroboscope). Links and further information can be found  here . 
 
 
 Please check the legal situation regarding modifications. We do not assume any liability for damage or violations of the law. 
 
 
 
 &amp;nbsp; 
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            </content>

                            <updated>2017-05-11T13:00:00+02:00</updated>
                    </entry>

    
    
        <entry>
            <title type="text">Programmable CDI &amp; Software</title>
            <id>https://cdi-shop.de/en/programmable-cdi-software</id>
            <link href="https://cdi-shop.de/en/programmable-cdi-software"/>
            <summary type="html">
                <![CDATA[
                
                                            Here we summarize the most important information about our programmable CDIs and our software CDI Tuner . USB For our programmable CDI, the ignition map and other parameters can be configured via USB . In principle, the CDI can be used for any motorcycle in which a CDI system ...
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                 With our programmable CDI, the  ignition map ,  ignition voltage , the  polarity of the pulse generator switching edge ,  sensor type and parameters  as well as the  side stand monitoring  can be configured. The CDI is suitable for users who are familiar with the technical basics of engines and engine tuning.   In principle, it can be used for any motorcycles in which a CDI system is used or can be installed. 
 Required parts 
   
 &amp;nbsp; 
 Programmable CDI 
 &amp;nbsp; 
 Converter 
 &amp;nbsp; 
 USB cable 
 &amp;nbsp; 
 Computer with Windows 
 &amp;nbsp; 
  All required accessories are available in  our shop .   
 The converter with its six pins is plugged into the CDI. Connect the USB cable to the converter on one side and the computer or laptop on the other. The CDI also receives the supply voltage required for programming via the cable. 
 Please note 
 
 If the pins of the converter do not fit into the CDI sockets right away, please do not use force, but bend the pins into shape carefully. 
 Like all electronic components, the converter and the CDI can suffer damage if you are electrostatically charged and touch the converter or the CDI sockets. To be on the safe side, you should first discharge yourself statically on a grounded object, e. g. a radiator. 
 
 Software 
 Our programmable CDIs are configured with our CDI Tuner software. Below is a link to the software and the required drivers. 
  
 
  CDI Tuner  Required drivers   
 
 Our software is available for download as an archive. For unpacking we recommend the free program  7-Zip . Our software itself only needs to be unpacked and does not require any installation. 
 For your computer to be able to communicate with the CDI, drivers must be installed. You can obtain these directly from the chip manufacturer Silicon Labs via the following link. Please make sure you select the correct driver for your version of Windows. 
  
 
    Download    
    Link to download page    
  
 
 
 Profile presets 
 
 There are preconfigured profiles for the following motorcycles, which can be modified as required. In general, these can also be used as templates for other motorcycles if they have similar parameters. If your motorcycle is not listed, please read on in the section  Special Applications  below. 
     Honda Transalp XL600V (PD06)         Honda XRV650 Africa Twin (RD03)         Honda XRV750 Africa Twin (RD04/RD07)         Honda Dominator NX500 (PD08)         Honda Dominator NX650 (RD02/RD08)         Honda XR650L (RD06)         Honda NX250 (PD08)   *        Honda DAX   *        Skymax ST50   *        Vespa Piaggio ET4   *        Aprilia RS 125 MP   *       * Please note : While we can provide well-tested profiles for many motorcycles, those marked with a star are less tried and tested in practice. They were mainly developed in cooperation with drivers. Although they are already being used successfully, there may still be a need for optimization and improvement due to the lower experience values. Depending on the motorcycle, smaller modifications are also necessary, e.g. the construction of a plug adapter or a little soldering to enable the power supply of the CDI via the 12V on-board power supply. When using our CDI in these motorcycles, we therefore recommend a certain basic technical understanding and the willingness to experiment and modify a bit if necessary. 
 Main window 
   
          
 
  [1]  Customize profiles 
 Use this button to create and manage custom profiles (see below). 
 
  [2]  Compare profiles 
 Use this button to compare two or more profiles in a common diagram. 
 
  [3]  Program your CDI 
 If a CDI is already connected, this can be programmed from the main window with a profile of your choice. Our CDIs can be reprogrammed during operation (e.g. useful for measurements on the test bench or with a stroboscope). 
 
  
 [4] 
  Test connection to CDI 
 After connecting the CDI to your computer, this button can be used to perform a connection test. For this purpose, a message is sent to the CDI and its response is awaited. Provided that the CDI has been connected correctly, it signals its readiness. If the connection test fails, first check the contacts of the converter and the cable and make sure that the drivers for the converter have been installed. 
 
  [5]  Update 
 Use the help menu to search for available updates for CDI Tuner and keep the software up to date. This also includes improvements to motorcycle profiles and new motorcycle profiles. 
 
 
 
 Customize Profiles 
    User-defined profiles are managed in this window. To edit your profiles, the software then navigates you to the profile editor (see below). 
          
 
  [1]  Create from template 
 Profiles can be created by loading and editing a template. See below for more details. 
 
  [2]  Load from file 
 If you have already created a profile, you can load it from a data carrier and continue editing it. 
 
  [3]  Import from CDI 
 You can also import the profile currently stored on the CDI for editing, provided that it is connected. 
 
 
 
 Create profile 
     In this window, a template for creating a user-defined profile is selected. Once created, the software will navigate you to the Profile Editor (see below). 
          
 
  [1]  Choose a template 
 To create a new motorcycle profile, first select a template. The drop-down list shows the motorcycle types currently supported. The update function in the help menu allows you to keep the list up-to-date. 
 
  [2, 3]  Ignition map 
 These elements show the ignition map of the selected profile. On the left, the speeds and ignition angles are listed in tabular form, on the right, graphically in a diagram. 
 
  [4]  Additional parameters 
 Depending on the selected profile, there are additional changeable parameters. These are briefly summarized below. 
 
 
 
 Profile editor 
    This window is used to edit user-defined profiles. 
          
 
  [1, 2]  Ignition map 
 The ignition map indicates at which crankshaft angle before the top dead center (TDC = highest position of the piston in the cylinder) depending on the engine speed the ignition of the spark plug is triggered (for details see e.g.  Wikipedia ). The ignition map in the CDI Tuner is determined by ten points and the curve is interpolated linearly between them. Each point indicates the desired ignition angle for a given engine speed (RPM). The values can be entered manually in the table or by moving the points in the graph with the mouse up to the constructively given red area. The transition between the white and red area shows the maximum possible values. 
 
  [3]  Additional parameters 
 
 Depending on the type of motorcycle, various other settings can be made on the profile. 
  Ignition voltage:  The value of the ignition voltage determines the voltage to which the ignition capacitor(s) are charged before the ignition is triggered. For more details please click  here . 
  Side stand monitoring:  If this check mark is set, the ignition is blocked or enabled depending on the logic state of pin 2. For this purpose, the wire at the CDI (if present) must be cut (described e.g.  here ). If side stand monitoring is activated, it must finally be selected whether the ignition is to be enabled or blocked if the existing monitoring logic on the motorcycle connects pin 2 with battery minus (ground). 
  Pulse generator edge:  This setting determines whether the CDI is to be triggered by the rising or falling edge of the (positive) pulse generator voltage. So e.g. with the Honda Transalp with rising switching edge: If the pulse generator voltage rises starting from 0V and reaches the trigger threshold of +2V, the CDI knows that the crankshaft is at a certain angle in front of the TDC at this moment. 
  Sensor advance:  The sensor advance indicates the value of this angle. This allows the CDI to calculate how long it will have to wait before triggering the ignition, depending on the current engine speed. For example, if this value is too high, it will wait too long. This would mean that the entire ignition map is shifted in a late direction. The value to be entered is the corresponding angle at low speed. The typical pulse generator for motorcycles is an inductive generator, which unfortunately emits a higher signal voltage with increasing speed. This means that this angle increases with higher engine speed, which is why the exact values have to be measured individually. We have taken this into account for our supported motorcycle profiles. With other pulse generator systems, corresponding deviations from the programmed ignition map may have to be corrected (e.g. check with stroboscope). 
 
 
  [4]  Profiles menu 
 Via the menu you can load and save profiles or program the CDI at any time. 
 
 
 
 Special applications 
 
 If there is no predefined profile in our software for your motorcycle (yet) or if you need a customized CDI, we will be happy to help you with the implementation. Running a self-adapted CDI is not difficult. As a rule, you only need to connect: 
 
 the power supply (12V on-board power supply via fuses, ignition switch, and kill switch), 
 the ignition coil(s), 
 the pulse generator, 
 and maybe side stand monitoring. 
 
 Due to the endless number of different motorcycle types there are unfortunately also a lot of different CDIs. There are, for example, various connectors, pin assignments, electrical characteristics, types of power supply for the system/charging coil and, last but not least, pulse generators with very distinct differences in the output signal.    However, technical data and motorcycle circuit diagrams can usually be obtained. Adapters can be built for connectors, unsuitable ignition coils are inexpensive to replace. The pulse generator behavior can be measured with more or less great effort, and the pulse generator can be completely replaced or retrofitted, depending on the desired accuracy of the programmed ignition map. 
 Examples 
 HONDA 250, 650, Dax and Yamaha SR500 
 Among other things, we have operated the HONDA 250, 650, Dax as well as a Yamaha SR500 with a minimally modified programmable CDI (only one ignition capacitor) and the corresponding profiles of our software. For the latter, some adaptations were initially necessary (ignition coil, Hall sensor system, wiring), but the result was very impressive. 
 Realization of speed limitation 
 Another application is in mopeds with speed limitation. Usually, the engine is throttled via the carburetor intake port. Our CDIs offer a better solution for this, which is described in our  FAQ . 
 There are many ways to use our programmable CDIs. Please feel free to contact us if you have any questions. 
 
 
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            </content>

                            <updated>2017-05-10T16:00:00+02:00</updated>
                    </entry>

    
    
        <entry>
            <title type="text">Other Motorcycles</title>
            <id>https://cdi-shop.de/en/other-motorcycles</id>
            <link href="https://cdi-shop.de/en/other-motorcycles"/>
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                                            Here we collect information about the use of our CDIs in other motorcycles .
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                   Note from 06/2021 : We intend to compile on this page information from inquiries we have received regarding the use of our CDIs in other motorcycles. We will expand the list over time.  
 &amp;nbsp; 
  Honda NX250 (MD21, MD25)  
 In principle, our Dominator CDI ( link ) can be used in the NX250. We configure it with a special ignition map that corresponds to the original one designed by Honda (for 91 RON). Unfortunately, we do not have the wealth of experience with the NX250 as we do with other motorcycles. However, the mentioned ignition map has already been tested by several riders, so far always with positive feedback. 
 Unfortunately, we cannot provide an optimized ignition map for 95 RON, as we do for the Honda Transalp, Africa Twin, and NX650. One of the reasons is that there are a number of differences with the MD21 and MD25 specific to the year of manufacture. For example, Honda changed the ignition angles of the MD21 while it was still in production, and several crankshaft versions were built because engine damage occurred in the early days. The compression ratio was also changed over time. We can therefore not say which revision a motorcycle corresponds to and what an optimum ignition map (e.g. designed for super gasoline) would look like in each individual case. 
 Bikers who are not looking for maximum power can use the CDI linked above (configured by us for 91 RON). This configuration offers enough tolerance with today&#039;s gasoline quality to compensate for the differences typical of the model year. 
 Those who want more performance and have a certain basic technical understanding can configure the CDI themselves. For this purpose, some accessories are needed ( link ). The CDI is connected to the computer and programmed via our software CDI Tuner ( link ). The ignition map for 91 RON is freely available in our software and can be used as a basis for modifications. In this way, an optimum ignition map can be created by the driver. For this purpose, the ignition angles in the desired speed ranges can be successively shifted to &quot;early&quot; and the ignition behavior either tested or measured (e.g. with a stroboscope). 
  Suzuki DR 750  
 The original CDI of the Suzuki DR 750 is an AC-CDI. These ignition boxes use a special winding of the alternator to charge the ignition capacitor. Our ignition boxes, on the other hand, are DC-CDIs. They generate the charging voltage for the ignition capacitor directly from the 12V electrical system. To use our CDI, it would have to be connected to battery minus and via engine stop and ignition switch to battery plus (the solenoid coil in the alternator is no longer needed). The two ignition coils are connected as with the Honda Transalp. 
 When we looked at the compatibility of the pulse generator, the signal looked very clean. The amplitude should also fit. One connection goes to the GND pin of our CDI, the other to the pulse generator input, polarized so that the positive pulse comes first. 
 Unfortunately, we do not currently have a special ignition map for the Suzuki DR 750. Such a map would therefore have to be created by riders themselves. A possible procedure would be to initially program the CDI with the ignition map of the Honda Transalp, check the behavior, and optimize the ignition map if necessary. By the way, we are always happy to receive new ignition maps and will gladly make them available to other drivers with the consent of the authors. 
  Honda XRV750 Africa Twin RD07A  
 The RD07A is the successor to the RD07 and uses a different CDI that is not directly compatible with our CDI. In principle, it is possible to use our CDI also in the RD07A, which has already been successfully implemented by drivers. However, this involves a few modifications and thus a certain amount of work, which we can not take from riders. The main problem is the pulse generator system. This must be converted according to the RD07 (including the finger that runs past the pulse generators). We summarize our assessment (without guarantee) of the further steps required below: 
 
 Exchange the ignition coils for two CDI types. These must be connected with one side to battery minus (ground) instead of plus. 
 The throttle sensor is not connected. 
 The tachometer apparently gets an already processed signal from the ECU. We are not sure how this signal looks like. If it is possible to install another tachometer, that would probably be the easiest solution. Otherwise, it may be necessary to wire something in the line between the CDI (ignition coil connector) and the tachometer. 
 We are not sure if the fuel pump relay is identical between the RD07 and RD07A, but it seems to be. 
 The ECU has two inputs for monitoring the side stand and neutral position. It should work if the three pins side stand monitor, diode anode, and diode cathode of our CDI are connected properly. 
 
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            </content>

                            <updated>2017-03-01T12:00:00+01:00</updated>
                    </entry>

    
    
        <entry>
            <title type="text">Facts Worth Knowing about Ignition</title>
            <id>https://cdi-shop.de/en/facts-worth-knowing-about-ignition</id>
            <link href="https://cdi-shop.de/en/facts-worth-knowing-about-ignition"/>
            <summary type="html">
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                                            A small selection of information on ignition , such as the influence of ignition voltage , ignition map and fuel . 
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                 What influence does the ignition voltage have? 
 In a  CDI  ( c apacitive  d ischarge  i gnition), the spark plug receives its energy from the ignition capacitor charged to high voltage, which is built into the CDI: 
  E = 0,5 * C * U i ² &amp;nbsp;(E: energy, C: capacity, U i : ignition voltage)  
 The double voltage thus supplies four times the energy. After each ignition, the capacitor must be recharged - the higher the speed, the more often. The average electrical power emitted by the ignition sparks is the following: 
  P = RPM * C * U i ² / 120 &amp;nbsp;(RPM: crankshaft speed / minute)  
 At 10.000 RPM, 1.5 µF and 150 V this is approx. 3 W, at 250 V approx. 8 W. A current of approx. 0.26 A or 0.73 A is drawn from the on-board power supply (14 V voltage) if losses of 30% are taken into account. 
 A higher ignition voltage provides for a more reliable combustion of the mixture, especially if the ignition system has deficiencies (too large electrode distance of the spark plug, plug connector or ignition cable faults). On the other hand, candle wear is higher and if the voltage is too high, the ignition coil may be damaged and the tachometer may malfunction. 
 What influence does the ignition map have? 
 The ignition angles specified in the ignition map have a direct influence on the torque and power of the engine. The influence can be described as axes in a diagram with ignition angle and torque. By further reducing the angle and thus the delay, the torque increases, reaches a maximum and then falls again. But be careful, premature ignitions can cause the engine to knock. The main goal is finding the optimum or getting as close to it as possible. 
 Other criteria also play a role when adjusting the ignition angle. For instance, vibrations and noise can greatly increase with premature ignitions, which can become unpleasant. 
 What influence does the fuel have? 
 Many older vehicles are low-compressed and designed for fuels that have not been available at the filling stations since around 2010. Normal fuel has a knock resistance of 91 octane, super petrol 95 octane and super plus is 98 octane. A fuel with a higher octane rating allows more advanced ignition, which allows a higher torque. This flexibility can be exploited to increase the torque. Check the intended fuel for your vehicle in the manual or ask your manufacturer. 
 What is engine knocking? 
  Knocking produces a second, uncontrolled flame front which spreads at a much higher speed in the combustion chamber. The knock threshold and strength depends on the fuel, engine temperature, air intake, compression and combustion chamber geometry. At low speeds and light knocking, the result is usually only an unpleasant noise. Strong knocking can damage the engine mechanically and thermally. Knocking can also occur in high-frequency vibrations that cannot be perceived by the human ear. 
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                            <updated>2017-02-01T12:00:00+01:00</updated>
                    </entry>

    
    
        <entry>
            <title type="text">Frequently Asked Questions</title>
            <id>https://cdi-shop.de/en/frequently-asked-questions</id>
            <link href="https://cdi-shop.de/en/frequently-asked-questions"/>
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                                            A collection of frequently asked questions and answers.
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                  What is special about a CDI?    CDI stands for capacitor discharging ignition, in which a capacitor is charged to a high DC voltage (up to 500 V) and, when it is ignited, transfers its stored energy to the spark plug via an ignition coil, whereby the ignition coil once again steps up the voltage. A CDI ignition coil differs constructively from ignition coils of other ignition systems because it acts only as a transformer and not as an additional energy store. To charge the ignition capacitor, either a special winding of the alternator is used (AC-CDI) or a voltage transformer is integrated in the CDI (DC-CDI). Like all ignition systems, the CDI needs information about the position of the crankshaft in order to trigger the ignition at the right time or crankshaft angle in front of the top dead center. This is often supplied by a pick-up type inductive encoder, which emits a signal at each crankshaft revolution. With the four-stroke engine, every second triggered ignition is therefore superfluous, as the exhaust gas is also ignited. If side stand monitoring is integrated, the ignition is switched off when the stand is folded out and a gear engaged. The advantage of a CDI ignition system is that it works well even at very high speeds. Compared to other ignition systems, the relatively short burning time of the ignition spark can be disadvantageous. 
  What is special about a digital CDI?    Our digital ignition boxes are DC-CDIs with components that were not available when the original CDIs were developed: A complex circuit with an IC specially developed for this purpose protects the electronics against overvoltages on the on-board power supply. If a certain amount and duration is not exceeded, it continues to work normally. If the stress becomes too great, e.g. in the case of a defective on-board voltage regulator, it switches itself off briefly, then on again, until the overvoltage has dropped to a tolerable level. In contrast, analog CDIs can be destroyed permanently in such a case. The normally used thyristors, which connect the ignition capacitors to the ignition coil to trigger the ignition, were replaced by an IGBT, the bipolar transistor of the voltage converter by an FET with correspondingly low switching losses. 
 All functions of the CDI are controlled by a microcontroller. This makes it possible to influence the voltage converter for the ignition voltage depending on the speed. This way, a high degree of efficiency is achieved and the ignition capacitors (two per Transalp CDI) are fully charged even at maximum speed. If the voltage of the battery is very low, it is protected by a moderate reduction of the ignition voltage and is not further burdened by an increased current. The greatest advantage of the controller, however, is its flexibility in generating the ignition map, which has a decisive influence on many engine characteristics: power, torque, temperature, starting and idling characteristics, fuel consumption, knocking, exhaust gas and even acoustics. Until today, the ignition map was fixed by using analog components. We offer two versions of our CDIs: 
 
 The  dual-line  version comes with two preconfigured ignition maps: The  legacy ignition map  that is identical to that of the original Honda CDIs and an  advanced ignition map  with more advanced ignitions in medium speed range. By changing a jumper on the CDI, you can select which one you want to use. This configuration can be reversed at any time. Within Europe, we recommend using the advanced ignition map that is optimized for today&#039;s fuel quality. The legacy ignition map may be used when traveling abroad somewhere where only fuel with a lower octane count is available (e.g. during an Africa trip). The dual-line version is the &quot;plug &amp;amp; play&quot; version and therefore the recommended choice for normal motorcyclists: just install it and you&#039;re done.   
 
 
 In the  programmable  version, the ignition map can be freely adjusted in a predefined range using our software  CDI Tuner . It can be defined individually by entering support points in a table or graphically using drag &amp;amp; drop. Other parameters can also be changed. The programmable version is designed for tuners and technically interested motorcyclist who are familiar with the subject matter and know what they are doing. Our programmable CDIs can also be made compatible with other motorcycles than those supported so far, preferably in cooperation with us. 
 
 Because we are constantly looking for small improvements, all new CDIs are equipped with a light-emitting diode (LED) near the connector. This is an easy way to detect or eliminate faults in the ignition system if the engine does not start. If the engine runs at a certain speed and the LEDs flash, the fault cannot be caused by the ignition. If both LEDs remain dark, the CDIs have no power supply (check the fuses, ignition switch, kill switch, plugs, etc.). If only one LED remains dark, it is possible that the corresponding pulse generator does not provide a signal. 
  How does programming the CDIs work, e.g. for the Transalp PD06 and Africa Twin RD03?  
 Instead of moving a jumper, as with the dual-line version of our CDIs, a converter is plugged into the programmable CDIs and connected to the computer via a USB cable. The CDI also receives the power supply necessary for programming via the cable. Initially, the drivers for the converter have to be installed once on the computer and our software CDI Tuner has to be downloaded. Further information can be found  here . 
  How do the jumpers have to be set on the dual-line or programmable CDI?  
   
 1) A jumper must always be inserted between the lowest two pins of the upper 5-pin socket connector. It ensures that the microcontroller functions correctly in the event of electromagnetic interference. With the programmable CDI, no other jumpers are required apart from this jumper.   2) In the dual-line version, the second jumper is used to select the ignition map as described  here . In the current firmware, this is queried once when the ignition is switched on. With the programmable CDI, this jumper is omitted. Instead, a converter (6 pins) is inserted here for programming. 
  Can the CDI be reconfigured during operation?  
 With the  dual-line  version, this is not possible. Here, the ignition map is switched by moving a jumper on the CDI. The position of the jumper is read out once when the engine is started. Therefore, the engine must be restarted for the change to take effect. 
 The  programmable  version can be reprogrammed during operation. This is useful, for example, for measurements on the test bench or with a stroboscope. 
  Is there a way to switch the ignition map of the dual-line CDI via an external switch?  
 Yes, this is possible. Unfortunately, we currently have no switches in our range. However, you can easily build such a switch yourself (see picture). 
   
  Note : The activated ignition map is read out once when starting the engine. Therefore, activating the switch while driving does not bring any change. The engine must be restarted for the change to take effect. 
 The position in the upper two pins of the 3-pin strip on the left is only for storing the jumper. Shorting these two pins has no effect. The CDI only checks once when starting the engine whether the lower two pins of the 3-pin strip on the right are shorted. 
  Is it possible to use the digital CDI together with an analog CDI in the Transalp PD06 and the Africa Twin RD03?  
 Yes, it is possible to operate an analogue ignition box together with a digital ignition box without any problems. 
  Are there measurement results that show the difference (power, torque) between the legacy and advanced ignition map curves?  
 Unfortunately, we do not have any such measurements at the moment. However, there is already a lot of positive feedback from Transalp drivers, so there is no doubt about the better performance with the advanced curve. The Africa Twin RD04/RD07 drivers also report that they are very satisfied with our digital CDI. 
  Why are the case dimensions slightly different from the standard?  
 The outer dimensions are historically determined. However, our CDIs fit fine into the CDI pockets. 
  Is it really that important to install interference suppressed spark plugs when using digital CDIs?  
 Yes, the Honda Transalp manual also says that candles with a built-in resistor must always be used. Electromagnetic interferences should always be kept low as they have a negative effect on nearby electronics. 
  Can the user add new motorcycle types to the software of the programmable CDI him-/herself?  
 The design characteristics of the pulse generator (inductive encoder) are different for each motor type. Therefore, the speed-dependent signal is measured especially for our CDI. This measurement is a prerequisite for the accuracy of the ignition map output. Unfortunately, it is not possible for the user to carry out this measurement him-/herself. An alternative is to simply select a similar type of motorcycle with respect to the desired parameters (there are preset ignition maps for all motorcycles listed on the start page and some more). In this case, however, the actual ignition curve deviates to a greater or lesser extent from the desired programming and should always be checked.  It is better if you simply contact us. Maybe there&#039;s a way to get in touch and measure the bike. 
  Can the double CDI also be used in the RD07A? How does the RD07A differ from the RD07?  
 Unfortunately we do not have a special CDI for the RD07A in our offer. The RD07A is the successor of the RD07 and uses a different CDI which is not directly compatible with ours. The best way to check compatibility is to find out the name of the original CDI. Our ignition box replaces the CDI with the name CI-600 (on the right side of the picture). 
   
 In principle, it is possible to use our programmable CDI in the RD07A. However, this involves a few modifications and a certain amount of work, which we unfortunately cannot take off the riders&#039; hands. In our experience, this is generally not economical. If you are interested, we will of course be happy to go into detail. 
  Is it possible to use the CDIs for motorcycles with Hall sensor as pulse generator?  
 Yes, that is possible. Since these sensors switch before OT independent of speed at a fixed angle, it is even possible for the user to set the parameters of the pulse encoder himself. To do this, select the motorcycle type HALL-Sensor pick-up (unipolar) in our software CDI Tuner and indicate at which reference angle the sensor is to switch before OT and whether the positive or negative edge is the reference. The sensor should have a high level of approx. +12V and a low level of 0V. The magnet must be temperature-resistant and positioned on the polar wheel so that the HALL sensor switches at the desired maximum early ignition angle. 
 Even better is a bipolar HALL sensor system with a second magnet. The second magnet is mounted on the polar wheel with reversed polarity in such a way that it determines the ignition angle at low speeds until the start of the early adjustment. Such a system is necessary for motors, which are set to only a few revolutions and low speed when they are kicked. For this you need a HALL sensor bipolar latch, e. g. the TLE 4935. A suitable profile in our software is for example the Yamaha SR500. We recommend you to contact us. 
  Is it difficult to use programmable CDIs in other motorcycles?  
 If this type of motorcycle has similarities to the Honda Transalp (perhaps only a different connector system as with the XLV750R), then it is sufficient to connect the 12V on-board power supply, the ignition coil (s), the pulse generator and possibly the side stand monitoring (if necessary via a plug adapter). The Transalp motorcycle profile (possibly with adapted ignition voltage and side-stand monitoring logic) can then be used for the CDI calibration. It is then recommended to stroboscope the ignition timing. Via the parameter  sensor advance , the ignition map can be shifted to achieve a more or less exact result if the pulse generator is similar to that of the Transalp. If this is not the case, there are several other motorcycle types to choose from that can be used as a template. 
 It becomes more complex if the pulse generator delivers a substantially different signal than the available originals and even an adjustment of the sensor advance does not produce a satisfactory result. Then you cannot avoid measuring the pulse generator yourself. The difficulty here is that with an inductive encoder, the output voltage is speed-dependent and therefore the crankshaft angle at which a connected voltage comparator switches shifts more or less speed-dependently. In order to obtain accurate results, this effect must be taken into account. All programmable CDIs universally have this problem, but it is not always so clearly emphasized. As a result, the actual ignition angle adjustment can deviate greatly from the supposedly programmed one. Or the voltage of the pulse encoder signal may be unusually high or low. In the first case, it would be possible that even the &quot;sediment&quot; of the pulse encoder voltage triggers the input circuit of the CDI, then of course at wrong times. Here the output voltage can be attenuated with an intermediate voltage divider. Otherwise, you will not be able to avoid adjusting the switching threshold of the CDI yourself. 
 Extremely precise ignition maps are obtained with low effort and with sensors that deliver a digital signal at a constant crankshaft angle regardless of the speed (e. g. Hall sensors). We can only recommend such a system for motorcycles that only reach very low speeds when starting (single cylinder with kickstarter). We tried to retrofit a Yamaha SR500 with it and were amazed at how far down the idle speed can be decreased with it. 
 Older motorcycle models such as the SR500 can have very exotic ignition systems. In individual cases, it only helps to check what needs to be changed or can be used further, e.g: 
 
 Is there a suitable encoder system for the crankshaft angle? 
 Is the ignition coil a CDI type in normal design or a special type (e. g. with diode)? 
 Does the vehicle on-board power supply system have a reasonably stable 12V system? 
 Does the ignition switch have a contact that outputs 12V when switched on? 
 Is there enough space and a mounting option for the CDI? 
 
 &amp;nbsp; 
  Is it possible to get CDIs for special applications?  
 We are happy to do this in cooperation with our customers. We can equip our CDIs with new firmware at any time. In the Yamaha SR500 we have tried to change the triggering of the ignition in such a way that the &quot;wrong&quot; ignitions are suppressed. This enabled some carburetor settings to be made which, according to customers, had a very positive effect. 
 Another application was mopeds with speed limitation. The usual measures in the intake tract or exhaust pipe mean that you hardly ever get up a mountain, but then downhill the permitted speed is easily exceeded. With some Skymax ST50 with gear recognition we have implemented the speed limitation via the ignition (adjustment of the ignition timing after late). The result in comparison to the usual throttling: Full engine power up to the permitted speed, then clear limitation. 
  Is it even permitted to install a CDI other than the original in road traffic?  
 For Germany, we have the information from the Federal Motor Transport Authority (KBA) that original parts can be reproduced if they do not have a certification mark. We do not have any information on this for other countries. 
  Do you also repair original CDIs?  
 It&#039;s just not worth it. The ignition box would need to be opened carefully and all solder joints should be uncovered without damaging the circuit board. For long-term success, it is recommended to remove old soldering tin, increase the size of the pads by scraping off the solder resist and then re-solder everything. Possibly the box will work again. However, it could also be that not only the solder joints but also components have suffered from the ravages of time (e.g. ageing of electrolytic capacitors and diffusion processes in ICs). The consequences can be bad starting behavior, faulty ignition adjustment and misfire. The effort is enormous and the result is difficult to predict. 
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                            <updated>2017-01-01T17:00:00+01:00</updated>
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