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.
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'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 "early" 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.