Elektronik Sachse ZDG 3.23 User manual
1
ELEKTRONIK
SACHSE
Elektronik Sachse GmbH & Co. KG
Installation Manual
Digital Ignition ZDG 3.23 (Moto Guzzi
Ducati Alternator)
Item: Z59-D
Contents
1 Function ................................................................ 1
2 Mounting ............................................................... 2
3 ElectricalConnections .................................................... 3
4 Settings ................................................................. 4
5 GeneralNotes/Troubleshooting .......................................... 8
1 Function
T
he d
i
g
it
a
l i
gn
iti
on k
it
ZDG3
r
ep
l
aces o
ri
g
i
na
l
e
l
ec
tr
on
i
c
i
gn
iti
on un
it
s as we
ll
as o
l
d po
i
n
t
s
including the weights advancer or manual advance wires.
Func
ti
on
:
Pe
r r
e
v
o
l
u
ti
on o
f t
he c
r
anksha
ft
s
t
a
rti
ng
fr
om
T
D
C
, t
he momen
t
a
ry
pe
ri
phe
r
a
l
speed
i
s de
t
e
r
m
i
ned and b
y t
h
i
s means
, t
he
ti
me up
t
o
i
gn
iti
on
i
s ca
l
cu
l
a
t
ed
.
Because
t
he
pe
ri
phe
r
a
l
speed
v
a
ri
es subs
t
an
ti
a
lly
du
ri
ng acce
l
e
r
a
ti
on
, t
h
i
s
l
ong measu
r
emen
t i
s se
l
ec
t
ed
in order to determine a relatively exact measurement.
The computation of ignition timing is divided into 4 ranges:
Range Function
0 – 400 rpm Starting range, ignition always at TDC
400 – 1000 rpm Idling range, 2° to 8° advanced ignition, depending on curve selection
1000 – 6200 rpm Partial load range, the spark advance adjustment occurs here
6200 – 12000 rpm Maximum load range, constant maximum advanced ignition, depend-
ing on curve selection
2
2 Mounting
•
T
he moun
ti
ng pos
iti
on o
f t
he p
i
ckup
i
s de
t
e
r
m
i
ned b
y t
he pos
iti
on o
f i
ns
t
a
ll
a
ti
on and
connec
ti
on o
f t
he s
t
a
t
o
r.
F
ir
s
t, r
emo
v
e
t
wo o
f t
he
t
h
r
ee M
5-
s
t
a
t
o
r
sc
r
ews and
r
ep
l
ace
them with the supplied threaded bolts and washers.
Figure 1 Threaded rods with spacer.
•
T
hen
r
emo
v
e
t
he cen
tr
a
l
nu
t fr
om
t
he
r
o
t
o
r
and
sc
r
ew aga
i
n
t
he d
riv
e
r
s
l
ee
v
e bu
t ti
gh
t
en on
ly
slightly.
Figure 2 Centre nut.
•
Now
t t
he p
i
ckup p
l
a
t
e on
t
o
t
he
t
h
r
eaded bo
lt
s and push
t
he mag
-
ne
ti
c d
i
sk so
f
a
r
on
t
o
t
he d
riv
e
r t
ha
t t
he magne
t
s
i
n
t
he d
i
sk a
r
e
i
n
the same height as the sensors.
Figure 3 Sensor alignment.
•
If t
he d
riv
e
r
o
v
e
rl
aps
it
shou
l
d be
r
educed b
y t
h
i
s
amoun
t (l
e
,
ang
l
e g
ri
nde
r
o
r l
a
t
he
),
so
t
ha
t t
he
co
v
e
r
can be
tt
ed as c
l
ose as poss
i
b
l
e
. If
e
v
e
ry-
thing ts, then the driver will be fully tightened.
•
W
it
h a
littl
e pa
ti
ence and
t
a
l
cum powde
r t
he
p
i
ckup cab
l
e can be pushed
t
h
r
ough
t
he
r
ubbe
r
g
r
omme
t.
O
t
he
r
w
i
se an add
iti
ona
l
g
r
oo
v
e
f
o
r t
he
p
i
ckup
l
ead
(+
p
r
o
vi
ded g
r
omme
t)
mus
t
be made
i
n
t
o
t
he gene
r
a
t
o
r
co
v
e
r
ne
xt t
o
t
he e
xi
s
ti
ng g
r
om
-
met.
3
Figure 4 Connecting the pickup.
3 Electrical Connections
T
he w
ir
e c
r
oss sec
ti
on o
f t
he g
r
ound cab
l
e shou
l
d no
t
be be
l
ow
1.5
mm
2
and shou
l
d be kep
t
as sho
rt
as poss
i
b
l
e
. T
he w
ir
e c
r
oss
-
sec
ti
on o
f t
he o
t
he
r
cab
l
es shou
l
d no
t
be be
l
ow
0.5
mm
2
.
A
tt
en
ti
on
:
P
l
ease do no
t
sho
rt
en
t
he p
i
ckup
l
ead and use
i
nsu
l
a
t
ed w
ir
e end
f
e
rr
u
l
es on
the other cables!
Figure 6 Ignition circuit diagram, breaker points replacement
4
Figure 5 Ignition circuit diagram, Motoplat replacement
Connector Function
1 Ignition coil cylinder left −
2 Ground
3 Pickup lead, brown
4 Pickup lead, green
5 Pickup lead, yellow
6 Pickup lead, white
7 Output for electronic tachometer
8 +12 supply voltage, switched
9 Ground (same as #2)
10 Ignition coil cylinder right −
4 Settings
5
Figure 7 Adjust the sector disk so that the
LED toggles.
•Bring the right piston into TDC position.
•
Ro
t
a
t
e
t
he d
i
sk
i
n
r
o
t
a
ti
on d
ir
ec
ti
on un
til t
he
’
S
’-
ma
r
ked Magne
t i
s c
l
ose
t
o
t
he senso
r. T
ake ca
r
e
t
ha
t t
he magne
t
s
i
n
t
he d
i
sk a
r
e app
r
o
xi
ma
t
e
ly i
n
the same hight as the sensor.
Figure 8 Ensure correct alignment of mag-
net disk and sensor.
•Turn on the ignition switch.
•
Go on
r
o
t
a
ti
ng
t
he d
i
sk
. T
he
L
ED nea
r t
he senso
r
should light up when the ’S’-marking passes the
senso
r (r
ed a
rr
ow
). It i
s poss
i
b
l
e
t
ha
t t
he
L
E
D
s
already indicating at power on.
•
Ro
t
a
t
e
t
he d
i
sk s
l
ow
ly t
o
t
he
’
N
’-
ma
r
k
i
ng un
til
t
he
L
E
D
i
s sw
it
ch
i
ng o
. T
he d
i
sk
i
s
i
n
t
he co
rr
ec
t
pos
iti
on and can be
ti
gh
t
ened b
y t
he se
t
sc
r
ews
.
Make this adjustment very accurately!
•
No
ti
ce
: y
ou can
’t
sw
it
ch
t
he
L
ED on on
ly
b
y t
u
r
n
-
i
ng back
. T
he
r
e
f
o
r
e
t
he
i
gn
iti
on mus
t
be sw
it
ched o
/
on o
r t
he d
i
sc be
t
u
r
ned back
t
o
the ’S’ marked magnet.
•
If t
he eng
i
ne
i
s
r
unn
i
ng p
l
ease secu
r
e
t
he se
t
sc
r
ews w
it
h med
i
um s
tr
eng
t
h
t
h
r
ead
locker.
•At last, if possible, check the timing with a timing lamp.
T
he
D
I
P sw
it
ches can be
f
ound on
t
he
l
e
ft
s
i
de o
f t
he
i
gn
iti
on bo
x.
D
I
P sw
it
ch No
. 1
controls the rev limiter. It has two settings, up and down:
6
DIP switch 1 Rev limiter setting
up 8600 rpm
down 7800 rpm
Figure 9 DIP switches and rotary switch.
T
he
r
e
v li
m
it
e
r
D
I
P sw
it
ch No
.
2
i
s ne
xt t
o
D
I
P sw
it
ch
No
. 1
and ad
j
us
t
s
t
he
fr
equenc
y
o
f t
he e
l
ec
tr
on
i
c
t
achome
t
e
r t
ha
t
can be connec
t
ed
t
o
#7. If
no e
l
ec
-
tr
on
i
c
t
achome
t
e
r i
s connec
t
ed
t
h
i
s sw
it
ch can be
ignored.
D
IP switch No. 2 should be in the up position for
c
r
anksha
ft fr
equenc
y
se
l
ec
ti
on and down pos
iti
on
f
o
r
camshaft frequency selection:
DIP switch 2 Frequency setting
up crankshaft
down camshaft
T
he
i
gn
iti
on cu
rv
es can be se
t
us
i
ng
t
he
r
o
t
a
ry
d
i
a
l
on
t
he
l
e
ft
s
i
de o
f t
he bo
x, ri
gh
t
o
f
the DIP switches. Curve No. 0 is a test mode in which the box continually res without the
eng
i
ne
r
unn
i
ng
. T
h
i
s
t
es
t
s
t
he
i
ns
t
a
ll
a
ti
on o
f t
he un
it
and co
il
s
.
Bu
t it
doesn
’t t
es
t t
he p
i
ckup
.
Rotary switch settings 1 – 9 are the dierent ignition curves.
7
0
10
20
30
40
50
4000 1000 2000 3000 4000 5000 6000 7000 8000
Advance/°
RPM
Standard
Curve Number
1 2 3 4 5 6 7 8 9
Figure 10 Selectable ignition curves.
8
5 General Notes / Troubleshooting
O
n
ly
use
i
n
t
e
rf
e
r
ence
-fr
ee caps
f
o
r t
he spa
r
k p
l
ugs
!
Recommended a
r
e N
G
K caps w
it
h
5
k
Ω
internal resistance.
D
oesn
’t
s
t
a
rt: If t
he eng
i
ne shou
l
d no
t
s
t
a
rt,
o
r t
he eng
i
ne k
i
cks back
, t
hen
t
he
i
gn
iti
on
co
il
s a
r
e m
ix
ed up
. If
so
,
swap
t
he
i
gn
iti
on cab
l
es wh
i
ch
l
ead
t
o
t
he spa
r
k p
l
ugs o
r r
econnec
t
t
he e
xt
e
r
na
l i
gn
iti
on co
il
s
.
A
s a gene
r
a
l r
u
l
e
:
each
ti
me when a p
i
s
t
on
r
eaches
T
D
C a
l
so
t
he co
rr
espond
i
ng p
l
ug mus
t
ha
v
e a spa
r
k
. T
o check
t
he cab
l
e connec
ti
ng and
t
he supp
ly
voltage turn the rotary switch to ’0’. Now the spark plugs must re continually. If now the
r
o
t
a
ry
sw
it
ch
i
s
t
u
r
ned aga
i
n on a
l
e
v
e
l y
ou can eas
ily
check
t
he
ti
m
i
ng w
it
h a s
tr
obe on
ly
b
y
ac
tiv
a
ti
ng
t
he s
t
a
rt
e
r (
w
it
hou
t
p
l
ugs
i
n
t
he c
yli
nde
r
s
). If t
he eng
i
ne shou
l
d no
t
s
t
a
rt
w
it
h
s
l
ow
ly t
u
r
n
i
ng s
t
a
rt
e
r,
p
r
obab
ly t
he ba
tt
e
ry v
o
lt
age
f
a
ll
s unde
r t
he m
i
n
i
mum supp
ly v
o
lt
age
of the ignition (approx. 7 V).
Irregular engine cutouts: If sometimes the engine suspends while driving for 2-3 seconds
and keeps
r
unn
i
ng
t
he
r
ea
ft
e
r
no
r
ma
lly. T
ha
t
means
t
ha
t t
he
i
gn
iti
on has been
r
ese
t. T
he
cause
f
o
r it
can be a de
f
ec
tiv
e cap o
r
a
l
oose
i
gn
iti
on cab
l
e
i
n
t
he co
il
o
r
cap
.
Bu
t i
n mos
t
cases
a bad con
t
ac
t i
n
t
he ope
r
a
ti
ng
v
o
lt
age supp
ly (
k
ill
sw
it
ch
,
s
t
a
rt
e
r l
ock
, f
use ho
l
de
r, t
e
r
m
i
na
l
s
e
t
c
.)
causes
t
h
i
s e
ec
t.
Fo
r
a
t
es
t y
ou can connec
t
a cab
l
e d
ir
ec
tly fr
om
t
he
i
gn
iti
on co
il
s
and
t
he
i
gn
iti
on bo
x t
o
t
he pos
itiv
e
t
e
r
m
i
na
l
o
f t
he ba
tt
e
ry.
A
l
so pu
t
a second cab
l
e
fr
om
t
he nega
tiv
e
t
e
r
m
i
na
l
o
f t
he ba
tt
e
ry t
o
t
he
i
gn
iti
on bo
x (
secu
r
e g
r
ound connec
ti
on
). If t
he
eng
i
ne
i
s
r
unn
i
ng we
ll
now
y
ou can assume an e
rr
o
r i
n
t
he w
iri
ng ha
r
ness
.
W
it
h con
t
ac
t
b
r
ake
r
s such a bad con
t
ac
t i
s no
t
no
ti
ceab
l
e
,
because a sho
rt
b
r
eak
f
o
r
a
f
ew m
illi
seconds o
f
the supply voltage does’t matter, electronics in contrast are more sensitively.
Elektronik Sachse GmbH & Co. KG
Kloster-Oeseder-Weg 37
49176 Hilter
Germany
phone: +49 (0) 5409 9069826
email: info@elektronik-sachse.de
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