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Dyna 2000
- DobbinsCMA
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What makes the 3 ohm dyna 2000 system better than stock?
'80 Kz1000B4
MTC 1075 .375 webcams Mikuni RS34
KZ440 Project
81'KZ750E2 Project
Past- '81 Kz750H
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- autotech2@tx.rr.com
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- 4TheKZ1000
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You can go up to the 3.0ohm teal or green coils with the Dyna 2000 to get strongest spark. 3.0 ohm is as high as they would like you to go.
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- StreetfighterKz
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Later, Doug
1978 z1000 Streetfighter
1976 z900 Stripfighter (work in progress)
1983 Gpz750 Resto-Mod
1989 Vmax
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- pete greek1
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1980 LTD 1000..,1976 LTD 900, have the 1000&900 now. the rest are previous= 1978 KZ 650 B.., 1980 Yamaha XT 500..,1978 Yamaha DT 400.., 1977 Yamaha yz 80..,Honda trail ct 70.., Honda QA 50...5-1/2 hp brigs & straton CAT chopper mini bike...3-1/2 hp mini bike (WHEN GAS WAS ABOUT 45 CENTS A GALLON)!!!!
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- loudhvx
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For stock motors, when the dwell is at a fixed long angle, you would want a high-resistance, high-inductance coil. When it's a short, fixed angle, you want a low-resistance, low-inductance coil.
For high-compression motors, or two-stroke motors, or even if the spark gap is opened up a lot, you may want higher voltage at the expense of higher energy, much like a CDI gives.
Since the Dyna 2000 probably has digital dwell control, using whatever coils Dyna recommends is the way to go.
1981 KZ550 D1 gpz.
Kz550 valve train warning.
Other links.
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- bountyhunter
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1) Kawi electrics have a "ground side" transistor switch in the coil path which has a couple of volts drop across it, so to get the equivalent coil primary current, they reduce the impedance.
2) Electronic igs reduce the "duty cycle" (average time current flows in the coil) compared to a points ignition. So, they can run a lower resistance coil with the same or lower average coil current (which determines dissipated power).
It is correct that the energy stored in the coil proportional to inductance as given by 1/2 L (I) squared. But, there is a maximum feasible inductance value as set by the:
V = L dI/dT
law which means the applied voltage (12V) can only force the current to rise at a given rate set by the inductance. So the coil resistance sets the maximum current that can flow through the coil, but the inductance defines how fast the current can change. The inductance has to be low enough so that at maximum working RPM, the coil primary can still reach the full primary current and store full energy.
1979 KZ-750 Twin
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- loudhvx
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1981 KZ550 D1 gpz.
Kz550 valve train warning.
Other links.
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- DobbinsCMA
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'80 Kz1000B4
MTC 1075 .375 webcams Mikuni RS34
KZ440 Project
81'KZ750E2 Project
Past- '81 Kz750H
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- StreetfighterKz
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DobbinsCMA wrote: So is the dyna 2000 the best set up for kz1000?
If you need to advance/retard the ignition curve, need a rev limiter, or an ignition kill for shifting, then yes....if you want a reliable ignition then just get the DynaS. But that's just my opinion, I could be wrong.
Later, Doug
1978 z1000 Streetfighter
1976 z900 Stripfighter (work in progress)
1983 Gpz750 Resto-Mod
1989 Vmax
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- 4TheKZ1000
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Also the ignition advance is done digitally via microchip and not though an spring loaded advancer that needs maintained and can become worn and faulty.
The only draw back that I can see is: the cost, not cheap at almost $430 if coils are needed,,,,,, but worth every penny in my book.
www.z1enterprises.com/ShopByCategory.asp...ns&category=01041202
My bike starts, idles and runs so much better its really is beyond words.
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- loudhvx
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The Dyna 2000 does a lot the factory ignition cannot do, but the tradeoff is cost.
The Dyna S is inexpensive, but less than ideal for the KZ in terms of efficiency (and requires purchasing different coils). The factory ignition seems to be statistically more reliable as well, based on the 14 or 15 years of being on this board.
For a stock motor, on a street driven bike, in my opinion, the factory ignition is the best compromise all around.
1981 KZ550 D1 gpz.
Kz550 valve train warning.
Other links.
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