Dynatek Performance Electronics

Dynatek Products Frequently Asked Questions

Dynatek Ignition System - Frequently Asked Questions

If you have a question regarding your Dynatek ignition, we recommend you first download the appropriate installation guide and review the contents. The vast majority of your questions or concerns should be addressed in the installation and trouble shooting guides. If you should require assistance,
please contact out Technical Support Staff at 800-928-3962 EXT 1 or e-mail to Info@dynaonline.com.

Harley-Davidson FAQs
1. DYNA 2000- Harley-Davidson
2. DYNA 2000I
3. DYNA TC88
4. DYNA S
Dyna 3000 FAQs
Dynatek ATV & Quad FAQs
1. Dynatek ATV & Quad Ignition Questions
2. Dynatek ATV & Quad Programming Software Questions
Dirtbike DFS FAQs
Dyna Sportbike FAQs

DYNA 2000- Harley-Davidson
DYNA 2000I
DYNA TC88
DYNA S

Dyna 2000- Harley-Davidson

Will my stock pickup work in single fire mode with the Dyna 2000? How?: Yes, the stock Harley-Davidson pickup will work perfectly with the Dyna 2000 in single fire applications. Because of the uneven firing angle of the Harley engine, the microprocessor in the Dyna 2000 is able to separate the firing pulses below idle, resulting in a true single fire ignition.
What type of spark plug wires should I use with the Dyna 2000 ignition?: Any type of carbon suppression core spark plug wires should be compatible with the Dyna 2000. Do not use solid core or spiral core type plug wires. The factory Harley wires should work fine. Dynatek does not recommend the use of Nology wires with our microprocessor controlled ignition systems.
Should I use the VOES on my late model Harley with the Dyna 2000?: Most stock or mildly modified Harleys will benefit from the use of the VOES. The way the system works is; at part throttle or cruising speeds, when engine vacuum is high, the switch is closed and the ignition is at full advance by 1500 rpm. This results in increased fuel economy and improved part throttle drivability. When under heavy acceleration, and engine vacuum is low, the switch opens, causing the Dyna 2000 to follow a slower advance curve. This helps to reduce detonation under heavy loads. More heavily modified motors can benefit from using the VOES switch wires in the optional modes outlined in the instruction manual.
What is the difference between Single Fire and Dual Fire? What are the benefits?: Dual fire ignition systems fire both spark plugs from a single coil at the same time. The majority of the spark energy goes to the cylinder under compression while a small portion goes to the cylinder on the exhaust stroke causing a small wasted spark. Single fire ignitions separate the firing pulses, only firing the cylinder under compression. The main advantage of dual fire systems is simplicity and low cost. The advantage of single fire systems are smoother engine operation and the elimination of the popping that sometimes occurs when long duration camshafts are used. There is no horsepower advantage with single fire ignition systems.
How do I hook up my tach to the Dyna 2000?: . In dual fire installations, you may use the factory tach connection or you can use the tach output provided with the Dyna 2000-HD1E. For single fire applications, you must use the Dyna 2000 tach output green wire for correct single fire operation.
What coil should I use with the Dyna 2000?: For all dual fire and single fire applications, you must use coils that have a primary resistance of 2.5 to 3.5 ohms.

Dyna 2000I

Can I kick start my motor with the 2000i installed?How?: Yes, but it will require reprogramming the dead revs back to zero (0). Out of the box, the 2000I has 3 dead revs like a stock Harley-Davidson System. This is also a benefit for high compression motors using an electric starter. The kick must not start on the compression stroke (sensor in the window on the cup). Stopping ‘in the window’ will execute the soft turn off. The leading AND trailing edges of the window must be seen by the 2000i to make a spark.
Can I run a tach?: Yes the green wire in the 2000i loom is a dedicated one (1) pulse per revolution tach output signal.
My motor stalled and the red LED was flashing continuously. What is wrong?: The ignition has sensed either too much current or a short circuit draw from the coil (S), or seen excessive charging system voltage. This should be examined prior to condemning the 2000i. Also, be sure to check the chassis ground and the ground cable (s). A poor ground can also cause a random stall.
Should I use the VOES on my late model Harley with the Dyna 2000i?: Most stock or mildly modified Harleys will benefit from the use of the VOES. The way the system works is; at part throttle or cruising speeds, when engine vacuum is high, the switch is closed and the ignition is at full advance by 1500 RPM. This results in increased fuel economy and improved part throttle drivability. When under heavy acceleration and engine vacuum is low, the switch opens, causing the Dyna 2000i to follow a slower advance curve. This helps to reduce detonation under heavy loads. More heavily modified motors can benefit from using the VOES switch wire in the optional modes outlined in the instructions manual.
What type of coils do I need to use?: Most coils with 2.5-3.5 ohms resistance can be used. For coil application, see the installation guide. If you are unable to determine the coil(s) you need, please call or email us at the number above
Will the 2000i work on my Panhead?: No. The 2000i uses the 2nd sensor to convert 315/405 degrees to 360 degrees. Reverse rotation prevents proper 2nd sensor operation – no window is ever seen. (The 2nd sensor only looks for the window when the primary sensor sees the leading edge of its window.)

TC88

Will the TC88-3 and DSPT-1 (Sportster) module interchange?: No. The units each have model specific timing curves and rev limits should never be interchanged.
How come my motor seems to be harder to start or sometimes kick back?: The TC88 ignition, being a high performance oriented ignition, has a great need for proper voltage than the stock module. It is important that the battery be in good condition, full charged, and the cables be in good condition and the ground proper, clean and secure. Unlike EVO engines that use a Hall sensor that functions properly at zero RPM, Twincam engines use a Variable Reluctance crank sensor, which produces zero signal at zero RPM. The Dyna ignitions require a minimum of 60 RPM at each of the 30 pulses the crank sensor sees each engine revolution
I want to build a custom Twincam and need to wire the ignition. How do I do it?: Use the TC88-2P module. For the best results, use a wiring harness from a specialty after market manufacturer, such as Wires Plus, made specifically for the this type of application. If you elect to try making your own harness, the pin outs are the same on the unit as the stock model. At a minimum for the ignition, you will need to install a map sensor, crank position sensor and correct Twincam .5 ohm coil, or our Dyna DC6-6 coil.
What type of spark plug wire do I need?: You need a good quality resistor/ suppression core wire. The stock Harley Twin Cam wires work well. Dynatek also carries quality wire kits. Dynatek does not recommend the use of Nology wires with our microprocessor controlled ignition systems.

DYNA S

Will the Dyna –S work in my Evolution style case?: Yes. However you will need to install an early style mechanical advancer from any Harley-Davidson shop or store.
Where do the black and white wires go on the DS6-2?: The white wire connects to the negative (-) side of the rear cylinder coil, the black wire connects to the negative side of the front cylinder coil.
Will the Dyna S work in early Panhead applications with reverse rotation distributors?: Yes the Dyna S works in these applications extremely well. Just remember that in these reverse rotation applications that the front cylinder becomes the rear for ignition purposes. When using the DS6-2 single fire, simply reverse the black and white wires. With the DS6-1 dual fire, simply use the rear cylinder timing marks. Some modification to the mounting plate may be necessary for proper clearance.
Where do the blue and white wires connect on the DS6-1 dual fire Dyna S: The white wire connects to the +12 volt side of the coil, the blue wire connects to the negative (-) side of the coil.
Why does Dynatek recommend 5 ohm coils for street use and 3 ohm coils for racing?: The resistance of the coil determines how much current flows through the ignition system. The 3 ohm coils, because of their lower resistance, pass more current and therefore run warmer than the 5 ohm coils. If the coils are located where they receive good airflow and are away from engine or exhaust heat, then 3 ohm coils will generally give reliable service on the street. However, when the coils are located under the tank, between the cylinders, or close to the engine with a tight fitting cover, 3 ohm coils may overheat. This is most likely to occur under worst case conditions, such as creeping along in traffic on a hot day in Arizona (this isn¹t so great for an air cooled engine either!). Rather than get into the specifics of every application we make the general recommendation - 5 ohm for street, 3 ohm for race.
NOTE: DO NOT use the DC6-5 coil with the DS6-2. Damage to the coil and ignition will result and will NOT be warranted.
What should I set my spark plug gaps to?: The gap settings listed below can be used as a starting point to obtain satisfactory performance with our ignition system. Any benefit from running larger or smaller gaps will need to be determined by experimenting with your particular engine combination.
Single Fire - Single Plug: .035 to .040
Single Fire - Dual Plug: .022 to .025
Dual Fire - Single Plug: .035 to .040
Dual Fire - Dual Plug: .035 to .040 - When wired so each coil fires a plug in each cylinder.
Why does my Dyna S spark continuously when I am charging the battery?: Battery chargers constantly switch between high and low voltage. The Dyna S sees this as the ignition being switched on and off resulting in the constant spark described above.

Dynatek 3000

Dynatek 3000

If my particular model is not listed in the applications section, can I adapt one to my model?: All Dynatek ignitions are developed to be model specific. We do not advocate or recommend fitment to any models for which it was not designed. However, we are familiar with some adaptations, please call or email. Feel free to email your specific model information (year, make, model, and engine size) to Info@dynaonline.com along with the type of product you are seeking. We maintain files on applications we do not currently have available and review them periodically for consideration in incorporating them into our line up.
What do I set the retard switches to on my Yamaha Roadstar ignition?: The retard mode does not become active on the D3K7-3 unless you modify the TPS wiring harness (instructions are in the install guide). The retard mode will only be used for those machines that are nitrous, turbocharged or supercharger equipped. Therefore, switch position is not relative, as no retard will be active under normal conditions.
What is the best method of activating the retard mode on my Honda Valkyrie with the D3K1-1 ignition and a supercharger?: Use a Hobbs Pressure Switch, available at many plumbing supply stores. When intake manifold pressure reaches the predetermined point, the switch will automatically ground the white wire for you.. Contact your engine builder or supercharger manufacturer for recommendations on timing and retard set up.
Will the Dyna 3000 work on my 2005 and later Roadstar?: There is an issue with the 2005 and later model Roadstar equipped with the auxiliary driving lights/passing lamps (eg; Silverado). When the Dyna 3000 is installed this light circuit is disabled. There is a relay that is controlled by the ignition control module that operates these lights. If you wish to use the Dyna 3000 on a 2005 model Roadstar with this lighting setup you will need to install a switch on one of the wires from the ignition module. Remove the white wire form the black stripe from the stock 6 pin connector. Connect this wire to one terminal on your switch and the other switch terminal to a good ground point like the frame, engine cases or battery negative post. Do not turn the switch on until the engine is started.
Other than this lighting issue the D3K7-3 will operate perfectly on the 2005 and later model Roadstar.
Which advance curve group do I use?: The “A” curves are for relatively stock motors and those using bolt or accessories (carburetors, exhaust, etc.) The “B” Curves are used for motors with increased compression and require a slower rate of advance.
What type of spark plug wires should I use?: The Dyna 3000 Series ignitions require a good quality suppression core/resistor wire for optimum performance. Use a copper core wire may result in poor erratic performance, unless used with the stock resistor plug caps.
What coils should I use?: The stock coils will work fine. To optimize the spark output to its full potential, use Dynatek performance coils. Please Call our technical support department at 800 928-3962 or email us at info@dynaonine.com for the correct application.
What spark plugs gap should I use?: In most cases, the stock spark plug gap will work great. For heavily modified motors, consult with your engine builder for their recommendations, as incorrect spark plug gap may result in a loss of performance or severe engine damage.

Dynatek ATV & Quad Ignition Questions
Dynatek ATV & Quad Programming Software Questions

Dynatek ATV & Quad Ignition Questions

What if my particular model is not listed in the applications section; can I adapt one to my model?: All Dynatek ignitions are developed to be model specific. We do not advocate or recommend fitment to any models for which it was not designed. If your model is not listed, feel free to email your specific model information (year, make, model, and engine size) to tech@dynaonline.com along with the type of product you are seeking. We maintain files on applications we do not currently have available and review them periodically for consideration in incorporating them into our line up.
How easy is the installation?: Most Dyna FS ignitions are a direct plug in replacement of the stock ignition. Locate the stock ignition. Unplug and remove it. Remove any rubber boots used on the stock ignition. Use these on the Dyna FS ignition. On certain models, it may be necessary to bend the stock mounting bracket slightly to fit the ignition. Mount the Dyna FS ignition into the stock location. Plug the ignition into the harness, mount the Curve Selector Switch in the desired Location, and plug into the ignition. (Programmable units only.)
What jetting should I use?: The Dyna FS ignition produces a longer and more intense spark then the stock ignition. This higher power spark may require that the carburetor be rejetted. In most cases, using the manufactures recommend stock jetting will work with our ignition.
My Brute Force at part throttle misses, why?: The increase in spark energy and timing advance curve may create a lean condition in this throttle range. Typically shimming each needle .040” may resolve this issue.
What spark plug / wire can I use?: The Dyna FS ignition was designed to work and test with the stock ignition components. This includes stator, spark plug wires, spark plug cap, and ignition coil. For best results with the Dyna FS ignition, use a resistor spark plug, and resistor spark plug cap.
What curve should I use?: Depending on the modifications that have been done to the bike, the curves will give different results. To determine the best curve for a specific bike and rider’s preference, try each curve, or consult your local tuner.
What happens if I unplug the Curve Switch or TPS?: If the Curve Switch is unplugged, the ignition will revert to running the stock curve on the non programmable ignition. Programmable ignitions will use what ever curve is programmed into Curve 4
If the TPS is unplugged, the ignition will revert to the Full Throttle portion of the curve.
Can I add a handle bar switch?: Yes. A handle bar switch can be added to the curve switch wiring, using the wiring diagram shown below. When there is Continuity across the two leads of the handlebar switch, Curve 1 will be selected. When there is no continuity across the handlebar switch, the curve that is selected by the Curve Selector Switch will be the one that is used.
Can I add TPS to a model that doesn’t have one?: Currently this option is not supported. On bikes that are equipped with TPS, the TPS function is supported. But on bikes that do not have a TPS, adding one is not supported.
How do I properly wire a tether kill switch?: Most tether kill switches sold are normally open with the tether key installed. Once the tether key is removed, the switch will close itself, creating a short to whatever circuit it wired to. This should not be used to ground the high voltage signal to the ignition coil.
WARNING: Installation of a grounded tether kill switch to the ignition coil signal will damage the ignition. Consult your individual instruction manual for specific wiring instructions.
RECOMMENDED: Magneto- Source coil CDI (Banshee / 400EX / 250R / MX bikes / etc): Use a NORMALY OPEN tether kill switch connected to the stock kill switch. When tether is removed the switch should ground the kill input into the ignition.
12V DC-CDI (Raptor / Z400 / KFX400 / ETC): Use a NORMALLY CLOSED tether kill switch connected in series with the +12V input to the ignition. When the tether is removed, it should disconnect the +12V power to the ignition. Most battery equipped quads have a RUN/STOP switch which disconnects +12V power, a NORMALLY CLOSED tether switch can be installed in series of these wires.
How do I wire in an aftermarket tachometer?: Some of the Dyna FS ignitions have a tachometer output that is designed to drive standard 4 cylinder automotive and motorcycle tachometers. It is a 12V signal, with 2 tachometer "pulses" per engine revolution, which corresponds to what most (but not all, it is your responsibility to determine this) factory and aftermarket 4 cylinder tachometers are designed to read. The signal wire for this is a wire with a bullet style connector on it, consult your ignition instruction sheet to determine which wire it is. Simply plug this output into the tach signal line, and follow the tach wiring instructions to install the other tach wires.
On models that do not have this tachometer drive wire, you will have to consult the tachometer manufacturer for compatibility. If it is compatible with the stock ignition (CDI), then it will be compatible with ours.
How do I wire in a shiftlight or other RPM switch?: Some of the Dyna FS ignitions have a rpm output that is designed to drive small loads such as relays and LED lamps. It is designed to turn on at certain RPM ranges that you can program using the programming software. It is a low side driver meaning that you connect one side of the load(relay, 12V lamp, etc) to 12V, and the other side of this load to the Dyna FS output wire. The signal wire for this is a wire with a bullet style connector on it. On most Dyna FS ignitions, it is a blue wire, or a brown wire. But consult your ignition instruction sheet to determine exactly which wire it is. The output is capable of driving up to 500mA of current, so make sure that you use a relay to drive higher current loads.
Why does my reverse limiter still work?: Not all units support this function. The Raptor 660 and Suzuki LTZ 400’s are exceptions. To bypass the reverse limiter, please see the installation guide.
How can I activate my launch RPM limiter?: You must have a programmable DFS ignition and programming kit to perform this modification. You will also require a clutch switch or button. NOTE: Not all programmable units have this function. Refer to your installation guide to see if your ignition supports this feature. Most units have a 2000 RPM limit.
The launch limit function is activated by grounding the appropriate wire on the ignition. Refer to the installation guide for the wire color. This wire needs to attach to one side of the clutch switch and the other to a good chassis ground or battery negative post (best). The RPM at which you want to launch will need to be programmed into the ignition with the programming kit. Once set, when the clutch lever is pulled in and the throttle opened fully, the RPM will be held at the setting programmed. When released, the normal high sides limit will then become active. NOTE: The launch limit is only active one time per ignition cycle. To reactivate, turn the ignition off, and then restart.
Raptor 700 models with programmable ignition- The default RPM (without any programming) is 4500RPM. Ground the purple wire to the clutch switch black/ yellow wire. This is a single time use only function. Cycle the ignition off/on to reactivate. If the motor is in neutral, launch limiter will remain active.

Dynatek ATV & Quad Programming Software Questions

What will the Curve Maker program run on? (System requirements): The software runs on Windows 95, 98, Me, 2000 or XP systems. The display needs to be set for at least 800x600 resolution and 256 colors for proper viewing. To install the program, it is recommended that there is at least 100MB of free space on the hard drive. The system should have at least 16MB of RAM. The programming system requires a serial port to communicate with the ignition. For further details regarding our software please review the Curve Maker instructions.
How easy is it to program a curve?: The software is designed to be very simple to use and understand for people who are not computer experts. A table of RPM and Advance values are used to set the timing curve. These values are displayed graphically on the screen. Once the desired curves are set up, plug the ignition into the supplied programming cable, and press the Send Curves button to send all 4 curves to the ignition. For further detail please review the Curvemaker instructions.
How do I know how to modify a curve?: The software is not designed to be a tutorial on engine tuning and ignition curve development. If you are not generally familiar with how ignitions function, this software is not for you. This software is designed to be flexible enough to make ignition curves to fit a very wide range of motors, from stock to highly modified. As a result, there is no simple way of safeguarding the user from setting up an ignition curves that can result in engine damage or worse. If a user is not comfortable with experimenting to find an acceptable curve for their need, and is not willing to accept potential consequences of a poorly designed ignition curve, they should not use this software.
The software comes with the stock curve and a three alternative curves for each model. These can be used as a starting point for creating your own ignition curves.

Dynatek Dirtbike DFS

Dynatek Dirtbike DFS

If my particular application is not listed, can I adapt one to my model?: All Dynatek ignitions are designed to be model specific. We do not advocate or recommend fitment onto any model for which it was not designed. If you do not see your model listed, please email the specific model information ( year make, model and engine size) to Info@dynaonline.com along with the product type you are seeking. We maintain files on applications we do not currently have available and revive them periodically for consideration incorporating them into our lineup.
How easy is installation?: Installation is as easy as unplugging and removing the stock ignition box. Install the Dynatek ignition into the stock location and plug the wire harness.
What spark plug wire type and spark plug should I use?: Our ignition was designed using the stock spark plug wire and spark plug. This includes the resistor cap. For optimum performance, they should be maintained.
What jetting is recommended?: In many cases, stock jetting will be fine. However, as the motor is modified by using a good aftermarket pipe, camshafts, headwork etc, re-jetting will be required for optimum performance with our ignition. This would also be true without our ignition. If you have little experience in jetting, you should seek the advice of a qualified tuner or Dynojet Research, manufacturer of quality jet kits for the past twenty plus years. Failure to properly jet the motor can result in poor performance and severe engine damage.
What is the best timing advance curve and rpm limit for use in my motor?: Again, you should consult the engine builder or tuner for advice on your application. Incorrect timing advance rates and RPM limit can result in severe engine damage. If attempting yourself, make only small changes and monitor performance carefully. On high compression motors, do not be afraid to try reducing the total timing for the best performance
Note- All programmable dirt bike ignitions require a programming kit (P/N DIPK-6) for timing curve and RPM limit change.
What will the Curve Maker program run on? (System requirements): The software runs on Windows 95, 98, Me, 2000 or XP systems. The display needs to be set for at least 1024x768 resolution and 256 colors for proper viewing. To install the program, it is recommended that there is at least 100MB of free space on the hard drive. The system should be a Pentium II and have at least 16MB of RAM. For optimum operation a Pentium III with 32MB RAM is recommended. The programming system requires a serial port to communicate with the ignition. For further details regarding our software please review the Curve Maker instructions.
How easy is it to program a curve?: The software is designed to be very simple to use and understand for people who are not computer experts. A table of RPM and Advance values are used to set the timing curve. These values are displayed graphically on the screen. Once the desired curves are set up, plug the ignition into the supplied programming cable, and press the Send Curves button to send the curve to the ignition.
How do I know how to modify a curve?: The software is not designed to be a tutorial on engine tuning and ignition curve development. If you are not generally familiar with how ignitions function, this software is not for you. This software is designed to be flexible enough to make ignition curves to fit a very wide range of motors, from stock to highly modified. As a result, there is no simple way of safeguarding the user from setting up an ignition curves that can result in engine damage or worse. If a user is not comfortable with experimenting to find an acceptable curve for their need, and is not willing to accept potential consequences of a poorly designed ignition curve, they should not use this software.
The software comes with the stock curve and a three alternative curves for each model. These can be used as a starting point for creating your own ignition curves.

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