Introduction

The CDI (Capacitive Discharge Ignition) there is the electronic heart of the XL600. It
controls the ignition of the engine.
The two XL600 drivers Frosch and Thomas took the initiative to come, to the
mystery of the black box a little closer. Thomas made ??a few measurements on the
CDI with its XL600 with PD03. Frosch dissected a CDI of PD04. Both have been
documented in the picture. Finally, I got (Olli2) the components of the CDI and tried
the circuit and component analysis of. The principle of the ignition timing is
provided thanks to Dieter's research and Thomas' description.

General function of the CDI

For the XL600 Honda developed by three different versions of the CDI:

PD03 (Rd):
round connector with 6 pins
Marked "MG2 CF447"
Honda Code: 30 401-MG2-871
Ignition data, according to Honda
workshop manual:
Ignition Timing: 6° before TDC in 1300
rpm
31° before TDC in 4000 rpm

PD03 (Rf):
two rectangular connector with 4 pins
and 2
Marked "MG2 CF476A"
Honda Code: 30 410-MG2-891
Ignition data, according to Honda
workshop manual:
Ignition Timing: 11° before TDC in 1300
rpm
31° before TDC in 3500 rpm

Further labeling of CDIs for the PD03 models (Fiche-Recherche):

30 401-MG3-003: RD, LD all countries except Austria and Switzerland
30 401-MG2-871: Rd only Switzerland and Austria
30 401-MG2-891: Rf all countries
30 401-MG2-892: R g, h any country
PD04 (all models):
two rectangular connector with 4 pins
and 2
Marked "MK5 CI-87"
Honda Code: 30 410-MK5-003
Ignition data, according to Honda
workshop manual:
Ignition Timing: 8° before TDC at 1300
rpm
28° before TDC at 4000
rpm

Size comparison, on the left PD04, on

the right PD03.
There is a presumption that the PD04
CDI is therefore greater, because in her
a spark timing adjustment there is
realized in event of legacy engine.
In the PD04 CDI there is a pin with a
magnetic switch (+) connected, in the
PD03 CDI it is connected to the pulse
generator mass.

Connections of the PD03 CDIs

All CDIs have 6 - and 2 +4 - pin connectors with these connections:

Wire color Connection Designation in the XL600

schematic

Green G Ground Ground PD03/PD04

Black / Red BL / R Alternator charging coil PD03/PD04
Black / White Bl / W ignition engine stop PD03/PD04
Black / Yellow Bl / Y Ignition Coil Ignition Coil PD03/PD04
Blue / Yellow f / Y Pulse Pulse Generator PD03/PD04
Green / White G / Y Pulse Pulse Generator PD03
Yellow / Red Y / R Start Starter Switch PD04

Ignition at 1350 rpm Ignition at 4200 rpm

Charge coil: violet

Pulse generator: yellow
Ignition coil: light blue

The design of XL's ignition is implemented such that for each revolution of the
crankshaft the spark is triggered. It is to ignite the mixture but would be required
only on every second revolution.

The speed of the motor and thus its frequency (FM) is marked by the two cursors
(vertical dashed lines). Its numerical value is specified with the variable 1/ÄX.

F_M = 1350rpm / 60s = 22,5rps = 22,5Hz F_M = 4200rpm / 60s = 70,0rps = 70,0Hz
CDI = Capacitive Discharge Ignition, i.e. The ignition is triggered by the discharge of
a capacitor. Consequently, the capacitor must be charged first. This is done by
Charging coil (ignition coil, alternator) of the generator, black / red wire to the CDI.

It is easy to see that six pulses represent the typical Charging curve (envelope) of
the capacitor (purple). The ignition pulse (light blue) is raised before the pulse
(yellow) supplies its signal at top dead center (TDC) of the CDI. Although the two
representations are not in scale with each other, so it is seen that the ignition
advance depending on the rotational speed, two different values, times, and thus
we can assume angle.

The difference between the trigger pulse (Zi) for the pulse generator (IG) is the
angle of ignition timing (Fz). Roughly estimated it in the image of the lower speed
about 2% in view of the higher speed about 9%. This corresponds to about 7.2 ° and
32.4 ° spark advance. This is consistent with the indication of CDIs for the XL600Rd.

I had to print the pictures and then measured with a ruler the distance
and a calculated a ratio. For example:
Zi -> Ig = 1mm
Zi -> Zi = 111mm = 360° = 100%
1 mm / 111 mm = 0.09 = 9%
9% x 360° = 32.4°

This is of course correspondingly imprecise, there are measuring and reading errors.
In addition, the division of the stress axis is not known and therefore the trigger
threshold of the pulse signal is not exactly as determined.

On the charging capacitor Dieter was able to measure using a Digitaloszilloscops

voltage values ??on the order of 210-240V.
Analysis of the CDI of a XL600 PD04
Components, parts list
Component Label measured UAK (mV)

Diode 0 DIV64 520

Diode 1 DIV64 520
Diode 2 DIV64 520
Diode 3 DIV64 520
Diode 4 NB6406 410
Diode 5 546
Diode 6 643
Diode 7 550
Diode 8 550
Diode 9 557

Component Label measured UKA (mV)

Z-Diode 1 7V5
Z-Diode 2 7V5
Z-Diode 3 5V

Component Label measured C (F)

C0 2,218μ
C1 1,468μ
C2 15,9n
C3 Elko 10μ/50V 9,7μ
C4 Elko 10μ/50V 9,9μ
C5 153k (15n) 15,8n
C6 Elko 47μ/10V 50,2μ
C7 Elko 10μ/16V 11,2μ
C8 222k (2,2n) 2,35n
C9 ? (evtl. 47nF)
C10 ? (evtl. 100nF)
C11 150n 154,2n
C12 153k (15n) 15,2n
C13 473k (47n) 47,4n
C14 153k (15n) 15,4n
C15 153k (15n) 16,2n
C16 Elko 10μ/50V 10,1μ
C17 153k (15n) 14,6n
C18 153k (15n) 15,2n
Component Label (Color Code) measured R (Ω)

R1 20k 20k1
R2 1k 999R
R3 15k 14k97
R4 10k 10k08
R5 510R 510R
R6 154k 176k5
R7 390k 398k
R8 1k 1k
R9 56k 56k6
R10 174k 179k2
R11 12R 11R5
R12 nb nb
R13 1k5 1k509
R14 2k9 2k44
R15 56k 56k2
R16 56k 56k5
R17 249k 235k
R18 10k 10k22
R19 510R 508R
R20 2k9 2k42
R21 2k9 2k45
R22 10k 10k18
R23 10k 10k
R24 1k 1k
Rx1 28k 27k3
Rx2 42k 42k7

Component IC type

Th
Q1 (2S)A1015 Y61 PNP
Q2 C944 SK5Y NPN
Q3 2204 6J
Q4 (2S)A1015 Y61 PNP
Q5 12045H
Q6 12046H
Q7 (2S)A1015 Y61 PNP
SCR NEC 2P4MP 67 data sheet
Buffer TC4049BP data sheet
Ignition Control FM4213, MR4213 data sheet
IC custom made ? ?
Wiring diagram
Special features
The wiring diagram and the part list helped for the analysis of the PCB and the
components. The application in the data sheet has been additionally helpful.

The Charging coil (alternator) supplies power to the CDI. The diodes D0 and D3 form
a simple rectifier, if the capacitor C0 is a voltage buffer.

At the same time invites the Charging coil (alternator) through the diode D0 the
capacitor C1 to the positive half-cycle the ignition on.

The pulse generator is clocked through transistors Q1 and Q2 to the IC1 (Ignition
Control Circuit, if ICC) on pins 2 and 7. The information of the speed and the time of
the TDC are included here in it. The ignition is then triggered depending on the
rotational speed. This is done by controlling the thyristor SCR, if it is conducting or
not. The thyristor is conductive as long as the capacitor charge is discharged.

The charge capacitor C1 will discharge its energy through the primary winding of
the ignition coil connected externally. This in turn transform the tension further up,
such that the electric spark at the spark plug can skip to the mixture ignited.

The ignition timing can have two or three different values for the advance:

• Example: 28° advance

The speed-dependent evaluation is most likely realized by the wiring of the
combinations of resistors and capacitors on pins 11-14 of the ICC. The output pin 10
then controls the transistor Q4 to the thyristor SCR.

• Example: 8° advance
At low engine speeds, the control pin 11 of the ICC over the Converter Stage 3 of
IC2 the transistor Q3, which is over the stage 1 that controls, the transistors Q5 and
Q4. The latter served again the thyristor.

• Example spark advance in electric start:

In this case, the motor turns very slowly and the spark advance is expected to
adopt an even lower angle. The signal of the pulse generator (pulse generator) is
provided on Q2 not only to the ICC Pin 7, but also to the IC2 pin 9 The signal is out
of the converter stages 4 and 5 of IC2 and is applied to pin 12.

The combination of C14 and R16 is probably the suppression of low frequency and
DC voltage levels. On the converter stages 6 and 2 of the transistor 6 is controlled.
Together with the transistor 7, which is is replaced by the e-start its control, the
thyristor returns to the conducting state.

The black / white wire is connected to the kill switch, engine stop. It is in operation
to ground, the power to the CDI is therefore no longer guaranteed and the ignition
is stopped immediately.
Block diagram of the CDI and the ignition components:

Where:
1. charge coil
2. Pulse
3. and
4. Signal generator (see function diagram)
5. "Comparator"
6. Processing unit for trigger pulse to SCR 9
7. Before ignition computation
8. Diode for rectifying the charging voltage of the capacitor
9. Thyristor
10. CDI Case
11. Capacitor
12. Spark plug
13. Ignition coil

Note: the scheme is highly simplified and represents only are the main functions of
the CDI
Signal of the pulse generator

1. Pulse generator cam

2. Pickup coil

When approaching the coil of the first cam induces a positive voltage pulse (A)
The zero crossing of the pulse occurs when the cam and the coil face exactly (B)
Then changes the direction of the magnetic field and thus the direction of the
induced voltage (C)
Scheme of the ignition timing

The calculation of the CDI is based on the comparison of two voltage ramps (2 +3 in
the diagram 3).
While the ramp 2 always takes the same course, the steepness of the ramp 3 from
the CDI is changed with engine speed (N1 low speed ... N4 high speed, maximum
ignition timing 31 °).
In the "comparator" (5 in Figure 1), both of these voltages are with each other
compared.
When the voltage 2 the value of the voltage 3, the ignition (represented by T1 ... T4
is triggered at point 5).
The ignition timing is shown in the diagram at point 4 by the intersection of the two
voltage ramps.
This is also clear that the mere height of the pulse from the pulse generator has no
influence on the ignition timing, as this is calculated purely from the generated
voltage ramps within the CDI.
Olli2, March 2005, Olli2@XL600.de