Kawi2strokes.com Forum

I'm about ready with a CDI unit for the Kawasaki A series bikes with CDI, and I need to get the wiring and connectors correct. Does anyone have an A series "A" and "B" CDI unit he can loan me? I'll pay the shipping, of course.

Thanks for the help.

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If it surges, that's normal, upshift.

I can pull the boxes out of my 71 A7SS tomorrow Jim, but I have no idea if they are any good.
If you just need them for aesthetics, they will do fine.
Think I still have your address somewhere.

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Bad decisions make the best stories.

Thanks Steve, they don't have to work, but I'll test them and let you know.

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If it surges, that's normal, upshift.

Heh Heh Heh.... just as I planned it.... Heh Heh Heh...

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Bad decisions make the best stories.

No problem, it takes only a few minutes to test them, and happy to do it for you.

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If it surges, that's normal, upshift.

Jim,

It is too bad the A series has an energy transfer alternator in it, and not a mag. It'd be nice to have a dual side H2 series magneto CDI for them.

I think you make an early H series battery CDI box, don't you? If so, duplicate the circuits, one for each side, and build a better unit. I realize you are going to do stock appearing boxes for resto, but, one of your excellent power boxes for the A series would be the hot ticket.

I have a number of Bridgestone bikes, and all have the full crankshaft speed A series CDI and alternators in them, simple gear change on the drive end, A stuff fits right into both the 175/200, and 350 Stone-Bridge engines. Sure wakes the BS engines up to have a nice ignition system for them.

That's just what it is, Dave. It's similar to the early H1 battery CDI unit, but has two channels. It triggers as the magnet protrusion starts to move away from the pickup, so like the H1 unit, timing is essentially the same as the originals. A customer has a prototype of this unit that he's been racing this year, and reports it works very well.

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If it surges, that's normal, upshift.

Jim, with a pickup pair set for those other engines, that box should also wake up the T series Suzuki's, R and RD series Yamaha, Bridgestone, and, could, with the right two lead coil sets, work on 4 strokes like Z1 as well.

You're right on the money. I'd like to do units for those bikes and others. I just need to take the time to get each one in my hands long enough to design the housings and mounts.

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If it surges, that's normal, upshift.

On the A series, I don't know if you realize, but, there are two distinctly different drive ratios for the A/C generators, which means two different ignition rotors for the electronic ignition pickups.

The generators spin at either full crankshaft speed, 1:1 ratio, or, 1/2 speed, 2:1 ratio.

The 1:1 spins same direction as crankshaft, forward, and has a drive this way, crankshaft primary gear, to clutch hub primary gear, to generator gear. This is the most common setup, most A series uses this. The ignition rotor has one firing projection.

The 2:1 is mostly found on later A1 series engines, some very few A7's. This gear set is crankshaft primary gear, to clutch outer hub primary gear, to idler gear on pin in main engine case, to generator gear. This generator spins reversed from the 1:1 setup, rotor spins backwards. The rotor has two firing projection tabs.

Both setups run the same two magnetic pickups, 1:1 pickups are 180 degrees apart. 2:1 pickups are 90 degrees apart.

Both setups were also made with point sets before CDI was adopted, so, there are both types with two different point cams, and, two different point placements.

A series stuff is fun, loads of fun!

Just FYI, if you weren't already aware of the differences.