dyna 3000, dyna ignitions, dyna electronic ignitions
dyna 3000, dyna ignitions, dyna electronic ignitions
dyna 3000, dyna ignitions, dyna electronic ignitions
DYNA 3000 DIGITAL PERFORMANCE IGNITION SYSTEM
Tips

DISCLAIMER: We accepts no responsibility for the accuracy of these Tips and they are only provided as a resource reference.  Any type of modification or service work on your motorcycle should always be performed by a professional mechanic.  If performed incorrectly, some of these Tips may endanger the safety of you and others on your motorcycle and possibly invalidate your manufacturers warranty. The majority of these Tips are not official manufacturers instructions and have been accumulated by motorcycle enthusiasts from around the world.

Stock Bike
A Dyna 3000 on a Stock Bike isn't typically what the unit was intended for, as you won't really see any performance increase.  You are able to raise the rev limiter to 5000rpm and while it doesn't create any more HP, it does make the peak HP of your bike more useable, as you will see shortly.  Not only that, not having the limiter kick in when you are hard on the throttle in first and second gears makes the bike a lot more fun to throw around
Performance Bike
The intended application for a Dyna 3000 is on a Performance Bike where there is a need to either advance or retard the ignition timing curves and increase the redline.  The stock ignition curve on the Road Star is perfect for the bike out of the box, but once you start changing things, like the carb or pistons, the stock curves go out the window hence the requirement for an adjustable ignition box.  More on this in a moment.
Findings to Date
As mentioned earlier, the Dyna 3000 that I have at the moment is on a Stock Bike and it has: the stock exhaust with the final baffle removed (stage 3), a Nemesis Racing manifold and a KuryAkyn HyperCharger.  There are no other modifications so it is classed as a Stock Bike for the purpose of this Preview.
Because of some upcoming reviews I needed to establish a dyno baseline that could be referred back to.  I had a total of five dyno runs with the bike, starting out with one run for the stock ignition, and then four runs with the Dyna 3000 installed set to a limit of 5000rpm using settings 30A, 32A, 34A and 36A  The runs were performed in 3rd gear on a "Dyno Dynamics Dynamometer" at Capital Harley Davidson in Queanbeyan, NSW, Australia.
* The first pass with the stock ignition box showed a peak HP of 59.5HP at approx 4100rpm
* The second pass was with the Dyna 3000 set to 32A (matches the stock curve) and 5000rpm.  The peak HP was again 59.5HP at approx 4100rpm and immediately started to drop off from that point. The power curve practically mirrored the stock ignition curve.
* The third, forth and fifth passes were done testing the other settings of 30A, 34A and 36A to see if there would be any performance gains  While there were tiny variances of one to two HP along the power band (both up and down), it was so close that you would not likely feel the difference and were within acceptable dyno error.


Stock Ignition and Dyna 3000 set to 32A
Here you'll see the Dyna 3000 set to 32A (blue) is practically identical to the stock ignition box (red)



Stock Ignition and Dyna 3000 set to 30A, 32A, 34A and 36A
With all the curves overlaid you can see there is no overall gain to be made
Dyno Runs Performed at Capital Harley Davidson on a
Dyno Dynamics Dynamometer
Unfortunately on the day the rpm counter on the dyno machine was on the blink, hence the KPH (Kilometres Per Hour) reading in place of an RPM reading
The conclusion from these dyno runs is that a Dyna 3000 does not offer a Stock Bike any more power than using the stock ignition.  But, a Stock Bike does benefit from a Dyna 3000 in a small way, so you better keep reading.
As you can see from the dyno sheets, the peak HP on both the stock ignition and the Dyna 3000 was 59.5HP at approx 4100rpm.  Here's the thing, the stock ignition's rev limit is set to 4200rpm, so if your bike is peaking at 4100rpm what do you think the chances are of you changing gears at a point where you have reached that peak HP without slamming into the rev limiter at 100rpm later, particularly in first and second gear?  Pretty low without the addition of visual aids I would imagine.  Because you can set the Dyna 3000 to 5,000rpm, this means you can easily have your bike reach it's peak HP during those first few gears and it will also allow you to shift gears into a slightly stronger power band.
Now that could possibly explain why some people feel that they have gained "extra" power after installing a Dyna 3000 on a Stock Bike, and even I'll admit to having the initial impression that my bike felt like it had more pickup and go, judging by the ole seat of the pants.  But, on my bike at least, as you can see from the dyno results above extra power has not been gained in any great measure anywhere in the powerband, and this was after back-to-back dyno runs including replacement of the stock ignition with the Dyna 3000 while the bike was still mounted on the dyno machine.
It should be noted that you can buy modules that do nothing else other than raise the rev limit (and they are cheaper), but you should only buy one if you know for 100% sure that you are never going to add a larger carb, hi-comp pistons, cams or do other engine work to your bike.  If you do go down that track AND you do happen to upgrade one or all of the above, then the best place for your rev limit module is gathering dust on your workbench.  You will still have to shell out more money on an adjustable ignition timing unit.
So then why do you need a Dyna 3000 for carbs and/or pistons and/or cams?
* Carburettors: The aftermarket carbs available at the moment for the Road Star (The Mikuni HSR and the S&S Series) don't have any support for the TPS - Throttle Position Sensor - connection. This is a problem because the stock ignition module relies on the TPS for data to provide the optimum ignition advance whilst minimising detonation.  So if you install one of those carbs (particularly the 45mm Mikuni and G series S&S) the ignition defaults to a "wide open throttle" setting and your bike may suffer from "detonation" (loud knocking from the engine) and/or a flat spot in your power band.
* High Compression Pistons: All high compression pistons are more prone to detonation if too much advance is applied too quickly.  Having more ignition advance at lower rpms will cause detonation from the stock ignition box thanks to its ignition curve.
* Cams: With cams an adjustable ignition module is essential for tuneability, of which you have none with the stock ignition box.