DYNA 2000

DIGITAL PERFORMANCE IGNITION

for
FOUR CYLINDER ENGINES

INSTALLATION GUIDE

DESCRIPTION

The Dyna 2000 Digital Performance Ignition for four cylinder engines represents a breakthrough in
motorcycle ignition control. The Dyna 2000 system consists of a state of the art microprocessor controlled
ignition module with an adjustable trigger. Several advance curves allow precise adjustment of ignition
timing for maximizing engine performance. The Dyna 2000 also provides the following:

Static timable - timing can be accurately set without the engine running.

Independent 1/4, 2/3 cylinder timing - Dual sensor crank trigger uses one sensor for cylinders 1 & 4 and the
other sensor for cylinders 2 & 3 allowing accurate timing adjustment for each cylinder pair.

Built-in timing indicator - Convenient LED indicator allows you to monitor the crank trigger signal status
and easily set the ignition timing. Also indicates ignition faults.

Preprogrammed advance curves - Advance can be set to slowly to dial out pinging on high compression
motors or bring advance in rapidly on quick revving motors.

Adjustable retard - The Dyna 2000 is an ideal solution for turbo or nitrous applications.

Test mode - System check out and trouble shooting is a breeze with this feature.

Safety interlock input - Can be used as a side stand safety switch, connected to a theft prevention switch, or
used to activate a shift lever kill for road racing.

Broad range rev limiter - Adjustable from 8,500 to 16,000 rpm.

Digital tach output - Precise tach signal for accurate reading, even while rpm limiting.

High energy - An innovative dwell control scheme maximizes spark energy all the way to
16,000 rpm! The Dyna 2000 can be used with 2.2 ohm & 3 ohm coils, or stock.

Complete wiring harness - Provides a simple and clean installation.

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INSTALLATION

*IMPORTANT*

- Refer to the wiring diagram included with these instructions while installing the Dyna 2000.

- The stock ignitor is no longer required, but should be kept if troubleshooting is required.

- Suppression wires are required. Spiral or carbon core spark plug wires are acceptable

- Some applications may require new ignition cover gasket..

1. Ignition module placement - Choose a mounting location for the Dyna 2000 module where the harness
wires will reach their destination. Before mounting the module, go through the following procedure.

1A. Plug the eleven pin connector of the wiring harness into the Dyna 2000 ignition module.

1B. The main wiring harness has two groups of wires. The group with two connectors is the crank trigger
group. The other group is the coil group. Set the Dyna 2000 module under the seat or near the tail section
where can be mounted. Extend the crank trigger wire group toward the rear of the engine. The Dyna 2000
module should be located such that the crank trigger wire group can easily reach the area under the
carburetors. This is where the plug on the crank trigger will end up after the crank trigger is installed.

1C. Extend the coil wire group to the coils. Removal of the gas tank may be required.

1D. The module should now be loosely mounted. You may need to remove it to see the LED during the
timing procedure.

2. Ignition module ground - The 24 inch black wire with the 1/4" ring terminal should be directly connected
to the negative post of the battery.

3. Coil wiring - The coil wire group of the harness contains five wires:
color destination function
white coil 1/4 fires the coil for cylinders 1 and 4
blue coil 2/3 fires the coil for cylinders 2 and 3
red +12V this wire needs switched 12 volts to power the ignition
green tach tach output, two pulses per revolution
yellow tach/2 tach output, one pulse per revolution

NOTE - The Dyna 2000 ignition can be used with 2.2 or 3 ohm coils. Most factory coils fall into this range
and are compatible with the Dyna 2000. For maximum spark energy use Dynatek part number DC4-1, 2.2
ohm dual output ignition coils.

3A. Remove the gas tank or air box as necessary to expose the ignition coils.

3B. Each ignition coil will have two primary wires or connectors on it. Make a sketch of the stock coil
connections before you disconnect them. Each coil receives +12 volts from the engine harness. The wire that
feeds +12 volts to each coil will be the same color on both coils. Make note of the wire color that feeds +12

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volts to the coils. You will not be disconnecting the +12 volt feed to the coils. This second wire on each coil
is the NEGATIVE coil primary wire.

3C. Locate the piggy back spade terminal included with the Dyna 2000 kit. This is a female spade terminal
with a male spade on it to accept another terminal on top of it. Carefully crimp the piggy back spade terminal
onto the red wire in the Dyna 2000 harness (trim the red wire to length if necessary). Remove the stock +12
volt feed wire from the spade terminal on one of the coils. Attach the piggy back terminal (red wire) to the
coil and reattach the stock +12v wire to the piggy back terminal. This connection will provide +12 volts to
the ignition module and coils when the ignition key and handle bar run/stop switch are on.

3D. Remove the two remaining primary wires from the coils. These are the ones that are a different color for
each coil. Identify which coil feeds cylinders 1 & 4 by looking at the spark plug wire locations. Locate one
of the female spade terminals included with this kit. Carefully crimp the spade terminal onto the end of the
white Dyna 2000 wire (trim the white wire to length if necessary). Connect the Dyna 2000 white wire to the
to the coil 1/4 primary terminal which you just disconnected (connect to the coil, not to the bike harness).

3E. Locate the remaining female spade terminal included with this kit. Carefully crimp the spade terminal
onto the end of the blue Dyna 2000 wire (trim the blue wire to length if necessary). Connect the Dyna 2000
blue wire to the to the coil 2/3 primary terminal which you just disconnected.

3F. The two remaining wires on the Dyna 2000 coil harness are the tach output wires. The connection of
these wires will be addressed later.

4. Crank trigger harness - The crank trigger portion of the Dyna 2000 harness should be routed to the area
under the carburetors. The crank trigger harness contains a four pin plug with wires for the crank trigger.
This harness also contains a single pin plug with an orange wire. The orange wire is the safety interlock wire
discussed later in these instructions

5. CRANK TRIGGER INSTALLATION

5A. Locate the dual sensor crank trigger included with your kit. The crank trigger has a blue anodized base
plate with two black sensor modules and a short pigtail.

5B. Locate the black rotor included with this kit. The Dyna 2000 rotor has one magnet in it. DO NOT use a
Dyna 4000 rotor with this system. The Dyna 4000 rotor is anodized blue and has two magnets in it. The
Dyna 4000 rotor will not work with the Dyna 2000 ignition system.

5C. Remove the ignition pickup cover from the side of the engine. Unplug the pickup cable from the bike
and remove the pickup plate crankshaft advancer assembly.

5D. Apply some “blue” Loctite to the stock crankshaft bolt and secure the rotor to the crankshaft. TORQUE
THE CRANKSHAFT BOLT TO FACTORY SPECIFICATIONS.

5E. Install the Dyna crank trigger plate onto the engine in the stock pickup location with the stock screws.
Leave the screws loose so the plate can be rotated. Connect the crank trigger to the Dyna 2000 harness.

*NOTE* Some GPZ1100 models may require the use of a crankshaft end seal housing from a “J” model
engine to properly install the Dyna Crank Trigger.

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IGNITION MODULE POWER CHECK

The Dyna 2000 performs a self-test each time power is applied. Turn the ignition key to the ON position.
Move the RUN/STOP switch from “off” to “on”. You should see the LED on the module blink ON then
OFF.

If the crank trigger is not plugged in to the harness, the LED will simply stay on when you turn on ignition
power.

6. STATIC TIMING INSTRUCTIONS

6A. Remove the spark plugs so the crankshaft will turn easily.

6B. Keep the following in mind when timing the Dyna 2000: The final timing (high rpm) firing point for
either cylinder pair is established by the leading edge of the magnet as it approaches a Dyna crank trigger
sensor when the crankshaft is turned in its normal forward direction. The LED lamp on the end of the Dyna
2000 module will light whenever either magnet is in front of a Dyna crank trigger sensor, when ignition
power is on.

6C. Timing cylinders 2 and 3

Rotate the crankshaft in its normal forward direction until the magnet on the crankshaft rotor nears the sensor
bump on the inside radius of the 2-3 Dyna crank trigger sensor. Simply turn the crankshaft until the
appropriate timing mark on the Dyna magnet rotor aligns with the full ignition timing that you want (stock
compression motors will run well with 35-40 degrees total timing), as indicated by the stock timing mark on
the cover. The rotor is marked at top dead center, and at various degrees before top dead center. The
crankshaft is now set to the proper firing angle.

Now, with ignition power on, watch the red LED on the Dyna 2000 module. Rotate the crank trigger
baseplate until you find the point where the LED switches on while rotating the baseplate counterclockwise.
Now lock down the crank trigger baseplate in this position. For a double check on the timing, now rotate the
crankshaft 360 degrees in a clockwise direction until the same timing mark on the magnet rotor again
approaches the timing mark. Now gently bump the crankshaft forward to the point where the LED on the
Dyna 2000 first comes on and read your timing on the scale. Readjust the crank trigger baseplate if
necessary.

6D. Timing cylinders 1 and 4

Rotate the crankshaft in the normal forward direction (clockwise) until the magnet approaches the 1-4 Dyna
crank trigger sensor. Note the crank angle shown on the timing indicator at which the LED just turns on as
the magnet comes near the sensor bump on the inside of the module. If this angle is different than the timing
on cylinders 2 and 3 then loosen the 3mm screws that secure the 1-4 crank trigger sensor and adjust the
sensor to achieve the desired timing. Tighten the sensor screws and baseplate screws when the timing is
correct.

6E. Reinstall the engine side cover and spark plugs.

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STARTING THE ENGINE

7. After the crank trigger has been installed and timed you should be able to start the engine. Use the
following procedure:
A. Temporarily reinstall the gas tank if it has been removed so the carbs will have gas.
B. On the Dyna 2000 module turn the advance curve mode knob to curve 1.
C. On the Dyna 2000 module turn the rev limiter knob to the rev limit appropriate for
your bike.
D. Turn on your ignition key switch.
E. Set your handle bar run/stop switch to the run position. - You should be able to see the
red LED on the Dyna 2000 module blink on then off when the module receives
power from the bike.
F. Start the bike as you normally would. The engine should start easily. If the engine will
not start, refer to the trouble shooting section of these instructions.

TACH WIRE CONNECTION

8. The Dyna 2000 provides two tach signals. The yellow wire provides one pulse per revolution and the
green tach wire two pulses per revolution. Bikes originally equipped with points will use the yellow wire.
Some bikes originally equipped with electronic ignition may use the green wire. Locate the tach-input wire
and connect the appropriate Dyna 2000 tach wire.

SAFETY INTERLOCK INPUT

9. The Dyna 2000 ignition has a safety interlock feature that allows you to use your side stand safety switch,
or hook up a theft prevention switch, or implement a road race shift kill off the shift lever.

The safety interlock input is only active if you are using advance curve 1 through 5 on the Dyna 2000
module. If you are using one of the retard modes, the safety input acts as the ignition retard trigger input, not
as a safety input.

When using one of the advance modes, the safety input will kill the ignition if it is shorted to ground. This is
how most side stand switches work. When the side stand is down and the transmission is in gear, a wire is
shorted to ground to kill the ignition. Refer to the wiring diagram in your repair manual to locate the wire
which is grounded under these conditions. Connect the orange safety wire of the Dyna 2000 into this system
to maintain this function.

Another alternative is to use the safety input as a theft prevention switch. Simply connect the orange safety
wire to one side of a toggle switch and connect the other side of the toggle switch to chassis ground. When
the toggle switch contacts are closed, the orange wire will be grounded and the ignition will not run.

Some road race bikes use a shift kill switch connected to the shift lever. Shift kill switches are available from
a number of different companies. If you are using a shift kill system, connect the orange wire to the shift kill
device to momentarily kill the engine during upshifts to allow full throttle shifts.

REV LIMITER
10. The Dyna 2000 includes an extremely accurate broad range rev limiter that is adjustable between sixteen
different settings from 8,500 rpm to 16,000 rpm. The rev limiter is adjusted by turning the rev limit knob on
the end of the Dyna 2000 module to the desired position.
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ADVANCE MODES
11. The Dyna 2000 ignition module allows selection between five different advance modes and four different
retard modes. The advance modes are as follows:

curve# span full timing at application

1 20 deg 2,500 rpm 4 valve stock
2 20 deg 4,500 rpm 4 valve increased compression
3 20 deg 6,500 rpm 4 valve high compression
4 25 deg 3,500 rpm 2 valve stock
5 25 deg 6,500 rpm 2 valve high compression

Total ignition timing at high rpm is dictated by where crank trigger is set. Most modern 4 valve sport bikes
run best with 35 to 40 degrees total ignition timing. Older 2 valve motors will run well with about 40 degrees
total timing. The Dyna 2000 ignition will generate an advance curve based upon the total timing that you set
with the crank trigger.

Curves 1,2, and 3 generate a curve that changes a total of 20 degrees from idle to high rpm. This means that
if you set the crank trigger to 35 degrees, at idle you will have 20 degrees less than this, or 15 degrees
advance at idle.

Curves 4 and 5 generate a curve that changes a total of 25 degrees from idle to high rpm. This means that if
you set the crank trigger to 40 degrees, at idle you will have 25 degrees less than this or 15 degrees advance.

Refer to the advance curve graphs included with these instructions to see how this works.

NOTE: Advance and RPM limit switches are read only during power up. New settings will be recognized
during the next power-up.

12. RETARD MODES

The Dyna 2000 has four ignition retard curves. These are labeled 4, 8, 12, and16. When a retard mode is
selected the orange wire at the end of the crank trigger harness functions as a retard activation input. The
orange wire no longer serves as a safety interlock when a retard mode is selected.

To activate ignition retard, the orange wire needs to be grounded. If retard mode 4 is selected, then you will
get 4 degrees of retard when the orange wire is grounded. Retard mode 8 will provide 8 degrees of retard.
Modes 12 and 16 work the same with 12 and 16 degrees ignition retard for each of those modes.

The orange wire can be grounded along with nitrous solenoids to provide retard when nitrous is activated.
The orange wire could also be grounded with a boost switch to activate retard above a preset boost level on
turbocharged vehicles.

Refer to the timing curve diagrams to see what the retard curves look like. When the retard line is not
grounded, the ignition curve is the same as advance curve 1.

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13. TEST MODE
The Dyna 2000 ignition system includes a Test Mode which allows easy inspection of ignition operation
without running the engine. Test Mode is selected by turning the mode knob on the end of the Dyna 2000
ignition module to the Test Mode position.

*WARNING* Do not try to start the engine with the ignition set to Test Mode. The engine will not run
properly.

In Test Mode, if you slowly turn the engine with a wrench, with ignition power turned on, the Dyna 2000
module creates a spark from each coil as the magnet on the crankshaft rotor reaches the firing point for each
cylinder pair. This allows you to easily determine that each Crank Trigger sensor is working, that each coil is
working, and which coil is being controlled by which Crank Trigger sensor.

When the magnet in the crankshaft rotor reaches the sensor for cylinders 1/4, the coil for cylinders 1/4 should
make a spark. When the magnet in the crankshaft rotor reaches the sensor for cylinders 2/3, the coil for
cylinders 2/3 should make a spark.

14. TROUBLE SHOOTING TIPS

You should experience trouble free operation of your Dyna 2000 ignition system. If you are having a
problem the following questions should help you narrow down the source of your trouble.

14A. When you first turn on ignition power with the ignition key and run/stop switch, does the LED on the
2000 module blink? If not check the +12V and ground wire connections to the Dyna 2000. Use a volt meter
if necessary to verify that +12V is getting to the red wire of the 2000 harness. Check your battery voltage.
The battery should measure about +12.5 volts when the engine is not running. Check that the main battery
ground cable goes to an engine case bolt.

14B. When you have ignition power on, and you turn the engine over slowly with a wrench, does the LED
on the 2000 module come on when the magnet on the crankshaft rotor passes each Crank Trigger sensor
module? If not you may have a bad connection on one of the Crank Trigger wires. With ignition power on,
measure the voltage on each Crank Trigger wire. The red wire should have approx. +12 volts on it, the black
wire should have 0 volts on it. The white wire and the blue wire should switch from 0 to +12 volts as you
turn the crankshaft. When the magnet on the crankshaft rotor is in front of a sensor, the output wire for that
sensor (white or blue wire) should have +12 volts on it. When the magnet is away from that sensor, it’s
output wire should have 0 volts on it.

14C. If the Crank Trigger operation is correct and the ignition module LED responds properly, you may have
a problem with an ignition coil. With primary wires disconnected from a coil, you can measure if the coil is
internally shorted by using a digital ohm meter. Measuring from one primary terminal of the coil to the other
primary terminal of the same coil, you should see 2.2 to 3 ohms resistance. If you measure the resistance
from one spark plug tower to another you can check the secondary of the coil. The secondary resistance
should be more than 10,000 ohms (10K ohms). If the coil has a shorted or open winding, it must be replaced.

14D. If the ignition module and coils check out OK, take a close look at your spark plug wires. Inspect for
damage or breakage of the internal conductor.

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 INSTRUCTION ADDENDUM FOR D2K4C-P
Dyna 2000 – 4 Cylinder Programmable
DESCRIPTION

The D2K4C-P Digital Ignition system is a PC/Laptop programmable ignition based on the popular existing D2K4C ignition
system sold by Dynatek. The PC programmable model is designed to be a direct replacement for a motorcycle already
equipped with the original D2K4C, or can be used in a new installation.

In addition to providing precise control over the ignition process, the D2K4C-P allows you to tailor the advance curve and rev
limiter to the specific needs of your particular engine. The ignition timing curve is completely programmable. The rev limit is
programmable up to 16,000 RPM, with 100 RPM resolution. The retard activation has been separated from the safety input,
allowing the safety input to be used on all selected curves. Also included are two (2) independently programmable RPM
activated switches that allow the ignition to turn on a shift light, or activate a relay at any RPM.

INSTALLATION NOTES

**IMPORTANT** Follow all instructions in the original D2K4C Installation Guide that apply to your specific motorcycle.

**IMPORTANT ** - The D2K4C-P is factory programmed with the original D2K4C curves and utilizes all of the original switch
positions. It is when the end user programs custom curves into the ignition, that the first four (4) advance modes on the
switch correspond to the four Ignition Timing maps in the PC software. The other advance mode switch positions become
useless (except the Test Mode) and the ignition will flash very rapidly, and the ignition will not run. The Rev-limit switch
becomes disabled when the ignition has custom curves in it as well. The PC programming software has a “USE SWITCHES”
button that forces the ignition back to reading the switches and modes of the original D2K4C.

**IMPORTANT ** - Wiring note – The D2K4C-P module uses the HARNESS ORANGE WIRE as a dedicated safety input.
The orange wire previously doubled as a safety input for the first 5 curves, and then switched to the retard input for the 4
retard curves. This is no longer the case. The orange wire remains a safety input for all selected curves, and a new external
PURPLE wire is used as a separate input to activate a retard curve.

**IMPORTANT ** - Wiring note – The BLUE and WHITE short wires (4 inch external) are for rpm activated switches. Either
one can be programmed to turn on at any rpm and then turn off at any rpm. These two wires should not be connected to an
ignition coil. The maximum current the switch can turn on is 2 AMPs. This is enough power for a Dyna Shift Light, or a small
Relay. This is not enough power to drive a large nitrous solenoid directly. Use a relay. See Programmable RPM Activated
Switches for more information.

PROGRAMMING THE IGNITION

Turn the ignition key OFF. Disconnect the main D2K4C-P connector at the ignition (AMP11 pin). Connect the programming
adapter to the serial cable and to the ignition. DO NOT start the bike. The red LED will flash quickly ON when 9V battery is
connected. After programming is complete, DO NOT leave the 9V battery connected to the programming harness, the
battery will go dead. Follow the separate instructions included with the CurveMaker programming software.

DEVELOPING AN ADVANCE CURVE

The most appropriate advance curve for your engine will depend on several factors. These may include: level of modification
of the engine, weight of bike and rider, type of gasoline used, air temperature, altitude, etc.

For tuners who are familiar with previous Dyna 2000–4Cyl ignitions, the four curves used in the standard (non-programmable)
D2K4C are included in the CurveMaker software. Generally, you should run the highest amount of advance (most
aggressive) that you can without causing any pinging. If the engine pings only in a narrow RPM range, try reducing the
advance only in that RPM range. This will eliminate pinging without reducing overall performance.

Any of the included curves may be used as a base for developing a completely custom curve. Note: Be sure to save any
custom curves before exiting the program.

SETTING OTHER PARAMETERS

The CONFIG page of the CurveMaker software has entries for the rev limit and RPM activated switches. By increasing the
rev-limiter, other components of the engine may find their limits. Only increase the rev-limit if the engine builder has specified
it is ok to do so, otherwise use the stock rev-limit as a starting point. The maximum programmable limit is 16,000 rpm.

PROGRAMMABLE RPM ACTIVATED SWITCHES

The BLUE wire or the WHITE wire can be used to turn on a Dyna Shift Light, or activate a small relay. The ignition will ground
the wire when the rpm reaches its programmed values. See the Curve Maker instructions for programming the RPM
activated switches.

DO NOT EXCEED 2 AMPS PER WIRE.

DO NOT ATTACH EITHER WIRE TO AN IGNITION COIL.

Examples of connections:

DIAGNOSTIC LED FUNCTION

A red diagnostic LED is located on the D2K4C-P ignition module. This LED is useful for verifying system functionality and
static timing the motor.

The red LED can be used to determine if the ignition module is working. When power is turned on to the ignition, the LED
should flash on for 1/4 second then turn off. If one of the pickups is near a firing point, the red LED will come on continuously.
This "Flash period" indicates that the microprocessor is functioning in the ignition module.

When the ignition power is on and the engine is cranked over, the red LED will blink on and off. This indicates that the
D2K4C-P pickups are generating timing.

NOTE: If the red LED flashes rapidly with the engine not running, there are two possibilities. First, if the D2K4C-P has been
programmed with custom curves, then the first four switch setting on the advance knob are the only positions that allow the
ignition to run. Select one of the first four curves and turn the ignition off for one second. Another situation is coil overcurrent
fault has occurred. Check for proper coil resistance (2.2 to 5 ohms) and check for shorted wiring to the ignition coils. Turn the
ignition off for one second, and back on to clear the fault.

RETARD MODE USING EXTERNAL PURPLE WIRE

This mode is only for use with vehicles that require ignition retard under certain conditions, such as bikes equipped with
nitrous oxide or a turbocharger. The purple wire acts as a retard activation line. To use this function, the purple wire must be
connected to a switch or relay that can ground this input when ignition retard is desired.

In retard mode, when the purple wire is grounded, the ignition timing will follow the curve labeled RETARD on the CurveMaker
screen. The traditional retard mode curves are included with the CurveMaker software, or you can develop your own.
Remember that grounding the purple wire will select the curve labeled RETARD, so you must program your retard curve into
the Break Points of the “RETARD” tab of the CurveMaker screen.

TUNING TIPS - ADVANCED

Occasionally, best performance may fall somewhere between the advance curves programmed into the DYNA 2000-4C-P.
By rotating the pickup plate, the entire curve will be shifted up or down. Be aware that if you advance the ignition, your final
timing will be increased. Excessive advance may cause pinging and hard starting, so only turn the pickup plate one or two
degrees at a time and note any changes to the motor.