Post 1980 Points

[kneedrachen]

Little bit confused here by some literature. Did airheads have points after 1980? If not, why would someone want an Omega Ignition system? I can understand having a points system and converting for reliability purposes due to mechanical parts wearing out in a points system and a solid state system like Omega's not wearing out, but if post 1980 is not a points system, why would you convert? I a n00b to airheads so trying to learn as much as I can. . . :lurk

[lkchris]

No points after 1980

No idea

No need for dual plugging, either.

[Isamemon]

is the omega system the same as a dyna system,
not familiar with the omega
how does it compare

[kneedrachen]

if i remember correctly the site is www.omega-ignition.com

[cjack]

Interesting. Mounts on the crankshaft outside the alternator. It has an electronic advance curve (15 of them somehow).

[pmdave]

The 1980 engine changed the camshaft from the fragile extension for the ignition--to a slot in the end of the shaft. The design is the start of the electronic ignition, but the 1980 ignition "can" uses points. For 1981 the points were changed to an electronic pickup, and an ignition module added.

I have a 1980 R100t, and I happen to like the points setup. The points are much larger than the previous points, which makes them much less sensitive to gap. I recognized the 1980 points as the same as those from a 1958 Mercedes Benz 220s.

The removable ignition "can" is sometimes called a "distributor" because it looks a lot like an auto distributor, but it's really just a container for the points, with adjustable timing. It's a lot easier to adjust the points with the can removed from the engine.

pmdave

[kneedrachen]

so other than being able to have adjustable ignition curves, from my limited mecchanical knowledge, this aftermarket solution offers no real difference to a solid state airhead like my '86 R80RT right? I was trying to figure out a difference and I couldn't find one other than the adjustability. :idea

[20774]

The other difference is that I believe you can adjust the firing of each cylinder independently. That can help smooth out the power strokes. The omega system runs off the crankshaft not the camshaft.

Kurt in S.A.

[vanzen]

from what I have found, these are the advantages:
1. mounted to the crank, ign timing is more accurate – not dependent on a cam whose front bearing is fragile and often causes the front of the cam to oscillate, and a chain that stretches, slaps and bangs. both situations and in the course of normal wear cause variations in the timing signal if derived from the cam.
2. basically a system with centrifugal advance creates a "timing curve'" with two points; full retarded & full advanced - anything in the middle is not planned or programmed, but just a function of the advance springs stretching randomly as they will (they become worn and weak with age. when was the last time you changed yours?). BMW 'bean-can' electronic ign in airheads uses a centrifugal advance.
an electronic advance allows mapping of a timing curve that specifically suits timing requirements at as many points in the operating range of the engine as needed (or allowed for by the software). fuel efficiency, performance, and emissions should benefit from this attention to detail. the Omega has 15 preprogrammed curves – weight carried when traveling, carrying a passenger, spirited one-up riding, quality of fuel, altitude, and etc = different optimum ign requirements. choose the one best suited to your style / needs.
3. keep the points in case of failure? perhaps, but redundancy should NOT be necessary – unless you're anal or a GSer that actually rides out of civilization. then it might be the source of some peace of mind

truth be told, I just bought an Omega for a project from
this guy, Stephen Bottcher, (http://www.stephenbottcher.net/~omega/order.html) and of course I'm going to defend my well spent $$$. But, I did the homework, read user reports & reviews, and then spent my money.

Omegas are available for most BMWs INCLUDING those that have been dual-plugged – and such a system as the Omega offers the same above advantages for dual-plugged machines.

the ARs and REALGSers with post 81 machines can carry the old bean-can in case of failure ... I think

[kneedrachen]

thanks for the insight van, i have an 86 r80rt than i'm not sure if i want to sell for an r65 (considering a smaller, lighter bike) or convert into a euro spec police r80rt. I first want to make it a pure runner before i start working on cosmetics. I want to start working on gaskets and seals and figured while i was taking it apart that i'd start considering electrical work although at this point in time i see no short comings, the harness seems to be in fine shape. Just trying to plan for the future. . .