Stator & Rotor Installation

Note!
Do not the remove protective strip which is wound round the rotor! It has a specific function in fitting the PVL ignition.

After removing the existing magneto from the engine, fix the PVL stator plate (depending on the manufacturer and type) together with the stator onto the engine casing. Ensure that the fixing screws do not touch any part of the engine casing ("sitting on the block", this causes dangerous voltages!). If this happens, the stator plate may be damaged or destroyed. If necessary, file or grind the ends of the screws which are too long. Leave the stator fixing screws loose in the first instance. If, in addition, an adaptor plate is fitted (between stator plate and casing e.g. if fitting in Simson S51), the adaptor plate (Item 6) must be designed so that there is an absolutely secure connection between stator plate and engine casing, otherwise damage may be caused by working loose due to vibration.

Note!
Prior to fitting the rotor (Item 7), clean the rotor bore and also the lateral journal of the crankshaft with contact cleaner, acetone or another suitable product in order to ensure that they are free of grease, oil or other deposits.

Put the rotor onto the crankshaft, keeping the protective strip on the rotor! A rotor of the correct size (in relation to the vehicle type) should now be able to be pushed onto the crankshaft (lateral journal) without resistance or hindrance. Ensure correct seating of the key (wedge) in the groove in the lateral journal. Never hit the rotor with force! The key is only used to prevent distortion on the lateral journal and for correct positioning in the crank mechanism. Rotor types without groove are specifically designed in this way by the vehicle manufacturer and neither groove nor key is required. The torsional force is transmitted exclusively via the cone (taper seat).

Note:
When using an adaptor plate (special accessory) between engine casing and PVL stator plate (Item 9), the axial position of the rotor must be placed so that the rotor magnets are axially aligned concentrically to the stator sides (Item 8). The rotor must have sufficient radial play i.e. it must not rub against the stator. The axial position of the rotor depends on the thickness of the adaptor plate from the design point of view.

If there is not enough axial play (rotor jams) between the rotor and the sides of the stator (Item 10), loosen the four screws, which fasten the stator coil unit to the stator fixing plate, using a TORX insert or screwdriver. If the rotor fits properly, without loosening the TORX screws, continue straightaway with the ignition timing. If it is necessary to loosen the TORX screws, you must now complete the alignment procedure. Press the stator sides with your fingers (not with pliers or screwdriver) against the rotor and tighten the TORX screws. Now you can remove the protective strip from the rotor.

The ignition system must always be connected to the vehicle earth with good conductivity. The black earth cable (Item 1) on the ignition coil (Item 2) must be connected to the vehicle earth with conductivity. Never rotate the rotor of the installed ignition system without consumer (spark plug to earth)! If there is no spark plug in the connector, the ignition system has no earth and builds up excess voltage which cannot be discharged. This can cause total ignition failure!

Check manually (rotate several times) that the rotor (Item 7) can rotate without chafing. Check for too much play in the engine lateral bearings by jiggling the lateral journal on the crankshaft to and fro. If the engine lateral bearings have too much play, the rotor will start to wobble and rub against the stator.

This leads to loosening of the stator plate (Item 9) and wear on the rotor surface and magnets and finally total ignition failure. There is risk of engine damage amongst other things!

Use only the PVL extractor tool (special tool Item 11). Non-compliance with this instruction can lead to rotor damage/destruction! There are four holes drilled in the rotor. These holes are provided for fitting optional rotor weights. Only the two holes (Item 12), which are located nearest to the centre of the rotor, are intended for attaching the extractor tool! Remove the crankshaft nut using a suitable holding device. Never hold the rotor by the circumference with pliers to avoid twisting, otherwise this could cause damage to the rotor surface (magnets) and to ignition malfunctions! Attach the extractor tool in the holes provided in the rotor using the 6x50 mm screws supplied.

Screw in the screws completely so that the occurring forces cannot wreck the threads. Hold the extractor rod against twisting using an adjustable spanner. Tighten the forcing screw (Item 15), which should now touch the end of the crankshaft, using a spanner. If the rotor does not come away from the crankshaft now, hit the forcing screw hard with a light hammer in order to loosen the rotor from the crankshaft.

The PVL digital spark plug connector (Item 16) supplied with the digital system has a resistance value of 5 KOhm and has been tested specially for digital ignition. This type of connector must be used so that the system works properly. Using other spark plug connectors can lead to total failure. Any warranty becomes null and void in this case.

Whereas almost all electronic ignitions can withstand moisture during operation, they will be damaged if moisture gets into the windings and they will be damaged by the ensuing corrosion. We recommend removing the magneto cover after use so that the accumulated moisture can evaporate. This applies in particular if the machine has been washed with a high-pressure cleaner. An additional benefit of this procedure is that you can detect any problems which have arisen due to a faulty seal or a faulty bearing. A faulty lateral bearing almost always results in ignition damage.

The ignition timing setting of an engine is directly related to the engine compression. The higher the compression, the less advance (i.e. piston advance upon reaching top dead centre or the highest point) is required for the ignition timing. As the exhaust pipe, carburettor, cylinder and cylinder head are all involved in the amount of heat, which the engine produces, they must be taken into consideration in the engine ignition setting. It all revolves round the heat which is produced in the combustion chamber.

An engine, which burns a particular fuel, can only tolerate a certain amount of heat and all the aforementioned factors relate to this heat build-up. As the ignition setting and its effect on the heat build-up are directly connected to the service life of the engine, it is important that you work accurately. Too much advanced ignition and you overheat the motor, too little and you waste power. Petrol and alcohol (Methanol) have different valencies by reason of their combustion properties. In general, alcohol burns more slowly than petrol and needs more heat (cooler combustion, so-called internal cooling with Methanol). The engine power can be influenced in several ways, by advancing the ignition timing and increasing the compression amongst other things. However, they can only use as much heat/energy as the engine can tolerate. Tuning is a very complex subject for experts and should always only be applied when high performance is required and the service life of the engine does not have any significant value.

Fitting an Additional Centrifugal Mass in the Form of a Rotor Disc to PVL, Selettra, Malossi or Kundo Ignitions

If a greater centrifugal mass is required, so-called centrifugal discs can be mounted as an optional extra on the rotors of Malossi, Selettra, Kundo or PVL Ignitions. These centrifugal discs are already included in the scope of supply with Malossi ignitions. Centrifugal discs can also be fitted with PVL and Kundo ignitions, however, they are not supplied as standard. These centrifugal discs are manufactured from high-tensile steel and must run 100% concentrically with the rotor and fit exactly. The material should undergo a crack detection test after machining and be finely balanced together with the rotor. The fixing screws must be secured chemically with Loctite. At speeds up to 20,000 rpm, vibrations occur with the slightest imbalance, which can not only destroy the crankshaft bearings but also lead to loosening of the rotor centrifugal disc and even the lateral journal. With faulty material (micro-cracks in the structure) there is a risk that the additional centrifugal mass is destroyed and quasi explodes due to the high rotational and centrifugal forces and the vibrations produced by the engine.

Warning!
There is a high risk of injury here and we would like to point out expressly that any liability and warranty are excluded. Only use the centrifugal discs supplied by the manufacturer.