DT125R FORUM

I've got an update. It's been a while since I've got a new stator but there is some inconcistencies in the service manual. Before I mentioned that the resistances reading match the manual. But that's regarding the values mentioned in the troubleshooting section. I'm referring to page 8-11 in the ignition section point 7. source coil resistance. There they mention 192-288 ohms which was where my old coil was within. That's over both source coils if I'm not mistaken. However the new coil has different resistances. And those actually match the values in the manual on page 2-8 general specifications - CDI source coil. There they specify both resistances: 730 and 600 ohms +-20%. So it seems there is an issue in the manual but also my old stator matches the troubleshooting value and the new one the ones in the general specifications... Regarding the old measurements. It turned out that the voltage in the traces above are the same for the two coils in series as well as for the small one alone. The big one actually outputs 0V so there is definitely a short under load in the bigger coil. Regarding the new coil. I measured both independent and I got a sine wave with 90Vpp (peak peak) for the smmall and for the bigger one around 460Vpp. So way more than before. If anyone is interested in the scope traces I can upload them as well. So I decided to just give it a try and it worked just fine and I've got spark again!! Buuuuuut.. the first test run, after roughly 50km I lost the spark again. Turned out that the stator got that hot that the solder liqifyed and all the cables detached from the source coil.. Also the stator tooth touched the flight wheel at some point since I saw some scratches. So I thought that's the cause why it overheated. So adjusted everything a bit and resoldered the cables and it worked for some time now without scratching and overheating. Until yesterday.. after some time going up hill the bike just turned off again and barely started again. I just made it home. Today I've checked it again and one cable was again detached from the coil. Now I'm thinking if the overheating was the root cause all the time which might also destroyed the old coil. But this leads me to the question what could cause this overheating. Could it be that the engine generally runs too hot? Does anyone have a clue what it could be?

Oh interesting. Seems like its a collaboration with Italkit. No good for a road going machine. You won't be able to run any lights etc. I'd recommend grabbing a lithium battery to go alongside this. I don't think the ignition timing is reprogrammable and it has a fixed static angle. So it terms of flexibility, from the limited information I read, it seems very limited. Great for race applications where you are basically open or closed throttle, but I'd steer clear for road use. Ignitech or Zeeltronic ignition systems for the win for a road going setup.

@simork6 damn I was looking into the ktm exhaust want to post some pics to make the swap easier I know yours isn’t in a dt frame but still may help me

@2stroke4smoke Glad you solved it. Generally there is no reason to worry about timing on a stock two stroke. Naturally if it's been modified...