Tachometers. Applies primarily to Airheads (information for other engines at the very end) PART 1, REPAIRS to ELECTRONIC Tachometers: In the above photo of the printed circuit board, 4 long red lines indicate the various capacitors. Disregard the short three lines area on the left, they were added by me for case parts alignment.
REPAIRS. CALIBRATION. PROBLEMS.
Connections & wire colors.
Retrofitting Electronic Tachs to earlier
models with mechanical tachometers.
© Copyright, 2014, R. Fleischer
HOW TO FIX one style of BMW ELECTRONIC TACHOMETER AS USED ON AIRHEADS. Example: symptom was typical for these ...jerky reading, wrong readings, irregular wrong readings, jumpiness may be mixed.
NOTE 1: Problems with jumpy and often quite high readings, intermittent, irregular, etc., can be due to poor connections at the coils, and poor grounding, particularly the system secondary ground at the front coil bracket.
NOTE 2: Problems in bike's wiring &/or in the ignition circuitry; even some green corrosion in the ignition coil towers or kill switch, etc., can cause WEIRD readings ...be sure those are not the problem! Only good way to be sure the KILL switch is not at fault is to bypass it, temporarily ....although if cleaned, and then symptoms gone, you found the problem.
BMW electronic tachometers are all somewhat similar in circuitry design. For this particular how-to-fix section PART 1, an R80ST tachometer, Motometer type 5440108500 was used. Other styles of tachometers are described in Part 2.
1. Remove rear 3 screws, any gaskets, etc. UNsolder black & red wires. Black goes to - terminal; red to + terminal, as shown above & marked on the printed circuit board.
2. Using the following circuit, rotate the potentiometer from one end to the other. The tachometer must smoothly change readings. The circuit values in the sketch below should be adequate to ensure the tachometer can read from near zero to at least maximum. If the tachometer is jumpy, be sure it is not the potentiometer. If jumpy, the tachometer "meter" either must be repaired (if you can find a place to do that); or, you must obtain another entire tachometer, or, the face unit section.
YOUR tachometer MIGHT have different values.
2. The capacitors are the common failure items. Replace all 4 of them; or, remove, test, & replace the bad one(s).
C1 is 2200 pf, 400 volt rating
C2 is 0.15 mfd
C3 is 47 mfd, 16 volt rating
C4 is 22 mfd, 10 volt rating. The meter has built-in mechanical damping, C4 provides additional damping.
3. It is highly unlikely any of the resistors (or the calibration potentiometer) will fail.
R1 is 30 Kohms
R2 is 4.7 Kohms
R3 is 2.2 Kohms
R4 is 180 ohms
R5 is 82 ohms
R6 is 100 ohms, rated 1 watt
R7 is 39 Kohms
R8 is 47 Kohms calibration potentiometer
4. ZD1 is a 6.8 volt zener diode
5. For the Nerdy: the meter requires 1 milliampere of current for each 1000 RPM indication. Thus, if your maximum dial indication is 8000 RPM, 8 milliamperes is required.
6. Of the 8 pin connector:
Pin 1 is high beam lamp.
Pin 2 is connected to the illumination lamps circuit in the motorcycle.
Pin 3 is neutral lamp (ground it to illuminate the lamp).
Pin 4 is GEN lamp (ground it to illuminate the lamp).
Pin 5 is the connection to the trigger for the tachometer (points in points models; Ignition module in 1981+ models).
Pin 6 is connected to +12 volts in the motorcycle & connects to the 4 lamps noted, & also connects to the tachometer illumination lamp.
Pin 7 is OIL lamp (ground it to illuminate the lamp).
Pin 8 is ground connection to motorcycle ground (-12v)
7. Clean the colored lenses from the inside after lamps are removed. Use Q-tips or similar, moistened slightly with ordinary household isopropyl rubbing alcohol.
8. For the ESPECIALLY NERDY! Data sheet for the integrated circuit:
The circuitry in YOUR tachometer will NOT be exactly the same as the circuitry in that datasheet.
9. Determining if the zener diode has failed is easily made with a voltmeter across it. Determining if the integrated circuit has failed is best done by a qualified electronics technician.
Applies primarily to Airheads (information for other engines at the very end) PART 1, REPAIRS to ELECTRONIC Tachometers:
PART 1, REPAIRS to ELECTRONIC Tachometers:
In the above photo of the printed circuit board, 4 long red lines indicate the various capacitors. Disregard the short three lines area on the left, they were added by me for case parts alignment.
PART 2, Everything Else:In most of the old style instrument pods with a combined speedometer & electronic tachometer, there is NO male plug for just the tachometer; as on the tachometer in PART 1, above. The tachometer for these has 3 very thin wires coming out of it. BMW has not published those wire colors on their schematic diagrams. The wires are brown, green, and red. These colors correspond to brown being battery negative or chassis ground; green being signal from the ignition; and red being +12 volt power. These are standard industry-wide colors for those functions. FYI, brown signifies EARTH, another way of saying electrical ground. The METER of these dual instrument pods tachometer has red & black wires going to the circuit board, red for + and black for -. That is the same as the R80ST Tachometer, in PART 1.
FROM the tachometer assembly, you will find the mentioned three wires to male spades in the instrument housing board. Brown to #12, green to #10 and red to #8. DO NOT REVERSE NOR MIX UP THOSE WIRES.
(1) Tach installation information:
If the black lead from terminal 1 of the ignition coil (POINTS connection) does NOT exist in the pod, then you need to drill the holes. IF the black connection IS present, it will be known by an actual connection at pin position #10 of the 12 pin plug.
The tachometer wiring is:
red = +12
brown, as usual is ground (same as battery negative or chassis, or engine case, etc.)
green = signal to ignition coil terminal that the POINTS connect to.
BMW has a SEAL available to block off the mechanical tachometer takeoff area. The worm, etc., at the engine case, is left in place. The seal is 63-23-1-351-257.
For bikes with the pod style 2, the electronic tachometer will be, for some models 62-13-1-243-434. Tachometers for various bikes and years come with different dials and markings, and thus have different part numbers. Check common dealership fiche for yours. In any event, the tachometer is a VERY pricey part, & a good used item can be considered. Note that any tachometer specified to work on a Harley Davidson "dual fire", such as Drag specialties or similar, will also work OK on any wasted spark Airhead ignition, but trying to put such into the existing pod will be 'interesting'.
Do not depend on your year, 1977 or 1978, for your bike. BMW begins production of the following year's models immediately after the annual month-long vacation in August. PLUS: there CAN BE anomalies. It is easy to see what is inside your pod, and the color of the pointer, dial, and where the yellow and red portions begin.....ETC.
(2) Tachometer calibration check (ANY tachometer version):
Harbor Freight Company has at least two types, that are NOT expensive, that can be used.....BUT....the method shown below is useful for ANY ENGINE and is VERY accurate. You can use my method to adjust the rpm of an engine, perhaps even your lawnmower's rpm governor; & you can use it to check tachometer calibration.
No matter what type of tachometer you have, mechanical or electronic, what follows is a simple way of checking the calibration of your tachometer. This method works with nearly anything that rotates. This method is typically MORE accurate than tachometer checkers. It is comparable, or better, to a quality electronic impulse counter.
What you will do is to take advantage of the extreme accuracy of your electric power line alternating current frequency. The frequency is held VERY precisely to 60 Hz (Hertz) in the USA (aka '60 cycles per second' or cps or cycles, etc). Old-fashioned teeny-motor-driven clocks were powered by that, & kept perfect time for YEARS. If you are in a Country with 50 Hz power, you need only to slightly change the number of lines and calculation.
What follows is specifically for the Airhead Boxer Twins, but is adaptable to any engine where you can get to the crankshaft ...and the procedure can be modified to work with the camshaft instead of crankshaft, because the camshaft rotates at half the RPM of the crankshaft.
Disconnect all battery negative wires, THEN remove the front cover of the engine. Disconnection is done to prevent damage to the stock diode board as you remove the cover. Reconnect the battery (disconnect again when done before replacing cover).
Clean the flat end of the alternator rotor, & mark that end with SIX (6) white paint lines radially, at ~ 60° apart. Try to keep them thin & reasonably straight & from the center outward. You can use white permanent paint or whatever you want. Sometimes I make up a small piece of black paper with white lines, & use fast drying rubber cement to hold the paper to the end of the rotor. The results, from whatever method you use, is a stroboscopic disc.
If you love tools, I suggest you make the disc of metal (or?), of decent diameter so it is easy to read, paint the disc flat black, & paint or engrave the thin white lines. Put a hole in the center, & obtain a longer than normal alternator bolt, modifying it so it works like the original bolt. I suggest you make the bolt from a 8.8 grade or high material. Make a round stepped spacer of insulating material, such as from fiberglass rod, to space the disc away from the alternator and not make metallic contact with the end copper of the rotor. You could make this of metal, if paying attention to the rotor end flat electrical area. The part that fits into the rotor recess is hardly critical in diameter nor depth. Perhaps 0.550" diameter, and you do not have to make it a stepped part. I made one for someone that was nothing but a piece of 1/2" diameter brass rod, with a hole in the center. You need not use more than a light torque on the bolt (a few foot-pounds is enough for this), as it is the taper fit of the rotor to the taper of the crankshaft nose that keeps the rotor from coming off. NOTE that the bolt must have some of its threads removed similarly to the stock bolt so it actually tightens by screwing into the CRANKSHAFT, and not the rotor just like the original. The bolt is longer by the thickness of your spacer plus thickness of the disc. Nothing critical. Don't forget to re-install the original bolt later (torquing to minimum side of specifications).
I have a friend who loves tools. He has a vast collection. He made a large diameter disc with a step on the rear and inserted a plastic electric insulating spacer. After he made the disc, he painted the disc flat black epoxy. After the paint hardened he used a milling machine divider table and teensy rotating end mill, to make the 'lines' ...maybe 1/8" wide ....all precisely at 60 degrees. No need to do all this, but he appreciates nice tools. He filled in the lines area with white epoxy paint. Lovely thing. He also made a very nice allen-headed bolt, it even has a taper head.
I simply use a fine artists brush & white fast drying paint, or chalk, or old-fashioned tailor's marker, & mark the end of the stock rotor. I also use to have an old engine cam degree wheel that I put the radial lines on the unused reverse side of the degree wheel. I gave it to someone who lusted after it.
OLD TYPE fluorescent lamps (longish tube types) turn on & off with power line voltage changes. This is called A.C., which means it is an Alternating Current, which goes through a complete cycle of: off; on-positive; off, on-negative; all this twice per "cycle" (or twice per Hertz, abbreviated Hz). That means 120 light flashes PER SECOND for USA 60 Hz power. These old-fashioned fluorescent lamps are gas discharge lamps, the electrical discharge causes phosphor coating on the inside of the glass to light up. This happens very fast. The flashing occurs so fast that our human eye & brain do not distinguish the flashing as such, but as continuous light. The picture on your TV screen flashes its picture too, at 30 times a second in the USA. It is the stroboscopic effect that causes spoke'd wheels on cars to look crazy, even rotate backwards sometimes, in movies, due to the rotating camera shutter rpm. So, these old style lamps (and SOME newer CFL types) are going to be used by you as stroboscopic lamps.
SOME coiled (CFL) fluorescent lamps also do this flashing with the power line, but many do not. I can offer no hard and fast rules for make nor model of easily available CFL lamps. I tested some CFL's until I found one that worked well; but did not bother to test on engines to start with. I simply put a standard TURNTABLE measuring strobe disc on a turntable, powered the turntable, and shined the CFL on the strobe disc. If it showed very distinct lines, then I knew the CFL was THE ONE. My long fluourescent tubes in the shop work fine too....but you need the shop a bit darkened, and they point downwards. Best to have a proper lamp on a drop cord, or something....so you can bring it close to the engine. No, you can NOT use 12 volt powered fluorescent lamps.
Incandescent (heated filament) lights do the same sort of fluctuating changes, but the extremely low INERTIA of the heated filament heating/cooling is such that almost no change in effective light level happens, so
If you have long tube shop lights, they are often OK for our purposes here if they can shine on the disc OK. Many an old desk lamp with a long round fluorescent tube will work fine. You could also use an old neon lamp if you had one. As mentioned, short fluorescent tube lights with a cord attached, used on 12 volt connections to your battery, will NOT work for our purposes here.
When the engine is started, shine the lamp on the strobe lines you made, & watch the markings. There will be SIX, appearing to be fully stopped from rotating, at precisely 1200 rpm. Same at TWICE & THREE times that rpm, and so on. Check your instrument pod's tachometer reading!
That means that using 6 lines you can check your tachometer or engine rpm at 1200, 2400, 3600......
Note that you do not have to use 6 lines, in fact you can use one, two, three, or four. You just need to know how this all works, so as to interpret the results.
An example and explanation:
Let us imagine you have a SINGLE white line on the rotor's end, radially from the center to one side, and that the engine is rotating that crankshaft-affixed rotor at precisely 1800 rpm. You will see FOUR lines illuminated by the fluorescent lamp. Why?
Because at 1800 RPM that means 1800 revolutions per every 60 seconds. So, dividing, you have 1800/60, or 30 revolutions PER EACH SECOND. Every SECOND of time the rotor has turned 30 times. Because the lamp is flashing exactly in accordance with the power line rate, every second the light is flashing 120 times. Remember: 60 Hz x 2. Thus, 120/30 is 4 lines appearing to your eye. If the rotor is at a slightly higher or lower rpm, the lines will appear to rotate in one direction or the other (nerdy: higher rpm causes lines to advance with the movement).
So, what about 2400 rpm? Same mathematics applies, & you get THREE lines.
So, while you do not have to mark 6 lines. I suggest you do, as it is very convenient.Some countries use 50 Hz; what do YOU think the number of lines and rpm for FIVE lines should be??? Go back a few lines re-read three times ....and THINK!
In practical use: Note the electronic or mechanical tach error, if any. I suggest you check the tach at several points. Just what points you check, depends on the number of lines you painted or otherwise made; and, if you have 60 Hz or 50 Hz power. Perhaps you want to check the tachometer at 1200 rpm, & then multiples of 1200. I do suggest that you check the tachometer near yellow/red line areas, as those are critical for engine life/safety. Since every multiple of 1200 will produce the same indication (of sorts), the rpm's for 6 lines (USA 60 Hz power) are: 1200, 2400, 3600, 4800, 6000, 7200. Watch the strobe & perhaps have a buddy watch the tach, as the RPM is increased.
If you have been thinking way ahead, yes, you could mark your teeth on the flywheel ....but they are an odd number, but being off slightly would be OK. You can even mark the wheel spokes (take into account the gear ratios involved). rev: © Copyright, 2014, R. Fleischer Last check/edit:
Monday, January 15, 2018
The method will also work on any engine where you have no access to the crankshaft, but will have access to the camshaft drive. For most engines, the CAMSHAFT will rotate at EXACTLY one-half of crankshaft speed. Thus if you can get a radial disc, paper, metal, drawn lines, whatever, on the camshaft, you can read the effective crankshaft rpm by simply multiplying by 2.
You can actually 'stop the movement' under the strobe light, of such as valve rocker arms, valves and valve springs, etc. Have fun!
03/16/2006: Add calibration information + minor editing for clarity.
01/14/2009: Was 38A.
06/14/2009: Minor type fixed; plus add information on use of CFL's.
02/15/2012: Chk article, particularly to be sure the strobe lamp usage is fully explained.
08/25/2012: Add note at top to avoid confusion about tach wires colors & pod connector colors, etc.
10/25/2012: Revise for clarity; add information for color coding & pod plug & spades information for both types of pods; clear up confusion on not only the two pod types of wiring, but the meter, the plug pin differences, & the 'factory conversion' information. Add Other engines section.
02/13/2014: Revise entire article for clarity; include /5 notes too.
09/18/2014: Revise for smaller screens & again improve clarity in a few areas.
12/19/2015: Begin to: Update meta-codes. Add REPAIRS. Condense & clean up. Add section on use of the flywheel (clutch carrier).
04/02/2016: Update metacodes, layout, colors, fonts, etc.
12/03/2016: Metas, scripts, HTML excesses, layout, explanations improved.
05/28/2017: Clean up excessive colors and fonts.
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Last check/edit: Monday, January 15, 2018