assembly instructions for the icm assembly ... - Silent Hektik

ASSEMBLY INSTRUCTIONS FOR THE ICM 


ICM_E_04f (c)1997-2008 8. Juli 2009 

SILENT HEKTIK Hansastr. 72b 59425 Unna Germany Tel. (+49) 02303-257070 Fax. (+49) 02303-257071 Page 1


SAFETY REQUIREMENTS AND COMMENTS: 

Attention: HIGH VOLTAGE! DANGER ! Attention, flammable fuel: DANGER OF FIRE AND POISONING ! 

To prevent any damage to persons or goods when working on vehicles with fully electronical, digital high-voltage ignitions and 

fuel injections please take notice of the following: 

� read the manual carefully and completely and follow all instructions 

� Installation and operating of the ICM requires specialized knowledge and special tooling 

� People having a cardiac pacemaker shouldn’t work on electronic ignitions 

� To synchronize the carburetors NEVER pull off a sparkplug-socket but use a gauge 

� Never touch or pull off an ignition wire with the engine running or while starting 

� Connect or disconnect any ICM wiring only with the ignition switched off 

� Connect high voltage cable with or without sparkplug-socket to ground after removing 

� The performance control of the high-voltage block by using a spark line against ground causes damage 

� Always switch off the ignition when washing the bike or the engine 

� When electric-welding disconnect the ignition module off the wiring harness 

� Starting aid by using an express-charger shouldn’t be operated more than 1 minute with a maximum of 15V 

� No warranty respectively the correctness of the ICM-data on modified eng., a tuning by the tuner is absolutely necessary 

� Pay attention to unleaky fuel pressure hoses; -protect eyes, face & hands against fuel 

� Catch escaping fuel immediately with a adequate container -work in well ventilated rooms only 

� Smoking, eating and drinking is absolutely forbidden -open spark-lines are not allowed 

� Guarantee -, Replacement or claim for compensation only in reference to the supplied electronic 

� Mistakes and changes in future to be accepted. 

SPECIFICATION AND PARTS-LIST : 

1 piece ICM central unit 

1 piece ICM monitor software on a 3,5” disk 

1 piece Sub-D9 PC-cable, serial 

1/2 piece Power ignition coils 

2/4 piece Power ignition wire NEW 

2 piece Throttle body’s , assembled 

1 piece pump block, assembled 

2 m pressure hose 2mm Polyamide 

1 m fuel hose 6x2mm, w/o fabric 

1 piece metal fuel-filter plus two 90° fittings 

2 piece temperature sensor with nut, stainless steel 

1 piece plug- and socket-grease 

10 piece cable-tie small 

10 piece cable-tie big 

1 piece pickup with rotor and socket (Guzzi & BMW) 

1 piece pickup counter-socket (Guzzi & BMW) 

ASSUMPTION FOR THE ASSEMBLY: 

1 piece Timer socket, 25 poles 

1 piece Timer socket, 3 poles with rubber spout 

4 piece Timer socket, 2 poles with rubber spout 

38 piece Timer power contacts 1-1,5 qmm 

5 piece FastOn plug, 6,3mm with spout 

3 piece Crimp eyes, 5mm lug 

1,3 m 1,5 mm² cable, red 

1,3 m 1,5 mm² cable, blue 

7 m 1,0 mm² cable, red 

2,5 m 1,0 mm² cable, blue 

1,3 m 1,0 mm² cable, black 

1,3 m 1,0 mm² cable, green 

1,3 m 1,0 mm² cable, grey 

1,3 m 1,0 mm² cable, brown 

1,3 m 1,0 mm² cable, yellow-green 

1,3 m 1,0 mm² cable, yellow 

1,3 m 1,0 mm² cable,white 

5,5 m 4 mm Insulation-tube, black 

1,5 m 5 mm Insulation-tube, black 

Specialized knowledge regarding motorbike-technique and vehicle-electronic; in particular in motormanagement & -tuning. Complete 

workshop equipment with tooling, test- and diagnosis-devices. 

IBM compatible PC with WIN 98, NT, WIN2000 or XP operatind system for diagnosis and mapping. 

Crimp-pliers with grip-pliers-mechanism for the AMP-Timer-Power-contacts 1-1,5 mm² (can be purchased from us), de-insulationpliers, 

test-lamp, strobe-light. 

WARNING: 

This engine management with all parts does not comply with federal safty regulations for standard aircraft. This engine management 

with all parts is for use in experimental and ultralight uncertified aircrafts only and only in circumstances in which an engine 

managment failure will not compromise safty. The user Before operating this engine management with all parts read operators 

manual. The use of SH products in experimental and ultralight aircrafts lies expressly in the responsibility of the user. The user has 

to guarantee and answer for the function after installation of all Silent Hektik parts by thorough test. Engines in ultralight uncertified 

aircrafts can stop during flight. 


SENSORS: 


The ICM-box is able to work with up to 10 analog inputs. 1.Air-pressure sensor, 2.voltage, 3.CO-potentiometer, 4.throttlepotentiometer, 

5.left-hand PM-sensor, 6.right-hand RPM sensor, 7.air-temperature, 8.engine-temperature, 9.left-hand Lambdaprobe, 

10. Right-hand Lambda-probe. 

The airpressure-sensor, the CO-potentiometer as well as the voltage-reading is located inside the ICM-box; no assembly necessary. 

The throttle-potentiometer is already installed on the right-hand throttle body, so no assembly required either. Both Lambda 

probes are not included in the specifications; an optional assembly is possible. 

To mount on the vehicle there are only both temperature sensors left as well as in case of Guzzi & BMW the pickup. 

AIR-TEMPERATURE-SENSOR: 

The air- and engine-temperature-sensors are identical. The stainless steel case has a M10x1mm 

thread like the small spark plugs. 

The air-temperature sensor can be mounted on top or at the back of the airbox. To prevent the 

airbox from cracking by vibrations the use of a small aluminum-plate with a thread on the inner 

side of the box is recommended. 

When using open intakes the sensor should be mounted near the intakes. Mount the sensor to the 

frame with the biggest distance to engine possible. 

Ducati 900SS ´93 

ENGINE-TEMPERATURE-SENSOR: 

The air- and engine-temperature-sensors are identical. The stainless steel case has a M10-1mm 

thread like the small spark plugs. 

Mounting on a Guzzi: Thread in the cooling fins of the Z-head above or next to the inletmanifold, 

or hole in the valve-cover 

Mounting on a BMW: Thread in the cooling fins of the Z-head above or next to the inletmanifold 

Mounting on a Ducati: in the front upper valve-cover of the horizontal cylinder 

We do not recommend an installation on or in the oil-pan as it could cause leakage’s due to the 

low torque when tightening the sensor. 

The plus-pole of the temperature sensor is the same as on the injection-jets: see plus-symbol 

Ducati 900M/SS in the fins 

useable solution, optical OK 

2V-Boxer R100R 

2V-Boxer R100R 

Thread in the fins, simple and OK 

Guzzi 1100 Sport Thread in the fins 

simple solution but OK 

SILENT HEKTIK Hansastr. 72b 59425 Unna Germany Tel. (+49) 02303-257070 Fax. (+49) 02303-257071 Page 3 

Guzzi - 1100Sport


MAGNETIC POLARIZATION OF THE BOSCH ALTERNATOR - GUZZI AND BMW: 

For a faultless function of the ignition system the south-pole has to be on the slip 

rings of the Bosch-alternator-rotor. Up tonow that’s been standard on all OEM 

alternator-rotors. Aftermarket or exchange alternator-rotors are very often poled the 

opposite way. With a compass the polarization can be checked easily. With the ignition 

switched off the north-pole of the compass is drawed to the rotor by his south-pole. 

The correct polarization of the alternator-rotor can be achieved by changing the rotor 

or exchanging the of the alternator carbon brushes. We recommend to use a correct 

alternator-rotor as the performance of the alternator will increase by that. By 

exchanging the carbon-brushes the left-hand brush needs to be insulated like the 

right-hand one. Original insulation material can be purchased from every specialized 

dealer. The magnetic polarization of Saprisa-alternators or Ducati-alternators doesn’t 

need checking. 

PICK UP AND ALTERNATOR-ROTOR GUZZI & BMW : 

The ignition rotor needs to be mounted on the alternator-rotor. Therefore use the 

original screws. Please check the connecting surface of the rotor and remove 

eventually excisting grades which can be found through the wearing of the lock-plate 

very often. 

The Pickup has to be mounted to the Bosch alternator with the screws of the U-V-Wsocket. 

At the Saprisa-alternator you are using the original screw with the 5mm spacer; 

moreover a 5mm thread has to be attached to the alternator. 

The distance between rotor and pickup should be 0.2-0.3 mm on all wings. The basic 

mechanical adjustment relates to the static ignition-moment: 

Guzzi Cali`s & Tourer 4°-6° BTDC Guzzi all LM`s 8° BTDC 

Ducati, all models 6° BTDC BMW all 2V-boxer 6° BTDC 

For the basic adjustment use the right-hand cylinder and the corresponding ignitionrotor-wing 

like shown on the picture. 

The leaving edge of the rotor should be located at the center of the pickup steel-core; 

The wing is rotating clockwise. To hold the rotor when tightening use the wrench of a 

cutting-off grinder. 

Check the static ignition timing with a strobe-tool at 1200 rpm & 0%TPS & 90°C. Below 

980 rpm & > 0%TPS & < 70°C the idle-stabilization is working. 

The left cylinder doesn’t require any adjustment. 

IGNITION COILS: 

Exchange the original coils by the Silent Hektik coils. In principle powercoils should 

always be cooled by the riding-air if possible -> mount below the steering head. 

Under the assumption that the ignition system is working properly the electrode-gap 

can amount to 0,5-0,7mm. 

Please use only interference-free coil- and sparkplug-sockets with a minimum 

resistance of 5 kW as well as resistor sparkplugs. This fully electronic system will only 

work properly with a very good interference suppression. 

Only coils with a primary resistance of at least 3 OHM are allowed. -> loss of 

guarantee!!! When switching off the engine the power-box of the module will be 

switched off after a few seconds. Please remind this fact when working on it! 

Electronic rev-counters are to be connected to clamp K_1 of the coil. 

The rev-counter outlet of the box is supplying half of the Rpm`s for some Guzzi 

models. 

ADJUSTMENT: 

As a basic adjustment for ALL singlespark-ignitions (standard ignitions) the 34° curves 

are coming into question. 

Guzzi Cali`s & Tourer Nr. A Guzzi all LM`s Nr. E 

Ducati, all models Nr. D BMW all 2V-boxer Nr. C 

At engine “ping”, like when using low quality fuel or by running a sidecar please use 

the next flater level curve with 34° BTDC. To adjust a Twinspark ignition (two 

sparkplugs) it needs a lot of experience and sure instinct. We recommend to follow 

the instructions of the tuner. When adjusting yourself please start with the following 

adjustments and try the curves below or above while riding the bike: 

Up to ˘ 90mm and up to a compression ratio of 10:1 Nr.6 

Up to ˘ 90mm and from a compression ratio of 10:1 upwards Nr.5 

At maximum driving-dynamic and smoothest engine-running the adjustment is 

finished. With compression over 1:10 you should use radio compressed spark plugs. 

Compass-north to Bosch alternator-south 

Pickup on Bosch-altn.- right hand cylinder 

Pickup on Saprisa-altern. - right cylinder 

Coil-installation on a boxer, new frame 

Coil-installation on Guzzi 1100 Sport 



INSTALLATION OF THE PICKUPS AND THE ROTOR : 

The ignition rotor needs to be mounted to the crankshaft. Therefore use the 

original screws. Please check the connecting surface of the rotor and remove 

eventually excisting grades which can be found through the wearing of the lockplates 

very often. 

On Ducati belt-engines either the original Kokusan pickup can be used 

Sensor-plus = yellow sensor-minus=black 

Or the supplied Silent Hektik pickup: 

Sensor-plus =red sensor-minus=black 

The distance between rotor and pickup should be 0,3-0,6 mm on all wings. The 

basic mechanical adjustment relates to the static ignition-moment of 6°-8° BTDC 

for all models = rear picture for the rear/vertical cylinder. 

For the basic adjustment use the right hand (rear/vertical) cylinder and the 

corresponding ignition-rotor-wing like shown on the picture. 

The leaving edge of the rotor should be located at the center of the pickup steelcore. 

Please pay attention to the direction of the rotation. 

Ducati beltdrive right = rear/vertical left = front/horizontal 

Ducati bevel right = rear/vertical left = front/horizontal 

Guzzi right = right-hand left = left-hand 

Check the static ignition timing with a strobe-tool at 1200 rpm & 0%TPS & 90°C. 

Below 980 rpm & > 0%TPS & < 70°C the idle-stabilization is working. 

The left (front/horizontal) cylinder doesn’t require any adjustment. 

INSTALLATION OF THE COILS: 

The coils are replacing the original coils. Depending on the model the mounting 

supports will fit. When laying the wiring please make sure you to use the biggest 

distance between the pickup wiring and the ignitions-cables to prevent any 

interference’s. The coils should be could by the riding wind. 

The crankcase has to have a very good ground-connection to the battery -> 

Battery ground wire to crankcase! 

Under the assumption that the ignition system is working properly the electrodegap 

can amount to 0,5-07mm. 

Please use only interference-free coil- and sparkplug-sockets with a minimum 

resistance of 5 kW as well as resistor sparkplugs. This fully electronic system will 

only work properly with a very good interference suppression; especially in 

combination with old alternator regulators. Please protect all socket-connections 

with socket-grease against humidity. Never use any battery-pole-grease as this kind 

of grease is alcalic. Soldered crimp-connections do brake and cause malfunctions 

through engine vibration. Defective Engine-stop switches mounted on handlebars 

and side-stands are very often a source of problems. 

Only coils with a primary resistance of at least 3 OHM are allowed. -> loss of 

guarantee!!! When switching off the engine the power-box of the module will be 

switched off after a few seconds. Please remind this fact when working on it! 

Older rev-counters can be connected to the grey output of the box. Newer revcounters 

can be connected to the coil socket KL1-. The box won’t be destroyed by 

trying out. 

ADJUSTMENT: 

As a basic adjustment for ALL singlespark-ignitions (standard ignitions) the 34° 

curves are coming into question. 

All Tourer, Comp. Ratio 1:9 Nr. E 

At engine “ping”, like when using low quality fuel or by running a sidecar please 

use the next flater level curve with 34° BTDC. To adjust a Twinspark ignition (two 

sparkplugs) it needs a lot of experience and sure instinct. We recommend to 

follow the instructions of the tuner. When adjusting yourself please start with the 

following adjustments and try the curves below or above while riding the bike: 

Up to ˘ 90mm and up to a compression ratio of 10:1 Nr. 6 

Up to ˘ 90mm and from a compression ratio of 10:1 upwards Nr. 5 

from ˘ 92mm and up to a compression ratio of 10:1 Nr. 2 

from ˘ 92mm and from a compression ratio of 10:1 upwards Nr. 2 

At maximum driving-dynamic and smoothest engine-running the adjustment is 

finished. From compressions ratios of 10:1 upwards interference-free sparkplugs 

have to be used. 

static ignition timing at the pickup 

for the back cylinder (right) at ca. 6°-8° BTDC 

static timing 6°-8° BTDC 

all modells - singel- & twin-spark 

Check the static timing at 1200 RPM for the back 

cylinder with a timing light through the window 

( for racing-cams MIDDLE screw-head ) 

Coil-installation on frame for air-cooling 


80 

5 

35 


R35 

105 

THE INTAKE CHANNEL: 

The intakes of both cylinders have to 

be enlarged around 4mm out of the 

center and tapered adapted to the 

mounting distance on a length of 

about 40 – 50mm. By this chance the 

ports around the valve guides can be 

widened on both sides around 1- 

2mm. 

For the installation of the intake parts 

the paper gaskets should be fitted 

with a bit of Hylomar. 

The 944cc cylinders have to be installed 

as per the Ducati workshop 

manual. 

At the 900M the engine can remain in 

the frame; at the 900SS the engine has 

to be removed. 

It is a lot easier if the piston is installed 

in the cylinder on a bench first 

before connecting it to the conrod. 

Neither cylinder nor pistons should be 

rubbed with oil or grease; the factory 

coating is perfect for the first run in. 

Inside the combustion chamber the 

edges of the squeeze-edge should be 

modified to a 2mm radius. 

THE INTAKE FUNNELS: 

Both funnels had been computerdesigned 

especially for the Ducati 

engine. Even though they are quite 

long a maximum RPM of 11.000 RPM is 

possible. 

At the 900SS both funnels lead into 

the original airbox-holes. No further 

modifications are required. 

At the 900M the left body has to be 

mounted below a crosswise strut and 

therefore a new hole for the funnel is 

required. 

This hole can be cut into the plastic of 

the airbox by using a sharp knife or a 

fine saw blade. 

Due to the curve of the funnel an oval 

hole is required; the funnel might 

touch the inner side of the airbox and 

therefore might need to be adapted a 

few millimeters (see right-hand picture) 



BEVEL-DRIVE: 

At bevel drive engines the original 

intake funnels can be used. Pay attention 

to the flame-sieves to avoid unpleasant 

hot calfs. 

THE PUMP-BLOCK: 

At the 944ie kit the pump-block has to 

be mounted to the back of the airbox 

with 4 screws, in direction to the Battery. 

900 M/SS BELT DRIVE: 

The 944ie kit is perfectly designed for 

the use on a 900SS. The intake funnels 

fit right into the airbox. -> see right 

At the Monster-models you have to 

create a hole as a crosswise strut of 

the frame is in the way of the rear/ 

standing cylinder. For use in competition 

this strut should be moved to 

achieve an optimum for the intakesystem. 

STOCK - MANIFOLDS 

For the 900 SS & Monster belt-drive 

models we also sell 42mm bodys for 

the stock-manifolds. 

The original rubber-parts are used 

with it. 

The pump-block finds a place on the 

frond side of the air-box. 


PS 

100 

90 

80 

70 

60 

50 

40 

4ooo 

6ooo 

8ooo 

DIN-PERFORMANCE: 

900M Serie 

944ie 

944SS Mikuni 

10ooo 

red = ICM mit 944ccm 95 HP 

gray = Mikuni mit 944ccm 84 HP 

blue = Serie mit 904ccm 73 HP 

U/min 

Nm 

100 

80 

60 

40


THE THROTTLE BODIES AND THE JETS: 

The throttle bodies are replacing the carburetors and are to be mounted to the standard intakes. For the pivot of the throttle 

bodies on BMW the standard throttle cables as well as the original throttle-handle for the 40´ Bing carbs can be used. For Ducati 

and Guzzi you`ll need to install a Tommaselli throttle-handle in combination with LM1 throttle cables. The cables should have a 

back lash of about 1mm. 

The adjustment of the idle as well as the synchronization of the throttle valves have to be done via the block-screws on the inside. 

The procedure is quite the same as in case of carburetors. Engine-revs via throttle block-screws, air-fuel-mixture via map-figures of 

the ICM-monitor. The adjustment with the maximum rev`s of the engine when idling is the correct adjustment. The idle should be 

between 1050 and 1100 RPM with the engine at normal operating temperature. When the adjustment is finished, the ICM-box 

should be switched off and on once to save all parameters. 

BMW 2Ventil-Boxer 40er Bing replacement Ducati beltdrive 38er Mikuni replacement Guzzi Big-Block 40er DellOrto replacement 

On the right-hand throttle body you`ll find the throttle-potentiometer. This sensor is recording the angle of the throttle valves 

and assigning it to the corresponding load of the engine. 

On the jet-brackets you`ll find two hose-connections for the fuel-lines. One line is the fuel feeding, the other one is the return. It 

doesn’t matter which one of the connections you are using what for. Please pay attention to push the stiff pressure-hoses up to 

the end of the connection and to tighten the cap-nuts up to the block. 

Via the feeding- and the return-lines the injection jets are permanently rinsed with fuel and together with the very thin pressurelines 

a very high flow-speed is achieved, which is carrying gas-bubbles away and cooling down the injection jets. 

On our throttle bodies we are using 4 different types of jet-technologies. The choice depends on the specific vehicle the system is 

going to be used for: standard, medium and pico. 

For the synchronization of the throttle bodies you HAVE to use vacuum gauges. With the sparkplug-socket pulled off parts of the 

electronics can be harmed, even if this can’t be recognized immediately. 

2VBoxer Cafe-Racer 

Guzzi 1100S 

Test of the injection-volume at 1,3 bar system-pressure, 12V and 20°C: 

Size color fuel-volume 

————————————————————————–——————————— 

Standard white 17ml ^ 6,2 Ltr/h 

Standard beige 35ml ^ 12,6 Ltr/h 

Medium grey 36ml ^ 13,1 Ltr/h 

Medium green 32ml ^ 11,5 Ltr/h 

Medium black 21ml ^ 7,6 Ltr/h 

Pico türkis 16ml ^ 5,8 Ltr/h 

Pico orange 20ml ^ 7,3 Ltr/h 

The arrangement of the jets guarantees 

an optimum air-fuel-mixture as the fuel 

jet is heading directly into the gap of 

the throttle valve, where the gasflow is 

at the maximum speed. 

It has been applied for a patent for this 

novel procedure. 



THE PUMP-BLOCK: 

The feeding of the pump-block is located on the pump side, 

as shown on the right hand picture. The fuel needs to be 

filtered to avoid plugging of the jets. Use only metal-filters 

as the suction-volume of the pump would cause the dirt to 

break through paper or plastic filters. To avoid air-lock ups 

please mount the filter vertical right after the fuel cock. 

For the return-line please use the 6mm connection of the 

pressure regulator as shown on the left side of the picture. 

The 4mm vacuum-connection in the center remains open 

Please pay attention to short and unfolded hoseconnections. 

Please use rubber- or silicon-hoses with an inner 

diameter of 6mm and a material-thickness of 1,5 to 

2mm. 

Secure all hoses on its connector against slipping off with a 

cable tie. The hose-system is self bleeding. Never let the 

pumpblock run dry! 

The pumpblock is operating with a system pressure of 1,3 

bar and a current consumption of 2,5A at 12,5V. Each hour 

120 / 140 Liter fuel are circulating. 

On the pressure-side the feeding- as well as the return-line 

have to be mounted by using the blue cap nuts. Please pay 

attention to push the stiff pressure-hoses up to the end of 

the connection and to tighten the cap-nuts up to the block. 

The pumpblock can be mounted horizontal or vertical, but 

never direct next to heat-emitting parts like the exhaust or 

cylinderheads as this might cause gas-bubbles. 

A cooler location guarantees safe operations under hot circumstances 

(like stop and go traffic) and supports the lifetime 

of all parts. 

To minimize the noise of the pumpblock you can mount it 

on silent-blocks. 

With the engine switched off the pump shuts off after 

about 10 seconds. 

If possible the pumpblock should be mounted below the 

level of the fuel tank. When mounting it above the level of 

the fuel tank a maximum height of 30 cm shouldn’t be exceeded. 

On feedings longer than 1m a check valve needs to be installed 

right next to the tank. 

The pumpblock can be used with any kind of pump gas, 

leaded or unleaded, mixed or with alcohol. 

Using additional aggressive additives can reduce the lifetime 

of the system dramatically. 

Minus on the pump; at the top of the picture – M5 nut 

Plus on the pump; in the button of the picture – M4 nut 

The 4mm tube next to the connections is not in use 

Pumpblock on a Ducati 900M/SS – belt drive 

Pumpblock on a Boxer R100R 

Pumpblock on a Guzzi 1100 Sport 

10mm out of the center 


THE ICM-BOX: 


The ICM-box is the heart of the system. Here all sensors and actors 

are connected to. 

On the front side you’ll find the 25 pole socket as well as the COpotentiometer 

(anti-clockwise is richer) left to it. 

On the back side you’ll find the Sub-D for the connection to the PC. 

As mounting location we do prefer the frame-triangle below the 

seat. The ICM-box should be somehow protected against water. 

The feeding to the 25 pole socket should be handled very carefully: 

free of any mechanical excitement and protected against vibration 

and scrubbing with an Insulation-tube. 

First you should determine all cable length to then lay the insulation 

tube. From there it goes to the single sensors and consumers. 

Kabelbinder 

ICM-box in the tool-box of a Boxer 

14mm Iso-Rohr 

ICM Box on a Ducati 900M with standard airbox and 

small Hawker-battery. Ignition-coils are mounted to 

the frame. 

Mounting the ICM under the seat is more useful. 

The wiring harness should be laid from the ICM-box to the single components. 

Care and a very good crimp-pliers are the basic assumptions. 

5mm Iso-Rohr 

ICM-box under the seat of a Guzzi 1100 Sport 


Schalter 


4D - Kennfeld Umschaltung für ICM 11-2006 

Index F E D C B A 9 8 7 6 5 4 3 2 1 0 

Last 0 2 4 7 11 16 22 28 34 40 47 54 60 67 73 80% 

Offset 8 8 8 8 8 8 8 8 7 6 5 4 3 2 1 0° 

———————————————————————————————————————————————————————————————— 

150°C 20 20 20 20 20 20 20 20 19 18 17 16 15 14 13 12° 

140°C 22 22 22 22 22 22 22 22 21 20 19 18 17 16 15 14° 

0 22 22 22 22 22 22 22 22 21 20 19 18 17 16 15 14°vOT 

23 23 23 23 23 23 23 23 23 21 20 19 18 17 16 15° 

1 24 24 24 24 24 24 24 24 23 22 21 20 19 18 17 16° 

25 25 25 25 25 25 25 25 24 23 22 21 20 19 18 17° 

2 26 26 26 26 26 26 26 26 25 24 23 22 21 20 19 18° 

27 27 27 27 27 27 27 27 26 25 24 23 22 21 20 19° 

3 28 28 28 28 28 28 28 28 27 26 25 24 23 22 21 20° 

4 29 29 29 29 29 29 29 29 28 27 26 25 24 23 22 21° 

5 30 30 30 30 30 30 30 30 29 28 27 26 25 24 23 22° 

6 31 31 31 31 31 31 31 31 30 29 28 27 26 25 24 23° 

7 32 32 32 32 32 32 32 32 31 30 29 28 27 26 25 24° 

33 33 33 33 33 33 33 33 32 31 30 29 28 27 26 25° 

8 34 34 34 34 34 34 34 34 33 32 31 30 29 28 27 26° 

35 35 35 35 35 35 35 35 34 33 32 31 30 29 28 27° 

9 36 36 36 36 36 36 36 36 35 34 33 32 31 30 29 28° 

37 37 37 37 37 37 37 37 36 35 34 33 32 31 30 29° 

A 38 38 38 38 38 38 38 38 37 36 35 34 33 32 31 30° 

39 39 39 39 39 39 39 39 38 37 36 35 34 33 32 31° 

B 40 40 40 40 40 40 40 40 39 38 37 36 35 34 33 32° 

41 41 41 41 41 41 41 41 40 39 38 37 36 35 34 33° 

C 42 42 42 42 42 42 42 42 41 40 39 38 37 36 35 34° 

43 43 43 43 43 43 43 43 42 41 40 39 38 37 36 35° 

D 44 44 44 44 44 44 44 44 43 42 41 40 39 38 37 36° 

45 45 45 45 45 45 45 45 44 43 42 41 40 39 38 37° 

E 46 46 46 46 46 46 46 46 45 44 43 42 41 40 39 38° 

47 47 47 47 47 47 47 47 46 45 44 43 42 41 40 39° 

F 48 48 48 48 48 48 48 48 47 46 45 44 43 42 41 40°vOT 

———————————————————————————————————————————————————————————————— 

Grafik zeigt die Zündkurven Schalter A, 9, 8, 7 ab 80% Last 

°vOT 

5° 

30° 

28° 

26° 

24° 

Stat. ZZP = 5°vOT für alle Kurven + Felder als Bezugsgröße für Daten 

Die Auswahl des Zündkennfeldes bezieht sich auf den max. Zündwinkel 

ab 80% Drosselklappe. Abweichende stat. Zündwinkel werden dazu addiert 

bzw. subtrahiert: 

zB. Guzzi LM2 = 33° bei 8°stat. = A (30° bei 5°stat.) 

zB. Guzzi Cal2 = 33° bei 2°stat. = D (36° bei 5°stat.) 


rpm

FIRST STEPS : 


MECHANISM: 

After switching on the power supply the fuel pump starts running for a few seconds to bleed the system. To support the process 

of ventilation one pressure-return should not be connected to the body in the first stage, but somehow connected to a fuel resistant 

container. As soon as any air is removed out of the pumpblock the pressure hose can be connected again. The system is going 

to be bleeded whenever it is going to be switched on. Please pay attention to any folds of the pressure hoses. 

The throttle bodies should first remain open about 1,5 turns and later on fine-adjusted to about 1000 RPM. 

SENSORS: 

By switching on the power supply the ICM-box is testing all sensors and calculating the zero-level of the potentiometers. Due to 

this NEVER operate the throttle while switching on the unit! 

With the monitor-program in online-mode (F3) all components can be checked quickly. In case of malfunctioning you can use the 

diagnosis-mode to solve the problem. 

START & IDLING: 

Start the warm engine WITHOUT operating the throttle. At engine temperature below 40°C you should open the additional airslides 

on the bodies (in the future they can be operated electrical). Eventually open the throttle about 4%-8% to place a bit more 

air to the engines disposal at the beginning. 

The acceleration pump is also working without the engine running. Due to this the air-fuel mixture can be enriched before starting: 

ACSQ. ATTENTION: If used to often the engine can be “drowned”. 

>1,5 kRPM and > 0% throttle the dynamic acceleration-enrichment will be adjusted: ACDQ. For starting the engine the data 250 

are to be adjusted. To adjust the idling without a PC the CO-Poti can be used = anti-clockwise rotation make the mixer richer. 

For starting a cold engine the MOTOR-TEMP (MTS) figures are to be adjusted to enrich the air-fuel mixture. At extreme temperatures 

a cold-start-adjustment in addition to the mass-compensation can be created: LUFT-TEMP ATS (AIR-TEMP). 

Idling with more than 1,0 kRPM the FUEL-MAP figures have to be adjusted. The idle should first be adjusted to 5% - 6% CO or better 

at about 0,86La to 0,88La (Lambda) at engine on operating temperature. This figure will be registered in 750 - 1000 - 1200. 

Then FUEL-MAP will have to be adjusted again to 3-4% CO (0,92La – 0,95La). 

Above 1,5 kRPM and above 0% throttle the thrust-disconnection can be adjusted to save fuel. On 0 the thrust disconnection is 

switched off. If the figures are to high the fuel-film will be reduced: the engine starts stuttering and accelerates with delay. 

The figures below 1,5 kRPM but over 0% throttle are for starting to drive and should be a bit richer (0,84La). 

Should the single cylinders require different fuel-volume when idling the figures LeOF and RiOF should be adjusted. At >1,5 kRPM 

the dynamic offset LiOF and NLOF are necessary to calibrate the map and the injection valve to the engine horsepower. 

THE FUEL-MAP: 

The fuel volume for your engine depends on the power curve and the wanted adjustment: Figures above 1,5 kRPM (from bottom 

to the top) and >0% throttle (from left to right). 

AREA OF OPERATIONS: 

1) idle enriched a bit 

2) theoretical working area 

at constant acceleration 

and low load, independ 

ent from load and gear 

3) start-area at stop & go 

traffic, enriched a bit 

4) Full acceleration like on 

an acceleration-dyno or 

when trying to overtake; 

strongly enriched 

5) Pushing like running 

down a hill or in front of 

a traffic light, strongly 

leaned 

6) Engine RPM x 1000 

7) Throttle valve in percent 

6 

1 

THEORY: 

An Otto-engine needs per HP and hour about 250 grams fuel (330ml) to reach the full potential. The maximum performance of an 

Otto-engine will be reached at about 0,88La to 0,9La (slightly enriched) 

The lowest fuel consumption can be reached at about 1,1La. As this is extremely lean the engine starts stuttering under load and 

due to this it makes only sense under pushing operation. 

For acceleration the mixture has to be enriched to 0,78La – 0,84La to reach maximum acceleration. 

At Lambda 1 the engine has the lowest emission but also the lower performance at increased fuel consumption and higher engine 

temperature. 

At figures below 0,7La (very rich) or above 1,2La (very lean) the limit for ignition is reached, the engine starts stuttering. 


5 

3 

2 

7 

4

TUNING: 


The tuning in practical use is the only really complicated section of the ICM-kit. 

During the dynamic of driving all figures of the injection-screen are meshing. It 

takes a lot of experience as well as time not to mix up cause and symptom. 

With a little time and a Lambda sensor as a measuring tool a good tuning can be 

reached by any dedicated user. 

THE BEGINNING: 

First 2% to 17% throttle should be adjusted on the engine (at normal operating 

temperature). It should be either 6% to 8% or better 0,88La to 0,9La. 

If the figures under FUEL-MAP should go down to zero air-pressure and temperature-figures 

have to be decreased. 

With load (while starting) the figures might vary a bit, usually they have to be 

enriched. 

Also full-throttle adjustment is possible on the highway or on a dyno. At nominal 

power about 0,88La to 0,9La should be adjusted. 

THE DRIVING AREA: 

The range from 10% to 60% throttle should be adjusted with a Lambda sensor 

while driving. This area is the one which is depending the most on the engineconcept 

as well as on the driving habits. Most of the motorbike riders are running 

their engines within this area. 

The tune up can be varied from super-dynamic (high fuel-consumption) down to 

a bit indolent and tired (low fuel consumption). 

All figures should be saved regularly while working on the adjustment, so if a 

tune up is wrong you can easily get back to an older but maybe better mapping. 

Here at Silent Hektik the following method is used: 

G_M0520A Guzzi – Müller – may – 20 th – A-version (1 st ) 

D_K0317D Ducati – Kurpas – march – 17 th – D-version (4 th ) 

B_U0403F Boxer – Uwe – april – 3 rd – F-version (6 th ) 

With a little patience and time you’ll find your own individual adjustment at an 

satisfying fuel consumption. 

THE THRUST -DISCONNECTION: 

To safe fuel we are using a thrust disconnection. Under FCOQ the quantity of the 

fuel-volume you want to reduce the total volume about can be adjusted: 

0/1=off 2= -3,2% 3= -6,5% 4=-12% 5=-25% 6=37% 7=-50% 

With FCOD the quantity (the duration) of the fuel-saving can be adjusted; depending 

on the bike-model and the individual driving habits an adjustment between 

10 and 50 is useful. 

Another ”saving-circuit” is the constant-ride-emaciation CDFQ + CDFD. Running 

the engine with constant RPM and throttle-position over an extended period the 

air-fuel-mixture is to be leaned a bit. 

0= off 1= -6,25% 2= -12,5% 3= -12,5% but without full throttle 

FOR EMISSION-CONTROL THE SAVE CIRCUITS SAM AND KFA NEEDS TO BE AD- 

JUSTED TO ZERO TO AVOID ANY DISTORTION OF THE READING. 

The full throttle adjustments can be done on 

the dyno or on the highway. 

The fuel-saving circuits have to be shut off for 

these measurements. 


P = Performance 

b = fuel consumption 

La = Lambda 

Lambda-tension of the Denso probe


The D_ICM system on a 912 

It is possible to mount the ICM (single system) or the D_ICM (double system) at an engine with 80hp or 100hp. The ignition demand 

of both engines is identical. The demand of fuel depends on the power and also on the intake manifold and exhaust pipes of 

each plane. The PC-monitor software makes a fast and precise adjustment to all constellations possible. 

For a season independent running of the 912 power unit we recommend the application of a water thermostat. The water temperature 

should be beetween 70°C and 80°C ( 90°C to 100°C head temperature) , the oel temperature beetween 90°C and 95°C 

to reach an optimum of efficiency and maximum lifetime. 

The engine should not be heavy loaded beneath 60 °C, this wears it out badly! 

For a safe start of the 80HP and 100HP engine we recommend the new strong electrostarter with a 12V 16Ah high quality batterie. 

Pay attention for the start-procedur on page 12. 

The Twin_ICM parts 

The both Bing carburators with rubbers, the complete CDI ignition with the pickups and the mechanical fuelpump will be 

removed from the engine. The tube between the two manyfolds and the manyfolds itselfe are in use. For syncronisation 

of the two inlets please use the smal vaccum connectors on the trottlebodys. The right mixture at idling is about 4% 

carbonmonoxid or 0,85 Lambda 

The air temperature sensors must have contact the incomming air but not to the warm engine or it warm parts. On 

composite airboxer are no problems. On aluminium airboxes an isolation is requirt. On textiles airfilters the sensor can be 

mounted on the rubber backside of the filters. 



The trigger-rotor with pickups 

To measure the position of the crankshaft, a rotor has to be mount on the dynamos flywheel. Four of the finger stand in an angle 

of 90° to each other. The Sync-Finger has an angle of 22,5°. To fix the rotor in the right angle to the crankshaft, a M8 bolt has 

to be screwed in front of the aluminium case. The bolt blocks the crankshaft and the crankshaft screw can be un– or tightened 

with 120Nm. The original triggerrotor must be maschined to a round shape of about 144,5mm diameter. Both trigger-noses must 

be completly remove. The two cylinder in the front are located in the top dead center. The distance of the two pickups should 

be equal and amount to 0,4mm- 0,6mm. The ten screws and distances are of nonmagnetic material. The aluminium baseplate has 

to be screwed onto the engine with three 20mm spacer. 

weiß-gelb / white-yellow ( schwarz / black ) = Minus 

blau-gelb / blue-yellow ( rot / red ) = Plus 

The alternator output for the CDI ignitions are not in 

use. Please isolate and tightened it. 



The fuel pressure regulator 

Rücklauf zum Tank 


Tank 

Regler Bodys 

The fuel is put under pressure by the pumps and transported to the 1,0bar regulator at the right, riffled supply. From there it is 

distributed left and right to the bodies. Both PTFE-ducts have to be as short as possible and equal in their length. The reflux to the 

tank is the left, riffled tube, which comes out of the regulator. 

The fuel pressure regulator has to be assembled on the pickup-basesheet. The other drillings on the basesheet are ment for a 

dynamo regulator and a capacitor for the emergency running without the battery. 

Fuelpumps are not able to suck in, that is why they always have to be assembled under the fuel level (tank). Fuel pumps are not safe 

for a dry running. A running without fuel will destroy themvery fast. At the very first start one tube has to be loosened of the body 

for a fast de-aeration of the fuel system. Beware of the fuel stream. 

The intake filter in front of the pump(s) is made of Bosch-plastic. The compression filter behind the pump and in front of the 

compression regulator has a Sinter-matal element. Please pay attention to the direktion of the flow. 

Tank 

Pumpen müssen 

unterhalb des Tanks 

montiert sein 

Düse 

Düse 

Filter 

2 1 

4 

Motor 

Regler 

Pumpe_A 

Pumpe_B 

SILENT HEKTIK 

Hydraulik 912 Twin 

Blau drucklos Rot 1,0 bar 

3. Vers. 27.07.2008 

Fuel pumps must be mounted under the fuel level (tank). Blue without pressure - red 1,0bar fuel pressure 

3 

Düse 

Düse 

Filter 

Pumpe

The Intake 


To get the best adjustment possible for each type of aircraft, the original intake manifold is still used. It is very flat and 

that is why there is no need to change something at the cowling. The carburettor with a carburator flange is no more 

required. Instead the body is assembled directly. Please pay attention to an excellent sealing to secure a solid idling. The 

intake manifold is available in a diameter of 50mm, 60mm and 72mm. The 50mm version is the best standard solution. 

The injection jet holder has to be mounted between the cylinder head and the intake manifold. Again please pay attention 

to a good sealing on account of the idling. The ignition cables should have the greatest possible distance to the motor 

temperature sensor and the throttle position sensor. There are two vacuum supplies for the syncronisation of the 

throttle and two bypass-channels with an screw for the micrometer adjustment. 

The Motor-Temperatur-Sensor 

The Motor-Temp.-Sensor should be located on backwards valvecover. 

Therefore a M10x1mm thred must be mashined and 

the sensor srewed and glued in it. 



The ignition coils 

The four ignition coils can be placed in their original position. As a matter of principle the ignition cables should be as short as 

possible and in a maximum distance to the sensor cables. The other, better position of the coil is in front of the engine. In this 

case the high tension cable are short as possible. 

Lambda - Measurement 

The high tension leeds must be istalled in the best way and cut to the 

right length. Before crimping the connectors the U-wire must be placed 

to the end. The wire connencts the stainless steel core with the 

connector. 

For an adjustment of the different 912 configurations, a Lambda-measuring method is used. It is useful to measure at two differe nt 

cylinders, e.g. on the left in front and on the right at the back. Different exhaust systems are causing mostly different fillings, which 

need to be adjusted to the different fuel amount. An optimum would be four equal fillings, which can only be achieved with a 4-in-1 

tuned exhaust pipe. 

For a load from 0% up to 33% we recommend a Lambda from 0,94La up to 0,98La. For a load from 33% up to 70% we recommend a 

Lambda between 0,90La – 0,94La. For the two highest loads (full throttle) we recommend a Lambda from 0,85La up to 0,88La. 


DK Sensor A 

Motor Temp. A 

Luft Temp. A 

ICM_A 


Düse 

Düse 

Spule 

Spule 

Pumpe_A 

Hauptschalter Plus Batterie Minus 

2 1 

4 

Motor 

Pumpe_B 

Backup 

The wiring diagram for the D_ICM. Two ICM´s work redundand and can be tested indepandently with the schwiches. 

Düse 

Düse 


3 

Spule Spule 

SILENT HEKTIK 

Rotax 912 Twin wiring 

M 

DK Sensor B 

Motor Temp. B 

Luft Temp. B 

ICM_B 

Backup 

4. Version 

M 30.04.2008


ICM Bodys and fuel pressure regulator on the R1200GS motor. The Teflon fuel tubes must have the same length. 

Wiring diagram for the D_ICM : two ICM´s work redundant and can be switched for testing or for single operation 



The fuel pressure regulator 

Ignition coils 

The original pencil coils can 

be used with the ICM. 

But important is a special 

d-well control and a special 

installation like to see in 

the two diagrams. 

The original coil ernegy is 

very less. Coldstart problem 

happend ofen. 

For max. performance and 

best coldstart our powercoils 

are requiert. 

Pencil coil wiring diagram 

for the running with one 

ICM box. 

A bad connection on pin_2 

can make bad coldstart and 

problems at iddling. 

Pencil coil wiring diagram 

for the running with two 

ICM boxes. 

The fuel is put under pressure by the pump and transported to the 3,3bar regulator at the 

lower, riffled supply. From there it is distributed left and right to the bodies. Both Teflon-ducts 

have to be as short as possible and equal in their length. The reflux to the tank is the smooth 

6mm tube, which comes out of the regulator. The 3mm tube at the end is not important now. 

Its task is the pressure compensation of the membrane. 

Fuelpumps are not able to suck in, that is why they always have to be assembled under the fuel 

tank. Beside, fuel pumps are not safe for a dry running. A running without fuel will destroy 

them. At the very first start one tube has to be loosened of the body for a fast de-aeration of 

the fuel system. Beware of the fuel stream. 

The intake filter in front of the pump should be made of Bosch-plastic. The compression filter 

behind the pump and in front of the compression regulator has a Sinter-metal element. Please 

pay attention to the direktion of the flow. 


fuel cock 

Hose connection for the return hose 

eventually equipped with a return-valve 

fuel cock fuel cock 


single-fuel cock-version 

two-fuel cock-version 

fine-filter 

fine-filter 

fine-filter 

fine-filter 

pump block 

pump block 


single cylinder version 

twin-cylinder-version 

throttle body 

throttle body 

throttle body 

SILENT HEKTIK 

Risk of fire and poisoning ! 

Caution fuel ! 

Hydraulic ICM_05 

M 

5. Versuch 

M 24.10.2001

16A Sicherung Zündschloß 

schwarz 

schwarz 


ICM_Box 06A 

rot 

blau 

25 

14 

13 

1 

Denso-La. 

Denso-La. 

weiß 

blau 

weiß 

12V 

Luftventil - Plus 

Luftventil - Minus 

blau 

optional 

Batterie 

Minus an Motorblock 

weiß 

blau 

braun 

blau 

1,0 qmm 

1,5 qmm 

2.Düse + 

2.Düse - 

2.Düse + 

2.Düse - 


1 

2 

1 

2 

VORSICHT Hochspannung, Gefahr ! 

Motor-T 

Luft-T 

Ein Pickup-Version auf linken Kanal 

schwarz 

grün 

braun 

rot 

rot 

rot 

rot 

gelb 

rot 

grün-gelb 

1 

2 

1 

2 

schwarz 

Drossel-Poti 

E-Ventil 

E-Ventil 

rot 

SILENT HEKTIK 

Zündspule 

Zündspule 

Benzin-Pumpe 

rot 

schwarz 

Pickup 

Pickup 

1 

3 

Anschlußplan ICM_07 

M 

12. Version 

M 07.07.2009 

Linker Rechts Linker Rechter 

Linker Rechter 

Kanal Kanal Kanal Kanal Kanal 

blau 

grau 

rot 

Farben rot blau gelb grün braun schwarz grau weiß grün-gelb Links Rechts 

Colors red bleu yellow green braun black grey white green-yellow left right


Member of: 

ADRESSE : 

: 

: 

: 

TEL-NUMBER : 

FAX-NUMBER : 

HOMEPAGE : 

SHIPPING : 

SILENT HEKTIK 

HANSASTR. 72B 

D-59425 UNNA 

GERMANY 

+49-2303-257070 

+49-2303-257071 

WWW.SILENT-HEKTIK.COM 

WORLDWIDE

assembly instructions for the icm assembly ... - Silent Hektik

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