Forums consistently promote Dyna and other points replacement ignition systems, touting them as both maintenance eliminating and performance enhancing. This is misleading. While it can be argued Dyna ignitions and their kind do eliminate the need for regular adjustment, beyond that the promise of reduction in maintenance effort is an empty one. First, a Dyna ignition requires just as much work to install as the stock points system, due to unexpected nuances in the product that can demand out-of-the-box thinking. In addition, Dyna's individual trigger modules usually themselves require timing relative to each other, also adding to the work of installation and a requirement not many are ready for. Thirdly, while further adjustment once properly installed is unnecessary, properly set up Honda points last as long as 20,000 miles with little to no adjustment, thereby making an electronic ignition's benefit in regard to maintenance of much less advantage than is assumed.

Though I've mentioned this before, it should be stressed that motorcycle manufacturers did not replace their points ignitions with electronic versions at the factory because they were better performing, more durable, fuel economizing, or for any other reason save one: a federal edict. The U.S. government forced manufacturers to go electronic in 1978, when motorcycles for the first time came under emissions regulations, it decreed, among other things, that an ignition system must not need to be adjusted for five years. That is what replaced point ignition at the manufacturer level, not any supposed electronic ignition superiority over the original Honda points ignition. I point this out because forums, in their usual style of misinformation, persist in characterizing aftermarket electronic ignitions as superior to the points systems they replace. And they doubtless are in the case of some of the other brands of bikes out there. But not on Hondas.

The points replacement systems that simply add transistors to the points to reduce the current the contact points must carry, retaining the points and presumably lengtheing their life, is a very noble and clever idea. But more than anything it's an answer to a question no one has asked. There is no high-current fault in Honda point ignition, no wear, performance or durability deficit due to current. Any claim to this effect is a fallacy. Mechanics familiar with the Honda system have been increasing this ignition's current load (through the use of aftermarket coils and greater than specified dwell setting) ever since their appearance and have never experienced consequences, whether regarding point life or electrical loading/battery charging issues. Due to their very high quality, it's hard to hurt OEM Honda points, and while exhibiting a quite humble output by today's standards, Honda sohc four charging systems are more than adequate and able, even strong, on properly-maintained bikes. Arguments to the contrary are ill-informed, specious, and unnecessarily disallusioning to the unwary.

Charging system parts that are original factory, in good health, correctly adjusted (where possible), joined by dutifully-maintained connectors, and used reasonably--that is, in keeping with their design context, work just as well today as they did in 1969. They function quite well; quite adequately. It seems a popular pastime for forums to proclaim the contrary, warning that any change from the factory electrical specification will reduce the system's ability to charge the battery. This is so egregious a position as to merit the harshest possible sanction. Whatever their motivation, and it boggles even wondering, the forum "experts" who are proponents of this argument are doing the vintage Honda community a significant disservice.

As is typical on forums, there is silence regarding proper maintenance of Honda's points ignition systems, while there is much noise depicting them as inadequate.