Dinoplex Documentation, Wiring and Repair Guides


Dinoplex AEC 101
Dinoplex AEC 102
Dinoplex AEC 103
Raceplex
Dinoplex AEC 104
Marelli S125
Alternative Ignitions
Miscellaneous
Imprint
The Magneti Marelli Dinoplex was one of the first commercially available capacitive ignition systems on the market and was quite ahead of its time. The Dinoplex C electronic capacitive discharge ignition was developed by Magneti Marelli in 1967 for Ferrari race cars, development continued in 1968 for the high revving Dino V6 engine (hence the name Dinoplex). Dinoplex units have been installed in a range of racing and performance street cars from the late sixties to the mid eighties, including the Ferrari 312, Ferrari Dino 206 (the first Ferrari with an electronic ignition) and 246, Ferrari Daytona, the Fiat Dino Coupe and Spider (the first production cars fitted with a Dinoplex ignition), Lancia Stratos and the Lamborghini Countach.

This is a non-commercial website which aims to provide helpful documents and information on how to diagnose problems, repair, restore and install Dinoplex units. Use of the included documents and information is at your own risk. Working on high capacity ignition systems requires good electrical knowledge and application of the required security precautions. Please note that documents and site contents are not for commercial use or sale without the written consent of the author. You are free to use all material to repair and restore Dinoplex ignitions in a commercial environment but please contact me first if you plan reprinting, hosting or publication of any material.

All links marked in grey will be added as soon as possible. If you need anything specific in the meantime or have a question, just send me an email. I can also supply reference values for measurements and scope images if you are stuck while diagnosing a fault.

 
  Comments
 
  Many thanks to Magneti Marelli, Bosch Automotive Tradition, Matthias Bartz, Margit and Leo Aumüller, Hans Uhlmann, Chris Hrabalek, Luca Savarro, Ola Kristofferson, Uwe Boos (NTE)
 
Dinoplex AEC101 Magneti Marelli Dinoplex C AEC 101 C/D/E (1968-1971)

Variations:
 AEC 101C: OEM, Fiat Dino
 AEC 101CA/CB: Fiat Dino
 AEC 101D: Ferrari Dino 206 GT
 AEC 101DA: Ferrari Dino 246 GT L Series
 AEC 101E/EA: 12 cylinder engines (two units required, one for each bank)


Coil:
Magneti Marelli BZR 205A (3 terminals)


Cars:
Ferrari 212 E, Ferrari 312 P/B, 512 P, 612 CanAm, Ferrari Dino 206 GT, Ferrari Dino 246 GT L Series, Ferrari Daytona GTB/4 Coupe (US), Ferrari 365 GTC/4, Ferrari 365 GT 2+2 (US), Fiat Dino Coupe and Spider, Abarth 2000 Sport Spider, Abarth 1300


Documents:
• Dinoplex C AEC 101 Diagnose and Repair
• Dinoplex C AEC 101 C (early type) Circuit Diagram (PDF)
• Dinoplex C AEC 101 C/D/E Circuit Diagram (PDF)
• Dinoplex C AEC 101 C/D/E Circuit Diagram (Color) (PDF)
• Dinoplex C AEC 101 C/D/E Component Location (PDF)
• Dinoplex C AEC 101 C/D/E Replacement Parts (PDF)
• Dinoplex C AEC 101 C/D/E External Wiring (PDF)
• Dinoplex C AEC 101 Replacing a defective core with Bosch components

Car specific wiring diagrams:
• Ferrari Dino 206 Wiring, '68 Europe (PDF)
• Ferrari Dino 246 Wiring, '69 Europe (PDF)

Dinoplex C "C", "D" and early "CA" models were fitted with a metal housing for the Normale/Emergenza switch, later "CA", "CB" and "DA" models came with a bakelite switch housing. Dinoplex C "E" and "EA" models were delivered without switch and Emergenza/Normale wiring.

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Dinoplex AEC102 Magneti Marelli Dinoplex F AEC 102 A/B (1967-1970)

Variations:
 AEC 102A: Ferrari
 AEC 102AA: Ferrari, BRM
 AEC 102B: Abarth, Alfa Romeo, BRM

Coil:
Magneti Marelli 5010114.1 (BZR 205A)


Cars:
Alfa Romeo Tipo 33/3, Alfa Romeo Tipo 33 TT 12, BRM P153 (AEC 102AA), BRM P160 (AEC 102AA), Ferrari 312, Ferrari 312 B2, Ferrari Dino 246 Tasman, Ferrari 512S, Ferrari 512 M, Abarth 3000 Prototipo


Documents:
• Dinoplex F AEC 102 Diagnose and Repair

The first Dinoplex ignition unit build. Only a small batch of units were produced, this is the rarest model of the Dinoplex C types.
Components and PCB were an early, simpler version of the later Dinoplex C. The enclosure is equivalent to the very first C type ignitions, except that it has no switch and three short wires with a three terminal AMP/TYCO male connector. Some AEC 102 units had the electronics potted in epoxy. The type description was stamped into the casted enclosure, unlike Dinoplex C units where the type description was part of the cast and is embossed. The first two series were painted in yellow, the last series was natural silver. Original units can be identified by the stamped type description and the correct text and serial number application on top of the enclosure.

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Dinoplex AEC103 Magneti Marelli Dinoplex AEC 103 A/B/BA (1970-1975)

Variations:
 AEC 103A: Blue label, 6-8 cylinder engines, Fiat, Ferrari
 AEC 103B: Red label, 2-4 cylinder engines, Fiat, OEM
 AEC 103BA: Green label, 2-4 cylinder engines, Emergenza/Normale connector, OEM


Coil:
Magneti Marelli BAE 200A, BAE 201A, BAE 203A (replaced BAE 200A/BAE201A from 1973 on)


Emergenza Coil:
Magneti Marelli BZR 201A, BZR 202A


Cars:
Ferrari 365 GTC/4 US (AEC 103A), Ferrari 365 GT4 2+2 US (AEC 103A), Ferrari Daytona GTB/4 Coupe US (AEC 103A), Ferrari Daytona GTS/4 Spider US (AEC 103A), Ferrari Dino 246 GT and GTS (AEC 103A), Fiat Dino 2.4 Coupe and Spider (AEC 103A), Fiat 124 Abarth Rally (AEC103B factory option), Ferrari 512 BB LM (AEC 103A), Lancia Stratos HF (AEC 103A), Lancia Montecarlo S3 (AEC 103B)


Documents:
• Dinoplex AEC 103A/B Defect analysis
• Dinoplex AEC 103A/B External Wiring (PDF)
• Dinoplex AEC 103A/B Replacing a defective core with Bosch components

Car specific wiring diagrams:
• Ferrari Dino 246 Wiring, '70 Europe, two terminal connector (PDF)
• Ferrari Dino 246 Wiring, '72 Europe, three terminal connector (PDF)
• Ferrari Dino 246 Wiring, '73 Europe, six terminal connector (PDF)
• Ferrari Dino 246 Wiring, '71 US, two terminal connector (PDF)
• Ferrari Dino 246 Wiring, '72 US, three terminal connector (PDF)
• Ferrari Dino 246 Wiring, '73 US, six terminal connector (PDF)

All AEC 103 units are potted in epoxy. The AEC103BA type featured two connectors to easily switch between the Normale and Emergenza (Fallback) mode.
Marelli AEC103A ignitions have been produced from 1970 to 1975. Another batch was produced in 1978, which can be identified by the enclosure cast, which misses the serial number and the cast is a bit rougher than the original batch.


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Magneti Marelli Sistem for Racing Car Magneti Marelli Raceplex "Ignition Sistem For Racing Car" (1975-1980)

Variations:
 Long Chassis, Coil on the right side
 Long Chassis, Coil on the left side
 Short Chassis, Coil integrated

Coil:
Magneti Marelli 5010343


Cars:
Ferrari 312 T2, Ferrari 312 T3, Ferrari 312 T4, Ferrari 312 T5, Ferrari 126 CX, Ferrari 126 CK, Ferrari 126 C2, Ferrari 126 C3, Lancia Stratos Turbo G5


Documents:
• Raceplex Defect analysis
• Raceplex Circuit Diagram

Rare custom made ignition for F1 race cars, deployed from 1975 onwards. This ignition was also used as replacement for the Dinoplex AEC102, such as in the Alfa Romeo T33/3. The circuit board is an early version of the AEC104B ignition, Marelli apparently tested their new ignition in race cars this way before they launched it as a commercial product.
The ignition accepts trigger input via points or a magnetic pickup in the distributor, depending on the version. This is also the first Dinoplex ignition featuring an (optional) rev limiter. The limiter was installed as piggyback module on the main ignition module, this setup was also used for the AEC104B-660 and AEC104B-780 later on.

Early versions are painted black and can be identified by the single Marelli logo label in yellow, later versions also had a red type label with a production id as well as a round warning sticker labeled "90º C - MAX - 194º F. The rev limiter had its own yellow Magneti Marelli label. Last versions featured a blue Magneti Marelli label similar to the one used on the AEC104BK.
Next to the race type there was also an OEM version in unpainted aluminium finish and featuring a Raceplex label on the rev limiter. This version seems to have been sold as an aftermarket item.


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Dinoplex AEC104BK/AEC104BW & AEC104B-660/780 Magneti Marelli Dinoplex AEC 104 B (1975-1989)

Variations:
 AEC 104 BW: Points Trigger, OEM and AEC 103A replacement (Ferrari, Fiat)
 AEC 104 BK: Magnetic Trigger, Carburetted Ferraris
 AEC 104 B-660: Points or Magnetic Trigger, Rev Limiter module set to 6600 RPM
 AEC 104 B-780: Points or Magnetic Trigger, Rev Limiter module set to 7800 RPM


Coil:
Magneti Marelli BAE 202B (3 terminals)


Cars:
Ferrari 365 BB/GT4 (104 BK), Ferrari 512 BB (104 BK), Ferrari 512 BBi (104 B-660), Ferrari 400i (104 B-660), Lamborghini Countach (104 B-780), Lamborghini LM002 (104 B-780), Laverda V6 Motorcycle (104 BK)


Documents:
• Dinoplex AEC 104B Defect analysis
• Dinoplex AEC 104B Circuit Diagram
• Dinoplex AEC 104BK External Wiring (PDF)
• Dinoplex AEC 104BW External Wiring (PDF)
• Dinoplex AEC 104B-660/780 External Wiring (PDF)

• Plug & Play replacement of a Dinoplex AEC 104BK (Magnetic Trigger) with a MSD 6AL-2 (PDF)
• Plug & Play replacement of a Dinoplex AEC 104BW (Points Trigger) with a MSD 6AL-2 (PDF)

The AEC104 BK was the first production ignition in the Dinoplex series to support a magnetic pickup (variable reluctance) trigger. The B-660 and B-780 types also featured a rev limiter which was mounted on top of the Dinoplex base unit next to the resistor module. All AEC104 ignitions are potted.

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Magneti Marelli S125 BX

Magneti Marelli Distributor S125

Cars:
Dino V6 based cars with a Magneti Marelli AEC 101 or AEC 103 ignition


Variations:
 S 125 A - 15° (1967-1968): 3 cams, two sets of contacts, early Fiat Dino 2.0 Spider and Coupe
 S 125 AX - 15° (1967-1968): 3 cams, two sets of contacts, early Ferrari Dino 206 GT
 S 125 BX - 15° (1968-1972): 3 cams, two sets of contacts, Ferrari Dino 206 GT and 246 GT, Fiat Dino 2.0/2.4 Spider and Coupe
 S 125 C (1972-1975): 6 cams, two sets of contacts, Ferrari Dino 246 GT/GTS, Fiat Dino 2.4 Spider and Coupe, Lancia Stratos HF

The Magneti Marelli S125 was the default distributor for the Dino 2.0l/2.4 V6 engine, the 15° degree number after the type number denotes the maximum cam shaft advance. S125 A type distributors are the earliest type and were installed in early Fiat Dinos with a points and coil based ignition before the Dinoplex was introduced. S125 AX type distributors were installed in eary Ferrari 206 GT's. S125 BX are the most common type of all S125 distributors. The later S125 C also featured a 15° maximum advance, but this was no longer mentioned on the type label.

The S125 rotor turns counter clockwise. Turning the distributor clockwise will advance the timing, turning it counterclockwise will retard the timing.

Magneti Marelli S125 Points Wiring
S125 A, AX and BX type distributors have a three lobe cam with two adjacent set of points wired in parallel to reduce point scatter and enhance dwell at high RPMs.

S125 C type distributors have a six lobe cam and feature two independent sets of points for emission control equipped cars. In the emission control setup, the first set of points (R1) was always active, and the second set of points (R2) could be added by switching ground to R2 via a microswitch (which was installed on the left Weber carburettor) when no throttle was applied.When idling this setup retarded the idle advance by 5.5° (camshaft) for better combustion and cleaner exhaust gases.
S125 C distributors have the same body as S125 BX distributors but are easily identified by the second hole for the additional R2 contact terminal on the left of the distributor body.

For supporting the points based emergency mode in a Dinoplex AEC101/AEC103 setup, a 0,25uF capacitor was installed on the S125A/AX/BX body (two on the S215C) and wired to the points. The Dinoplex ignition itself does not require a capacitor wired to the points as it uses the points setup only to trigger an ignition. The original capacitor supplied by Magneti Marelli came in a brass colored metal enclosure which was embossed with the Magneti Marelli logo, a production code (as example CE29T, ES29S) and the specification 0,25uF and 500 Volt.

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Multiple Discharge Ignition Alternative ignition systems
Replacements and upgrades

Overview of aftermarket ignition systems
• Dinoplex AEC 101/AEC 103 overview of alternative ignition systems (PDF)

Bosch
• Bosch setup with dwell control for Ferrari & Fiat Dino, Lancia Stratos (Points Trigger) (PDF)
• Bosch setup with dwell control for Ferrari & Fiat Dino, Lancia Stratos (Optical Trigger) (PDF)

Black Stallion BSM
•  BSMpdi programmable electronic ignition, wiring for the Ferrari Dino 246 GT/GTS (PDF)
•  BSMpdi programmable electronic ignition, wiring for the Fiat Dino Spider (PDF)

Lumenition
• Lumenition Optronic Setup for Ferrari & Fiat Dino, Lancia Stratos (PDF)

MegaJolt
• Megajolt programmable electronic ignition, wiring for the Ferrari Dino (PDF)
• Megajolt programmable electronic ignition, wiring for the Fiat Dino Spider (PDF)

MSD
• MSD 6A setup for Ferrari & Fiat Dino, Lancia Stratos (PDF)
• MSD 6AL-2 setup for Ferrari & Fiat Dino, Lancia Stratos (PDF)

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Miscellaneous Miscellaneous

Tacho Conversion and Adapters
• Conversion of a current driven tacho to an electronic tacho (Datsun 240Z)

Wiring Diagrams
• Ferrari Dino 246GT Wiring Diagram in color (E Series) (PDF)

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  Imprint & Disclaimer
Contact Adrian Le Hanne, info dinoplex.org, Methfessel Str. 32, 10827 Berlin, Germany. Visitors who use this website and rely on any information do so at their own risk. This website is provided 'as is' without any representations or warranties, express or implied. dinoplex.org makes no representations or warranties in relation to this website or the information and materials provided on this website. All materials on this site are protected by copyright and intellectual property laws and are the property of dinoplex.org. Unless stated otherwise, you may access and download the materials located on www.dinoplex.org only for personal, non-commercial use. You acknowledge and agree that www.dinoplex.org may contain proprietary and confidential information including trademarks, service marks and patents protected by intellectual property laws and international intellectual property treaties. Any third-party trademarks, service marks and logos are the property of their respective owners. Any further rights not specifically granted herein are reserved.