Magneti Marelli Dinoplex, SAE701 and Microplex Repair and Restoration Documents

	Dinoplex, SAE701 and Microplex Documentation, Wiring and Repair Guides
Dinoplex AEC 101 Dinoplex AEC 102 Dinoplex AEC 103 Dinoplex AEC 104 Raceplex AEC 106 Marelli SAE701A Marelli Microplex Marelli S125 Alternative Ignitions Instruments Imprint	The Magneti Marelli Dinoplex was one of the first commercially available automotive 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 historic ignition units made by Magneti Marelli. Use of the included documents and information is at your own risk. Working on ignition systems requires good electrical knowledge and application of the required security precautions. You are free to use all material to repair and restore ignitions in a commercial environment but please contact me first if you plan reprinting, hosting or publication of any material.



	Many thanks to Magneti Marelli, Bosch Automotive Tradition, Matthias Bartz, Margit and Leo Aumüller, Hans Uhlmann, Chris Hrabalek, Luca Savarro, Ola Kristofferson, Uwe Boos (NTB), Andrew Kalman, Alex Hagemann, Paul Rosche

	Magneti Marelli Dinoplex C AEC 101 C/D/E (1968-1971) Variations: AEC 101 C: Early type, first PCB version, metal switch, long wires with color coded plastic rings AEC 101 CA: Metal Switch, long wires with color coded plastic rings AEC 101 CB: Early types had a metal switch, later types bakelite switches, long wires with color coded plastic rings AEC 101 D: Metal switch, short wires with white plastic rings AEC 101 DA: Bakelite switch, short wires with white plastic rings AEC 101 DAX: Bakelite switch, short wires with white plastic rings AEC 101 E/EA: Short wires with a three terminal AMP connector, 12 cylinder engines (one unit per bank) Coil: Magneti Marelli BZR 205A (3 terminals) Replacement Coils: BZR 205A: Magneti Marelli BAE202B Cars with a factory installed Dinoplex: AEC 101 C: Early Fiat Dino 2.0l Coupe (from #02466 on) and Spider (from #0833 on), Abarth 2000 Sport Spider, Abarth 1300 AEC 101 CA/CB: Later Fiat Dino 2.0l Coupe and Spider, early Fiat Dino 2.4l Coupe and Spider AEC 101 D: Ferrari Dino 206 GT AEC 101 DA: Ferrari Dino 246 GT L Series AEC 101 DAX: Early Ferrari Dino 246 GT M Series, Ferrari Daytona GTB/4 Coupe US (two units) AEC 101 E/EA: Ferrari Daytona GTB/4 Coupe US (two units), Ferrari 365 GTC/4 US (two units), Ferrari 365 GT 2+2 US (two units) Documents: • Dinoplex C AEC 101 Diagnose and Repair • Dinoplex C AEC 101 C/D/E Component and PCB Diagram (PDF) • Dinoplex C AEC 101 C/D/E External Wiring (PDF) • Dinoplex C AEC 101 C/D/E Replacement Parts (PDF) • Dinoplex C AEC 101 Transformer Datasheet (PDF) Circuit Diagrams: • 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 in Color (PDF) Car specific wiring diagrams: • Ferrari Dino 206 Wiring, '68 Europe (PDF) • Ferrari Dino 246 L and early M 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", "DA" and "DAX" models came with a bakelite switch housing. The Normale/Emergenza switch selected between the capacitive Dino ignition (Normale) and a fallback Points and Coil ignition setup (Emergenza) in case the Dinoplex should fail. In most setups the tach was only functional in the Normale setting and disabled in the Emergenza mode. Dinoplex C "E" and "EA" models were supplied without switch and Emergenza/Normale wiring, also there are no screw holes on the side for the two wire clips as in the "C" and "D" models. ^top

	Magneti Marelli Dinoplex F AEC 102 A/B (1967-1970) Variations: AEC 102 A: Ferrari AEC 102 AA: Ferrari, BRM AEC 102 B: Abarth, Alfa Romeo, BRM Coil: Magneti Marelli 5010114.1 (BZR 205A) Replacement Coils: 5010114: Magneti Marelli BAE202B Cars with a factory installed Dinoplex: AEC 102 A: Ferrari Dino 246 Tasman, Ferrari 212 E, Ferrari 312, Ferrari 312 B2, Ferrari 312 P/B, Ferrari 612 CanAm AEC 102 AA: BRM P153, BRM P160 , Ferrari 512 P, Ferrari 512S, Ferrari 512 M AEC 102 B: Abarth 3000 Prototipo, Alfa Romeo Tipo 33/3, Alfa Romeo Tipo 33 TT 12 Documents: • Dinoplex F AEC 102 Diagnose and Repair • Dinoplex F AEC 102 Component and PCB Diagram (PDF) • Dinoplex F AEC 102 Circuit Diagram (PDF) • Dinoplex F AEC 101 Transformer Datasheet (PDF) The first Dinoplex ignition unit build. Only a small batch of units were produced, this type and the 101 DAX are the rarest model of the Dinoplex C series. 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. ^top

	Magneti Marelli AEC 103 A/B/BA (1970-1975) Variations: AEC 103 A: Blue label, 6-8 cylinder engines, Fiat, Ferrari, Lancia, OEM, Aftermarket AEC 103 B: Red label, 2-4 cylinder engines, Fiat, OEM, Aftermarket AEC 103 BA: Green label, 2-4 cylinder engines, Emergenza/Normale connector, Aftermarket Coil: Magneti Marelli BAE 200A, BAE 201A, BAE 203A (replaced BAE 200A/BAE201A from 1973 on) Emergenza Coil: Magneti Marelli BZR 201A (satin matte black), BZR 202A (cadmium plated) Replacement Coils: BAE200A, BAE201A: MSD 8200 or MSD 8202 BAE203A: None available, revert to a separate Normale and Emergenza Coil setup BZR 201A, BZR 202A: Bosch Red (0 221 119 030), install with original Marelli Resistor or Bosch 1.5 Ohm resistor Cars with a factory installed AEC103: AEC 103 A: Ferrari 365 GTC/4 US (two units), Ferrari 365 GT4 2+2 US (two units), Ferrari Daytona GTB/4 Coupe US (two units), Ferrari Daytona GTS/4 Spider US (two units), Ferrari Dino 246 GT M/E Series and GTS, Ferrari 512 BB LM (two units), Fiat Dino 2.4 Coupe and Spider, Fiat 124 Coupe BC1 1600 and 1800 (factory option), Fiat 124 Spider 1600 Sport (factory option), Fiat 130 (factory option), Lancia Stratos HF AEC 103 B: Fiat 124 Abarth Rally (factory option), Lancia Montecarlo S3 Documents: • Dinoplex AEC 103 A/B External Wiring (PDF) • Dinoplex AEC 103 A Component and PCB Diagram (PDF) 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) Marelli AEC103A ignitions have been produced from 1970 to 1975. Another batch was produced in 1978. This batch can be identified by the enclosure cast, which has no serial number and the cast is a bit more rough than the original batch. The AEC103BA type featured two connectors to easily switch between the Normale and Emergenza (Fallback) mode. All AEC103 units are potted in epoxy, making a repair very difficult. ^top

	Magneti Marelli AEC 106 Raceplex "Ignition Sistem For Racing Car" (1975-1980) Variations: Long Chassis, Coil on the right side Medium Chassis, Coil on the left or right side (5010564) Short Chassis, Coil integrated Coil: Magneti Marelli 5010343 Replacement Coils: 5010343: Marelli BAE202B (longer coil body) Cars with a factory installed Raceplex: 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, Fiat 131 Abarth Rallye Group 4 Documents: • Raceplex Component and PCB Diagram (PDF) • Raceplex Circuit Diagram (PDF) • Raceplex Transformer Datasheet (PDF) • Raceplex Rev Limiter Component and PCB Diagram, Calibration (PDF) 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. With a magnetic pickup the spark triggers on the rising edge as soon as the signal level reaches ~1V. This is the first Dinoplex ignition featuring a 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 "Ignition Sistem for Racing Car" logo label in yellow, later versions also had a red aluminium type label with the type code and serial number, as well as a round warning sticker labeled "90º C - MAX - 194º F. The rev limiter had its own Magneti Marelli label, which was silver in earlier versiond and yellow in later ones. Last versions made 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. ^top

	Magneti Marelli 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: Magnetic Trigger, Rev Limiter module set to 6600 RPM AEC 104 B-780: Magnetic Trigger, Rev Limiter module set to 7800 RPM Coil: Magneti Marelli BAE 202B (3 terminals) Replacement Coils: BAE202B: none available Cars with a factory installed AEC104: AEC 104 BK: Ferrari 365 GT4 BB , Ferrari 512 BB, Laverda V6 Motorcycle AEC 104 B-660: Ferrari 400i, Ferrari 512 BBi AEC 104 B-780: Lamborghini Countach, Lamborghini LM002 Documents: • Dinoplex AEC 104BW Component and PCB Diagram (PDF) • Dinoplex AEC 104BW External Wiring (PDF) • Plug & Play replacement of a Dinoplex AEC 104BW (Points Trigger) with a MSD 6AL-2 (PDF) • Dinoplex AEC 104BK Component and PCB Diagram (PDF) • Dinoplex AEC 104BK External Wiring (PDF) • Plug & Play replacement of a Dinoplex AEC 104BK (Magnetic Trigger) with a MSD 6AL-2 (PDF) • Dinoplex AEC 104B-660/780 Component and PCB Diagram (PDF) • Dinoplex AEC 104B-660/780 Rev Limiter Component and PCB Diagram, Calibration (PDF) • Dinoplex AEC 104B-660/780 External Wiring (PDF) • Plug & Play replacement of a Dinoplex AEC 104B-660/780 (Magnetic Trigger) with a MSD 6AL-2 (PDF) • Dinoplex AEC 104B Transformer Datasheet (PDF) The AEC104 BK was the first production ignition in the Dinoplex series to support a magnetic pickup (variable reluctance) trigger. All setups with a magnetic pickup trigger the spark on the rising edge as soon as the signal level reaches ~1V. 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 in PU and epoxy. ^top

	Magneti Marelli SAE701A BMW M1 Ignition (1978-1981) Variations: Magneti Marelli SAE701A (Part number 64 82 7010) Coil: Magneti Marelli 60 70 2901 Replacement Coils:: Magneti Marelli BAE 504 F (60 70 5406) Documents: • Marelli SAE701A Power Board Component and PCB Diagram (PDF) • Marelli SAE701A Logic Board Component and PCB Diagram (PDF) • Marelli SAE701A Vacuum RPM Advance Chart (PDF) • Marelli SAE701A APS Sensor Calibration (PDF) • Marelli SAE701A Diagnose Terminals and Waveform Images Cars with a factory installed SAE701A: BMW M1 (E26) The SAE701A ignition is a fully electronic hybrid digital/analog mapped inductive ignition controller custom designed for the BMW M1 car. As a predecessor of the Marelli Digiplex series, the SAE701A is probably the first mapped digital ignition control unit ever installed in a production car. When planning the development of the M1, BMW first wanted to deploy the same ignition setup already used in their F2 car. Since the M1 needed to be street legal for BMW be able to sell enough cars for the homologation, BMW decided to go with a fully mapped ignition setup to ensure meeting the strict emission control requirements. Bosch was not able to supply their first version of their Motronic engine control unit in time for the launch of the M1, so BMW then talked to Marelli following a recommendation of ItalDesign. Marelli was choosen as the supplier and developed the SAE701A mapped ignition. ^top

	Magneti Marelli Microplex Ignition (1984-1991) Variations: MED120A, MED120B: 12 Cylinder Engines MED120B/D: 12 Cylinder Engines, supports Ferrari Tester MED806B: 8 Cylinder Engines MED807B: 8 Cylinder Turbo Engines Coil: Magneti Marelli AEC 500B (US 328, US Mondial 3.2) Magneti Marelli AEC 500C (EU 328, EU Mondial 3.2, Testarossa '84 - '87) Magneti Marelli AEC 600C (Testarossa '88 - '91) Replacement Coils: Magneti Marelli AEC 600C Ignition Module: Magneti Marelli BKL 3B (581701020000) Replacement Ignition Modules: BERU ZM061 (0 040 401 061), HELLA 5DA 006 623-431, HÜCO 13 8083 Cars with a factory installed Microplex 120A, 120B, 120B/D: Ferrari 412, Ferrari Testarossa '84-'91 Cars with a factory installed Microplex 806B: Ferrari 328 GTB/GTS, Ferrari Mondial 3.2 Cars with a factory installed Microplex 807B: Ferrari GTB/GTS Turbo Documents: • Microplex MED120B Circuit Board Diagram (PDF) • Microplex MED120B Circuit Board Test Points (PDF) • Microplex MED120B APS Sensor RPM Voltage Chart (PDF) • Microplex MED120B Connector Pinout (PDF) The Microplex series was Magneti Marelli's third design of a mapped ignition controller, preceded by the SAE701A and the Digiplex. It was also the last Marelli engine control unit deployed by Ferrari with the exception of the Marelli IAW series as in the Ferrari F40 and 288. With the earlier Digiplex, one unit could only handle a maximum of four cylinders, so two units were required for an eight cylinder car as in the Ferrari 308 GTSi/GTBi. A single Microplex is fast enough to handle up to twelve cylinders, so just one Microplex unit is required for an eight or twelve cylinder car. Later Microplex MED120 units tagged B/D featured a simple serial port for diagnosis with a handheld testing device called Ferrari Tester, made by Magneti Marelli. ^top

	Magneti Marelli Distributor S125 Cars with a factory installed S125 Distributor: 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 (1971-1975): 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 early Ferrari 206 GT's. S125 BX were produced between 1968 and 1972, a second batch was produced in 1974. S125BX distributors produced up to April 1969 had a silver on red label, for the rest of the production run the labels were red on silver. The S125 C distributor was introduced in December 1971 and 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. 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 S125C) and wired to the points terminal. 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. ^top

	Dinoplex Replacements and Upgrades Overview of aftermarket ignition systems • Dinoplex AEC 101/AEC 103 overview of alternative ignition systems (PDF) Bosch High Power Ignition • 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) ^top

	Instruments Speedometer • Veglia Speedo Sensor Diagnose and Repair Tachometer • Universal Tacho Circuit Board Replacement ^top

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