Bummer. My "new" 1248 is broken.

[Chris Cochran]

Well, having ordered and gotten a 1248 igniter to replace my 1179 unit, I went today to install it only to discover that the tit used to attach that air line is broken off at the base. It's useless. Oh well, back to the drawing board.

Irritating.

[Nails]

That sucks.

[cushman eagle]

Could you epoxy a small tube into it?
It might be salvageable

[triton28]

Following somewhat along the idea of cushman eagle's post, Carl Leo once described a way to drill into the remnant broken stubble of the nipple using a drill bit the same diameter as the OD of the nipple. Then insert the nipple, the bottom squared off, into the body of the unit with a thin smear of epoxy on the nipple to hold it in.
Not quite remembering the details of the procedure Carl spoke of and not having done this myself,I would imagine that this drilling procedure should be performed using a drill press with a positive stop on the travel of the chuck to prevent the bit from drilling too deep and damaging the internals of the unit. Probably a rubber diaphragm lurking just below the cover waiting to be punctured by an over enthusiastic handheld drill operator so be very cautious when/if attempting this.
Perhaps someone who has actually done this could elaborate more detail but I know it has been done as per Carl.
Dave

[Chris Cochran]

I don't have the broken off piece. The operation you described sounds simple as sin, though.

Perhaps I'll cut off the one on the 1179 and transfer it over to the 1248. I'll look at my available drill bits tonight. I have a drill press and I have epoxy.

[cushman eagle]

Chris,let us know the results

[Chris Cochran]

Ok, I'll try this again. Forgive me if it double-posts. I attached one pic and did a Preview of it then the whole thing disappeared to parts unknown.

The nipple is 5/32's in outside diameter. Using my drill press I drilled into the 1248 unit, looked in, drilled, looked and so forth. Eventually you'll be able to see a white membrane inside as TRITON28 mentioned there probably would be.

I smeared some epoxy on the nipple that I cut off of my 1179 unit and tapped it in, hopefully deep enough.

I also smeared some epoxy around the outside of the joining line of the two parts.

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[Bonnie and Clyde]

So what is a 1248? what part am i looking at? CDI box maybe?

[Nails]

Yeah. A big issue with early XII. Lots of chatter here about it. Replacing 1179 is a must-do.

[Chris Cochran]

To Bonnie &Clyde:
It's called the igniter, actually. All Voyagers have them but early Voyagers had one that was eventually discovered to be defective. If the battery power got too low the igniter could, for whatever reason, send too much energy to the starter which would supercharge the thing to unhealthy levels. The starter would spin too fast and break the starter chain which sent a few chains through the engine casings, essentially killing the engines hard core.

This "bad" igniter was part number 21119-1179. The replacement igniter was part number 21119-1248 and this one eliminated the issue for good. So, while igniters aren't really cheap, and the 1179 seemed to work fine as long as the battery was always healthy, replacing the 1179 for the 1248 is still cheap insurance against the possibility of losing an engine. It's one less thing to be concerned about in the back of your mind. As Nails stated, it's basically looked at as a "must do" if your 86 or 87 bike has the 1179.

I remember reading somewhere that determining if you had the 1179 could be a bit difficult to do. Apparently the yellow ink that was stamped on the top had a tendency to rub off after some time. I can only say that the igniter that came into my garage on my 86 Voyager had the ink gone. There is no stamped-into-the-plastic part number. My "new" 1248 (used) has the yellow part number clearly showing. You can still buy actual new igniters that were made way back when but never used, so essentially they're still new, but expect to spend $500+ for one.

[triton28]

Actually, the issue with the early units was that the ignition timing was overly advanced at the idle RPM setting. This did not present a problem while the engine was running at idle speed as flywheel inertia would overcome this over advance of the timing.
Nor was it a problem during start up rotation speed of the engine crankshaft provided the battery was in good state of charge as the speed of crank rotation with a full state of battery charge allowed the over advance to be overtaken/passed through and the engine to continue to rotate in the proper direction and start.
There are more than a few 1986 and 1987 bikes out there with the 1179 igniter which have had no problems yet with the generator, (starter), chain or tensioner breaking during startup because these bikes have yet to experience the requisite number of times a low battery has caused a kickback/backlash of the sluggish crankshaft rotation and weakened the chain or the tensioner. But without replacing the 1179 with the 1248 unit, it is only a matter of turnover kickback times with a discharged battery and the 1179 igniter before either the chain or the tensioner breaks leading to a catastrophic failure.
With a discharged battery the rotational speed of the crankshaft is too slow and too "light" to overcome and pass through the advanced timing setting of the 1179 igniter and the crankshaft stumbles sharply and wants to reverse direction----not good!
Regards,
Dave

[Chris Cochran]

I stand corrected. Thanks for the info!

[Bonnie and Clyde]

Thanks for the detailed response. So my 1998 should have the updated igniter?

[Chris Cochran]

I would think a 98 already has the updated one. Someone will KNOW though and chip in.