BOSCH DYNASTART

Bill Rogers www.isettadoc.com

GENERAL INFORMAITON:
The dynastart used on the BMW 600, Isetta and other microcars of the 1950s and 1960 incorporated an
armature and two sets of field coils to provide a compact starter and generator in one unit. This document
concentrates on the use of the dynastart as it applies to the BMW 600 and the Isetta 300 / 250. The
differences between the dynastart used on the BMW 600 and the Isetta 300 / 250 are as follows:

• The armature and field coils used on the BMW 600 are slightly longer and thus not
interchangeable with the 300 / 250 units.
• The main post on the field coils of the BMW 600 is shorter and does not protrude outside the air
guide as it does on the Isetta 300 / 250.
• The condenser, for the ignition points, is normally installed on the dynastart in the BMW 600 as
apposed to being installed at the coil on the Isetta 300 / 250.

A picture of the armature is shown below. The armature is no different from any armature used in either a
generator or starter motor except that is has a much larger diameter. This larger diameter is designed to
provide the additional torque and lower speed needed for its specialized application. Since the armature is
mounted directly to the crankshaft and no gearing is provided between the starter and the engine, lower
speed and higher torque is a necessity. This photo shows an armature from a 600 engine. The 300
armature is the same except slightly shorter in length.

The field coil assembly is designed to carry both the series field and shunt fields. It also carries a set of
points for the ignition system. The photo below does not show the points installed, but they would reside
on the post shown in approximately the 1 o’clock position near the center hole. In addition, the larger brass
post, with a nut on the top at about the 2 o-clock position, is the connection for the cable from the regulator
terminal 30h. This is a field coil unit from a 600 engine. The 300 coils are somewhat shallower and the
main post is longer.

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Four brushes can be seen in the above photo. During starting, power is applied to the brass post at the 2 O-
clock position and flows through the larger series fields to the brushes shown in the 4 and 7 o-clock
positions. The current then flows through the armature and is collected by the remaining two brushes that
are connected to ground. During the generator phase, power flows out of the two brushes at the 4 and 7 o-
clock positions and through the blue wire to the D+/61 terminals of the regulator.

The last photo shows the back side of the field coil assembly. There are a total of eight coils. Four larger
coils (series field) and four smaller coils (shunt field). The four larger coils are connected to the brass post
described above and carry the full load of the starting current. Therefore, these coils are made from much
larger wire. The smaller shunt coils are only used to excite the armature during the generator phase of
operation and are made of much smaller gauge wire. These coils only carry a small current.

Large series coils that carry

current during starting.

Smaller shunt coils that are

used to regulate the output in
generator mode.

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A complete electrical diagram of the dynastart and its connections to the controlling regulator is show in
the diagram below. This diagram shows how the system is connected for a BMW 600 car. The setup is the
same for the Isetta 300 or 250 with the exception of the following.

• Only one ignition coil is used in the Isetta

• The condenser is usually located on terminal “1” of the coil instead of inside the dynastart.

As can be seen from the diagram below, the regulator unit contained the regulator, a reverse current relay
and starter relay. The balance of this document will break down the starting and generating section of the
dynastart and discuss ways to test the different parts. Finally, a short troubleshooting section is added to
point you in the correct direction based on symptoms.

STARTING MODE:
Refer to the diagram on the next page for a simplified version of the starter circuit. Although the shunt
field is energized during starting, its contribution to starting torque is irrelevant and considered negligible.
It is therefore not shown in this simplified diagram. In the starter mode, power is fed from the positive post
of the battery and flows into terminal 30/51 of the regulator unit. When the ignition switch is moved past
the “on” position to the start position the starter relay is closed. The circuit between terminals 30/51 and
30h is complete and power flows out terminal 30h of the regulator to the “main post” on the dynastart unit.
The power then flows through the series fields (heavy wire coils) and into the positive terminal of the
armature. Power passes through the armature with the aid of the carbon brushes to complete the circuit and
cause the dynastart to operate as a motor. After the engine starts, the ignition switch is released. The
release of the ignition switch removes power from the starter relay. This removes battery power from the
main post of the dynastart.

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GENERATOR MODE:
After starting is complete and the engine is idling, the system converts to a generator. The starter relay is
opened and the series fields are not used until the next start sequence. Now the unit is controlled by the
voltage regulating contacts and the reverse current relay. Refer to the diagram on the next page for
generator operations. With the armature being driven by the engine, voltage is produced at the positive
brushes of the armature. This power is collected by the brushes and is available at the D+/61 terminal.
Additionally, power will flow through the shunt fields (smaller wire coils) and be present at the DF
terminal of the regulator. At idle speeds, the residual magnetism in the shunt field is strong enough to
allow the generation of a small output voltage. Typically the output voltage of the dynastart at idle is
around four to six volts. The voltage regulator’s contacts at idle are in the following states:

• Reverse current relay is open to prevent battery current from flowing into the dynastart
• The voltage regulating contacts are connected to ground.

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IMPORTANT NOTE: The dash indicator light for the generator should have two terminals. The
wire from the ignition switch is connected to one of the terminals. A second wire, that enters the
wiring harness and goes to the voltage regulator, is connected to the other terminal. If the indicator
lamp installed in your car does not have two terminals, it is the wrong unit and must be replaced.
Connecting the two wires under a single terminal lamp holder will damage the wiring in your car
and could cause a fire!

With the voltage regulating contacts connected to ground, the 4 to 6 volts applied to the shunt field is
provided a path to ground. This will cause a small current to flow in the shunt field that reinforces the
residual magnetism. At the same time, the dash indication light will be glowing red. This is because on the
D+/61 terminal there is only 4 to 6 volts while on the other side of the indication lamp 12 volts is present
from the battery power. This 6 to 8 volts difference is enough to turn on the lamp.

Terminal DF is held at ground potential during engine acceleration. This will result in a steady increase in
shunt field current as the output voltage of the armature increases. As the output voltage on the armature
increases, it increases the voltage at terminal D+/61. This will continue until the output of the armature
reaches a sufficient voltage to operate the voltage-regulating relay. When the voltage-regulating relay

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operates, the current path for the shunt field is interrupted causing the field to “collapse”. The collapse of
the field will result in a rapid decrease in output voltage of the armature. This process will continue in
rapid succession and result in a regulated output voltage around 14 to 15 volts. This normally stabilizes at
engine speeds above 1200 rpm.

During this same time, the reverse current relay is also sensing the voltage on terminal D+/61. This relay is
designed to close its contacts when the voltage on D+/61 reaches a voltage of 13 to 13.6 volts. This relay
prevents the battery from being discharged into the dynastart when the output of the dynastart is
insufficient.

Once the voltage regulating contacts are in a “regulating” mode (switching on and off rapidly to regulate
the output voltage), and the reverse current relay has been satisfied, the generator indicating lamp will no
longer be lit. This is because the voltages on both sides of the lamp are at the same potential.

TESTING THE STARTING WINDINGS:

To test the field coils it is necessary to disconnect all the wires connected to the voltage regulator. You
should also remove and separate the wires connected to the terminal post on the face of the field assembly
at the 3 o’clock position. This will allow you to check the resistance of each set of coils individually and
check for any shorts to ground.

Remove wires and separate

them from each other and this
terminal.

To check the main start windings, connect an ohmmeter between the 2 locations pointed out in the next
photo. The ohmmeter should be set to its lowest setting. You should read “0” ohms or very close to that.
Any reading above what you read when the two probes of the ohmmeter are connected directly together
would indicate a loose connection in the windings.

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Connect the meter between

the main post and the
heavy yellow wire shown
at the left. You should
read close to “0” ohms.

You should next check to see if these coils are shorted to ground. Change the meter setting to its highest
ohms scale. Place the probes of the meter between the main post and the metal case of the coils. The meter
should read an “open” circuit or very high resistance. Any reading above 1,000,000 ohms (or 1-mega
ohms) is very good. Any reading less than 500,000 ohms would indicate the coils are contaminated and
need additional cleaning. A reading close to zero ohms would indicate a shorted coil and require coil repair
or replacement. Be sure that when you are taking this last reading the heavy yellow wire is not touching
the metal frame of the field coils or the readings will be invalid.

A visual check of the connections between the main post, windings and yellow jumper wire should also be
done to ensure you do not have a loose solder joint. Refer to the next photo for the location of these joints.
It is required that you remove the field coils to check these solder joints.

Solder joint between

main post and the series
field windings (starter
windings). Check for
loose solder joint.

Solder joint between

series field and yellow
jumper wire to terminal
post at 3 o’clock
position. Check for
good solder joint.

TESTING THE GENERATOR WINDINGS:

To check the generator field windings, connect an ohmmeter between the black / red wire and the yellow
wire pointed out n the next photo. The ohmmeter should be set to its lowest setting. You should read
between 4.5 and 5.7 ohms. Any reading above or below this range would indicate a problem in the
windings.

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Connect the meter between

this lead and the black / red
lead in the dynastart wiring
harness.

After completing the above test, check the windings for grounds. This is done by placing the meter on its
highest scale and attaching the meter’s probes between the yellow wire and the metal case of the field
assembly. Make sure the black / red wire is not touching any metallic part of the field assembly. The
meter should read above 1-mega ohms. Any reading less than 500,000 ohms would indicate the coils are
contaminated and need additional cleaning. A reading close to zero ohms would indicate a shorted coil and
require coil repair or replacement.

ARMATURE CHECKS AND TESTS:

If you have access to a “growler” this is one test that can be performed on the dynastart armature to test for
internal shorts. If there is a local motor shop in your area, they should be able to perform this test for you at
a minimal charge. This test will reveal internal shorts, but will not discover some other defects. One defect
that can be found with a simple ohmmeter and a good magnifying glass is broken solder joints at the
commutator (the raised copper bars the carbon brushes ride against). The next photograph shows an
armature that tested good on the growler, but had several open connections at the commutator.

Solder joint was broken loose

at this point and several other
points on the commutator.

Once a close visual inspection has been completed, the armature should be checked for open circuits. This
is done by placing your ohmmeter on its lowest scale and connecting it to each bar on the armature. This
should be accomplished by placing one probe on a specific bar and the other probe should be place on each

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of the other bars and readings taken. This should be done until all bars have been checked back to the first
bar.

Place one probe on any bar.

Then place the other probe on

each of the remaining bars, one at
a time, and take the resistance
reading.

The meter should read “0” ohms for each reading between every bar. If you find a bar or group of bars
with readings higher than “0” ohms, then there is a connection problem within the dynastart armature. The
next check will test for grounds within the armature. Place the meter on its highest scale and check
between any bar and the shaft of the armature. The reading should be above 1-mega ohms. Again, as
before any reading less than 500,000 ohms is reason for concern.

Place meter probes between any

bar and the stub shaft of the
armature.

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TROUBLESHOOTING:

Symptom Possible Causes Checks / Repair

Engine will not turn over 1. Battery is dead. 1. Check the battery voltage when the
when key is moved to start. 2. Starter relay not pulling in. ignition switch is in the start position.
If car is push started – 3. Starter relay contacts not The voltage should not drop below 9-
generator works correctly. making good electrical 10 volts.
contact. 2. Listen for a clicking sound when the
4. Carbon brushes worn and ignition switch is moved from run to
only making contact start. No clicking sound could mean
intermittently. a bad starter relay within the voltage
5. Solder joint at base of main regulator or bad ignition switch.
post broken loose or poor 3. Using a voltmeter set to read 12 volts
connection. DC, place the positive probe on the
6. Solder joint at heavy main post of the dynastart and the
jumper wire loose. negative probe to the engine case.
7. Series field coils open or Have an assistant move the ignition
shorted to ground. switch to the start position and check
the voltage. The voltage should be
between 9 – 10 volts. 12 volts would
indicate an open circuit inside the
dynastart (check for broken solder
joints or worn brushes), less than 6
volts would indicate a short within
the dynastart (check for grounded
starting coils) or a dead battery.
4. If you get a reading of 12 volts in
item 3 above, then you will need to
remove the fan housing and fan from
the dynastart to perform the next
checks. With the fan off, make a
visual check of the brush condition.
If the brush’s pigtails are near the end
of travel in the brushholder slots,
replace the brushes. Also, check for
any broken brush springs.
5. Remove the spark advance unit and
check the solder joints referred to in
“Testing the Starting Windings”
section above. Resolder loose joints
or replace the coils as needed.
6. Same as item 5.
7. Using the information in the section
above titled “Testing the Starting
Windings” check for open circuits or
shorts to ground. Repair or replace
the field coils as necessary.
Engine will not turn over 1. Battery is dead. 1. Check the battery voltage when the
when key is moved to start. 2. The ground connection for ignition switch is in the start position.
If car is push started – the voltage regulator is not The voltage should not drop below 9-
generator does not making a good connection. 10 volts.
generate. 3. Carbon brushes worn and 2. Check the ground connection (bolts
only making contact that hold the regulator to the floor)
intermittently. and make sure that paint is not
insulating the regulator from ground.

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This would prevent both starting and
generator operation.
3. With the fan removed, make a visual
check of the brush condition. If the
brush’s pigtails are near the end of
travel in the brushholder slots,
replace the brushes. Also, check for
any broken brush springs.
Engine will start but the 1. Regulator not functioning 1. The contact points within the
generator light stays on all correctly. regulator may need burnishing. This
the time. 2. Carbon brushes worn and can be tested by the following
only making contact procedure:
intermittently. a. Set your voltmeter to
3. Open or shorted shunt field read 12 volts DC.
coils. Connect the meter
between the D+/61
terminal and ground.
b. With the engine running
at idle, the meter should
read between 3 to 6
volts.
c. VERY CAREFULLY
remove the black/red
wire from the DF
terminal on the voltage
regulator.
d. Connect the black/red
wire to ground and
slowly increase the
engine rpms (do not
allow the meter reading
to exceed 13 volts for
more than a few
seconds).
e. If the voltage on the
meter rises to 14 volts
or higher – the dynastart
is in good condition and
your problem is in the
regulator. If the voltage
on terminal D+/61 does
not rise, the problem is
within the dynastart.

Refer to my document on
regulator operation for location
of appropriate contacts to
burnish.
2. With the fan removed, make a visual
check of the brush condition. If the
brush’s pigtails are near the end of
travel in the brushholder slots,
replace the brushes. Also, check for
any broken brush springs.
3. Disconnect the wires from the
terminal at the 3 o’clock position on

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the front of the dynastart field coils.
Check for proper field resistance and
grounds as described in “Testing the
Generator Windings” above. If the
windings fail this test, repair or
replace as necessary.
Engine will start but the 1. Regulator not functioning 1. The contact points within the
generator light continues to correctly. regulator may need burnishing. This
glow very dimly. (most of 2. High resistance found in can be tested by the following
the time this problem is in field coils. procedure:
the regulator and a. Set your voltmeter to
burnishing the contacts will read 12 volts DC.
correct the problem) Connect the meter
between the D+/61
terminal and ground.
b. With the engine running
at idle, the meter should
read between 3 to 6
volts.
c. VERY CAREFULLY
remove the black/red
wire from the DF
terminal on the voltage
regulator.
d. Connect the black/red
wire to ground and
slowly increase the
engine rpms (do not
allow the meter reading
to exceed 13 volts for
more than a few
seconds).
e. If the voltage on the
meter rises to 14 volts
or higher – the dynastart
is in good condition and
your problem is in the
regulator. If the voltage
on terminal D+/61 does
not rise, the problem is
within the dynastart.

Refer to my document on
regulator operation for location
of appropriate contacts to
burnish.
2. Disconnect the wires from the
terminal at the 3 o’clock position on
the front of the dynastart field coils.
Check for proper field resistance and
grounds as described in “Testing the
Generator Windings” above. If the
windings fail this test, repair or
replace as necessary.

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