From a carburetor as well as a set of two injectors, a well calibrated fuel mixture won't present the whole performance it's capable of if it hasn't been fired at right moment along with a strong ignition. That optimized fuel mixture demands an equally optimized ignition system and pro tuners definitely know this. At Speed's Performance Plus (SPP) an ignition upgrade is definitely part of the plan. "It doesn't take much, either," says SPP's Jason Hanson. Maybe some hot new coils, definitely an adjustable control module, fine quality plug cables, and performance quality spark plugs to match, that makes up the parts list. But first come the basics, those common ignition problems that surface from time to time. "And we see it all," said a guy from SPP. Unquestionably, they travel the region fixing literally thousands of bikes per year.
"Most often," states Jamie Hanson, the other half of this two-brother team, "when a bike comes in spitting and coughing with an ignition problem, a coil might be shot, a plug fouled, or, and this happens a lot, the guy might have gotten a little too fancy trying to hide new plug wires but actually caused his problem by letting those wires rub up against something or get pinched and broken." None of that takes long to repair, but it's a shame to only stop there.
A few upgrade replacement parts along with a "dyno tune" from the ignition compensates big, and then the more customized the motor, say the guys at SPP, the more vital that ignition upgrade becomes. Not paying attention to the ignition, particularly the advance curve, and you'll be leaving much of the benefits from any performance pipes, pistons, cams, and heads that you might currently have directly on the table.
With a fuel-injected motorcycle that custom made ignition tweaks, adjusting the advance and timing can be achieved utilizing the same Power Commander that the fuel delivery. Also, too, including advance where is should be or removing 1 degree each time at 250 rpm batches from idle to red line. With a carbureted motorcycle it's simply the exact same story, varying only in how you get there. Speed's utilizes the plug-in Daytona Twin Tee modules on those motorcycles and with the Twin Tee program, adjusts the ignition exactly as it'll be completed with a Power Commander, straight down to selecting the multi-spark settings and single-or dual-fire.
With that vintage Harleys, pre-Twin Cam, would fire both plugs all together. There are actually potential problems to that. Though one plug is firing the charge in the cylinder ready for it, the other one is sparking off within the cylinder that's not ready for its power stroke. If any residual fuel charge is left in the cylinder, which is often the outcome, it'll also be ignited. That can get an engine simply functioning towards itself. Set up to single-fire a Harley is a much smoother-running motorcycle.
Along with tailor made calibration, upgrades for the coils, plugs, and plug cables seem sensible, too. High-output coils, supplying up to 45,000 volts, will certainly lead to a smoother-running, easier-starting motor. Fitting these hi-po coils while using best set of low-resistance cables you can get is a second excellent move. True, as a result of relatively brief lengths involved in bike applications the energy decrease in plug cables isn't that great. However OE-style carbon-core suppression cabling can, and do, degrade. Hard copper-core wires, on the other hand, aren't often best with those adjustable ignition modules.
An excellent substitute, savvy and modern tuners have realized, is a spiral-core style spark plug cable, easily available. Several spark plugs aren't created equal, either. Iridium tipped plugs, such as the NGK Iridium IXs SPP utilizes, have been created specifically for the performance enthusiast. Yeah, they're a little bit more expensive, but apart from easily firing that mix, they also have better anti-fouling characteristics. They last. Choosing the right temperature range for those plugs is important, too. Modified engines, specifically when the pressure have been bumped up, will often require a differ from the stock spark plug specs. When the pressure goes up the same is true for the the temperature, and since spark plugs must eliminate heat, a colder heat range spark plug might be needed. Neglect the ignition step in a performance tune and you're missing out on a lot. Talk with any pro tuners, including the people at SPP. They'll let you know. Check out their website for the 2012 tour dates. In relation to performance there's absolutely no reason to leave anything on the table.
"Most often," states Jamie Hanson, the other half of this two-brother team, "when a bike comes in spitting and coughing with an ignition problem, a coil might be shot, a plug fouled, or, and this happens a lot, the guy might have gotten a little too fancy trying to hide new plug wires but actually caused his problem by letting those wires rub up against something or get pinched and broken." None of that takes long to repair, but it's a shame to only stop there.
A few upgrade replacement parts along with a "dyno tune" from the ignition compensates big, and then the more customized the motor, say the guys at SPP, the more vital that ignition upgrade becomes. Not paying attention to the ignition, particularly the advance curve, and you'll be leaving much of the benefits from any performance pipes, pistons, cams, and heads that you might currently have directly on the table.
With a fuel-injected motorcycle that custom made ignition tweaks, adjusting the advance and timing can be achieved utilizing the same Power Commander that the fuel delivery. Also, too, including advance where is should be or removing 1 degree each time at 250 rpm batches from idle to red line. With a carbureted motorcycle it's simply the exact same story, varying only in how you get there. Speed's utilizes the plug-in Daytona Twin Tee modules on those motorcycles and with the Twin Tee program, adjusts the ignition exactly as it'll be completed with a Power Commander, straight down to selecting the multi-spark settings and single-or dual-fire.
With that vintage Harleys, pre-Twin Cam, would fire both plugs all together. There are actually potential problems to that. Though one plug is firing the charge in the cylinder ready for it, the other one is sparking off within the cylinder that's not ready for its power stroke. If any residual fuel charge is left in the cylinder, which is often the outcome, it'll also be ignited. That can get an engine simply functioning towards itself. Set up to single-fire a Harley is a much smoother-running motorcycle.
Along with tailor made calibration, upgrades for the coils, plugs, and plug cables seem sensible, too. High-output coils, supplying up to 45,000 volts, will certainly lead to a smoother-running, easier-starting motor. Fitting these hi-po coils while using best set of low-resistance cables you can get is a second excellent move. True, as a result of relatively brief lengths involved in bike applications the energy decrease in plug cables isn't that great. However OE-style carbon-core suppression cabling can, and do, degrade. Hard copper-core wires, on the other hand, aren't often best with those adjustable ignition modules.
An excellent substitute, savvy and modern tuners have realized, is a spiral-core style spark plug cable, easily available. Several spark plugs aren't created equal, either. Iridium tipped plugs, such as the NGK Iridium IXs SPP utilizes, have been created specifically for the performance enthusiast. Yeah, they're a little bit more expensive, but apart from easily firing that mix, they also have better anti-fouling characteristics. They last. Choosing the right temperature range for those plugs is important, too. Modified engines, specifically when the pressure have been bumped up, will often require a differ from the stock spark plug specs. When the pressure goes up the same is true for the the temperature, and since spark plugs must eliminate heat, a colder heat range spark plug might be needed. Neglect the ignition step in a performance tune and you're missing out on a lot. Talk with any pro tuners, including the people at SPP. They'll let you know. Check out their website for the 2012 tour dates. In relation to performance there's absolutely no reason to leave anything on the table.
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