Originating from a carburetor or even a set of injectors, a good adjusted fuel mixture won't give the whole performance it can provide if it isn't lit off at the right time with a big, fat spark. That optimized fuel mixture requires a similarly improved ignition system and pro bike techs understand how this works. At Speed's Performance Plus an ignition upgrade is definitely the key plan. "It doesn't take much, either," says SPP's Jason Hanson. Probably some hot new coils, a changeable control module, quality plug wires, and performance plugs to match, that makes up the parts listing. Starting with the fundamentals, those common ignition problems that surface once in a while. "And we see it all," said a guy from SPP. Unquestionably, they drive the nation adjusting thousands of motorcycles yearly.
"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.
Just a few upgrade parts together with a "dyno tune" of the ignition repays significantly, and then the more customized the motor, say the guys at SPP, the more crucial that ignition upgrade becomes. Forgetting the ignition, specifically the advance curve, and you will be leaving most of the rewards from any performance pipes, pistons, cams, and heads that you may possibly 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, enhancements to the coils, spark plugs, and plug wires make sense, too. High-output coils, supplying up to 45,000 volts, will definitely alllow for a smoother-running, easier-starting motor. Matching these hi-po coils using the most reliable set of low-resistance cables you can buy is yet another excellent move. True, due to the relatively short lengths relating to bike programs the energy loss in plug wires isn't that great. But OE-style carbon-core suppression cabling can, and do, degrade. Hard copper-core wires, however, aren't often best with those adjustable ignition units.
A good substitute, savvy bike techs found, is a spiral-core style plug wire, readily obtainable. And all spark plugs are not the same, either. Iridium tipped plugs, like the NGK Iridium IXs SPP uses, are actually designed particularly for the performance junkie. Yeah, they are a little more pricy, but besides easily igniting that blend, they also have excellent anti-fouling characteristics. They last. Selecting the most appropriate heat range for those plugs is very important, too. Customized engines, especially when the pressure have been bumped up, will usually require a change from the stock spark plug specifications. When the compression rises the same is true for the the heat, also, since plugs must eliminate heat, a colder heat range plug might be required. Ignore the ignition step in a performance tune and you're missing out on a lot. Talk to any pro tuners, just like the fellas at SPP. They will let you know. Have a look at their website for the 2012 tour schedule. In terms of performance there's 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.
Just a few upgrade parts together with a "dyno tune" of the ignition repays significantly, and then the more customized the motor, say the guys at SPP, the more crucial that ignition upgrade becomes. Forgetting the ignition, specifically the advance curve, and you will be leaving most of the rewards from any performance pipes, pistons, cams, and heads that you may possibly 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, enhancements to the coils, spark plugs, and plug wires make sense, too. High-output coils, supplying up to 45,000 volts, will definitely alllow for a smoother-running, easier-starting motor. Matching these hi-po coils using the most reliable set of low-resistance cables you can buy is yet another excellent move. True, due to the relatively short lengths relating to bike programs the energy loss in plug wires isn't that great. But OE-style carbon-core suppression cabling can, and do, degrade. Hard copper-core wires, however, aren't often best with those adjustable ignition units.
A good substitute, savvy bike techs found, is a spiral-core style plug wire, readily obtainable. And all spark plugs are not the same, either. Iridium tipped plugs, like the NGK Iridium IXs SPP uses, are actually designed particularly for the performance junkie. Yeah, they are a little more pricy, but besides easily igniting that blend, they also have excellent anti-fouling characteristics. They last. Selecting the most appropriate heat range for those plugs is very important, too. Customized engines, especially when the pressure have been bumped up, will usually require a change from the stock spark plug specifications. When the compression rises the same is true for the the heat, also, since plugs must eliminate heat, a colder heat range plug might be required. Ignore the ignition step in a performance tune and you're missing out on a lot. Talk to any pro tuners, just like the fellas at SPP. They will let you know. Have a look at their website for the 2012 tour schedule. In terms of performance there's no reason to leave anything on the table.
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