Zipper's Performance 317-105 - Manual (Page 6)

Zipper's Performance Products, 6655-A Amberton Dr., Elkridge, MD 21075 Internal Ignition Part No. 317-105
Tel: (410)-579-2828 Fax: (410)-579-2835
www.zippersperformance.com 7/2006
Page 6
For high compression engines, use the race
advance curves and advance slope setting 2.
You can adjust the initial timing by rotating the
Zipper’s module relative to the gear housing (clockwise
rotation increases initial timing).
If you experience spark knock only at low RPM,
you can try reducing the initial timing while maintaining
an aggressive advance slope for maximum power at
high RPM by increasing the advance slope switch
setting. If spark knock is a problem at high RPM,
decrease the advance slope switch setting.
Once you have determined the best switch
settings, you can further optimize the timing at a
particular RPM by programming a custom advance
curve with our PC Link software and optional cable.
Note that the wide-open throttle (WOT) curves
are active unless the VOES input is grounded. During
idle and cruise, the VOES input is grounded (green
VOES LED illuminated) and the low manifold pressure
(MAP) curves are active.
RPM LIMITER SETTING
You can set the RPM limit from 3,000 to 9,900
RPM in 100 RPM increments by means of two rotary
switches. The RPM limit is X100 switch setting (i.e. 57
= 5,700 RPM). Inadvertent settings below 3,000 RPM
are ignored and result in a 3,000 RPM limit.
The Zipper’s module uses a newly developed
RPM limiting algorithm that has been highly optimized
for odd firing V twin engines. When the engine is held
against the RPM limit, cylinder firing is always paired.
This eliminates a torque couple and results in very
smooth operation compared to random or sequence
type RPM limiters.
Set a safe RPM limit that is appropriate for your
engine. Most Evolution  engines with OE valvetrain
components should not be run over 5,700 RPM.
STATIC TIMING PROCEDURE
1. Timing marks are located on the flywheel and may
be viewed by unscrewing the inspection hole plug.
Most engines will have both TDC and advance
timing marks for the front cylinder as shown in
Figure 8. If you are not sure, refer to your shop
manual. You can also identify the TDC mark by
removing the spark plugs and rotating the
crankshaft (turn rear wheel in high gear) until the
front piston comes up on TDC.
2. For static timing, you must rotate the crankshaft so
that the front piston is at TDC on the compression
stroke. Remove spark plugs and rotate crankshaft.
If you place your thumb over the spark plug hole,
you will feel pressure as the piston comes up on
the compression stroke. Continue rotating the
crankshaft until the TDC mark is precisely centered
in the inspection hole.
3. Ground the spark plug cables to avoid a shock
hazard. You can use small jumper wires with
alligator clips for this purpose.
4. Turn on the ignition switch. The red LED is used as
a timing indicator. Note that the LED does not
immediately illuminate when power is first
turned on. Rotate the ignition unit back and forth
until the red LED illuminates. Then slowly rotate
the unit clockwise until the LED goes out. Note that
the LED goes out at TDC.
5. Tighten the standoffs to secure the unit. Turn off
the ignition switch and reinstall the spark plugs.
PRECISE TIMING PROCEDURE
1. Use a standard timing light. Note that most dial-
back type timing lights will not work correctly with
dual fire applications. If you have a dial-back timing
light, set the dial-back to zero. Do not enable multi-
spark while setting timing.
2. The precise timing procedure is based on using the
35
° BTDC timing mark and race maximum
advance curve with VOES grounded that reaches
35
° BTDC around 2,000 RPM (refer to Figure 7).
To use this procedure, you must have a VOES
switch connected. If a VOES switch is not used,
you must ground the purple/white wire while
setting the timing.
3. Set mode switch to 4 for dual fire or 6 for single
fire. Set advance slope switch to 9. Connect the
timing light pickup to the front cylinder spark plug
cable. Loosen standoffs securing the ignition unit.
Run the engine at a steady speed just over 2,000
RPM. Rotate the ignition to center the 35
° BTDC
timing mark in the inspection hole. Tighten
standoffs and verify that the timing has not
changed. When done, change mode and advance
slope switches back to desired values.
TUNING TIP: Lean air/fuel ratio (AFR)
increases the tendency for spark
knock. Check AFR and rejet carburetor
before optimizing ignition timing. Test
the motorcycle on a dyno with an
exhaust gas sniffer.