Probably some brand new coils, definitely a changeable control module, good quality plug cables, and performance quality spark plugs to match, that makes up the parts' shortlist.
When a bike comes in spitting and coughing with an ignition problem, a coil might be shot, a plug fouled, 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.
Just a few upgrade replacement parts together with a "dyno tune" from the ignition compensates much of the problem. But remember, the more customized the motor is, the more vital that ignition upgrade becomes.
Forgetting the ignition, particularly the advance curve, and you'll be leaving most of the rewards from any performance pipes, pistons, cams, and heads which you may already have on the table.
Over a fuel-injected motorcycle, that customized ignition tuning, setting the timing and advance may be done employing the same Power Commander that programs the fuel supply. Just as precisely, adding advance where it's needed or removing 1 degree each time at 250 rpm batches from idle to red line.
With a carburetted bike it's nearly the same story, varying only in how you arrive. Use the plug-in Daytona Twin Tee units on those motorcycles and with the Twin Tee software, custom adjusts the ignition exactly as it is completed with a Power Commander, straight down to the choice of multi-spark settings and single-or dual-fire.
Concerning this... some older Harley, pre-Twin Cam, would fire both plugs at the same time. You'll find negative aspects to that. While one spark plug is lighting the charge within the cylinder ready for it, the other one is firing off within the cylinder that's not ready for its power stroke. If any extra fuel charge is left in that cylinder, which is certainly the result, this will too be ignited. That may get an engine simply working in opposition to itself. Set up to single-fire, a Harley is a considerably smoother-running motorcycle.
Together with custom calibration, improvements for the coils, spark plugs, and plug wires seem sensible too. High-output coils, delivering as much as 45,000 volts, will certainly allow for a smoother-running, easier-starting motor. Fitting those hi-po coils while using highest quality set of low-resistance cables you can find is a second excellent move. This is true, as a result of relatively brief lengths on bike applications, the power loss in spark plug wires isn't that great. However OE-style carbon-core suppression cabling can, and do, degrade. Solid copper-core cables, however, are not always best with those adjustable ignition units.
An effective replacement, savvy and modern tuners found, is a spiral-core style spark plug cable, readily obtainable. Many spark plugs are not the same, either. Iridium tipped spark plugs happen to be intended specifically for the performance enthusiast.
Yeah, they are a bit more pricey, but besides easily firing that mixture, they also have better anti-fouling features. They last. Selecting the most proper temperature range for those spark plugs is essential, too. Modified motors, especially when the pressure has been bumped up, will usually need a differ from the stock spark plug specifications. When the pressure rises the same is true for the temperature, and since spark plugs have to remove heat, a colder heat range plug will likely be needed. Skip the ignition step in a performance tune and you're missing out on a lot. Consult any tuning pros. They'll let you know.
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