Bevlec> Installation Instructions for Custom Chrome Ignition Part No. 658180 CAUTION: CAREFULLY READ INSTRUCTIONS BEFORE PROCEEDING OVERVIEW ‘Custom Chrome ignition part no, 658180 Is intended for use with Harley-Davidson® Evolution® type ‘motorcycle engines, The Model 1005-OE Is idea! for engine manufacturers and tuners that require an ignition with a preprogrammed advance curve and RPM limit. Tho unit mounts in the gear case cover and uses the standard H-D* timing rotor. ‘The 658180 ignition unit offers switch selectable single or dual fire modes. Single fire mode improves. starting, reduces the occurrence of backfiring at low RPM, and improves power at high RPM. A red status LED flashos when the engine reaches top dead center (THO) and allows oasy static ning. The status LED ‘also provides diagnostic information. A green VOES LED liluminatos whon the VOES (vacuum switch) input Is active, INSTALLATION 1. Route the wireshamess along the frame tubing to the ignition coll. Make sure that the hamess is clear of hot exhaust areas and cannot chafe against sharp edges. Secure the hamess with nylon cabie ties. 2. Referto the appropriate viring diagram (Figure 2 for dual fire or Figure 3 for single fire). Use. appropriate crimp terminals for coil and optional VOES hookup, With the exception of the ‘tachometer and rear col section (single fire only), standard H-D* wire color codes are used. Tape up any unused wires. 3. Instat the suppliod Weather Pack connector sat on the browa tachometer wire as shown, Ifa tachometer Is not used, seal the end of the mating plug with silicone RTV and use it as a protective cover. Use a proper Weather Pack crimping tool or solder the terminals. Pioneer-Standard (www. oackard.olos.com) sells Packard crimping ‘tool PIN 12014254, Snap-on sels a low cost tool, PIN PWC30, 4, Reconnect the battery ground cable, A single 10 Postion roteny ‘select the operating mode. Sich setings are as follows: 0 Dual fire, multi-spark disabled Down muasezee eran > ets eat util single tre, mult-spark enabled et Ramet 89 Bootloadmode geserved “The engine wil not run ifthe mode swikch setting does not match the wiring hookup (.e. you cannot select single fro mode with a dual fre col hookup). We recommend that you enable mult-spark.. When mute spark is enabled, a continuous series of sparks is fred from the advanced timing point unt TDC. Mast cooled engines require relatively Gold spark plugs to prevent detonation under high load. Muit-opark reduces the consequent tendency for plug fouling at iat. RECOMMENDED TIMING SETTINGS ‘Advance curve families are shown in Figure 4. Each family has minimum and maximum curves, The ‘advance slope switch allows you to run an advance ‘curve in betwoon these minimum and maximum, curves. Advance slope switch setting zero corresponds to the minimum advance curve. Switch setting 9, ‘corresponds to the maximum advance curve. Higher ‘switch settings result in a more aggressive curve. “Tuning a particular engine setup always requires ‘some tial and error experimentation, but maximum ‘poner is usually obtained by using the highest advance setting possible without audible spark knock. Some recommended starting poinis are given below: Far stock engines run on normal pump gas (87- £89 octane), use advance siope setting 7. : x For stook or mildly modified engines run on 92, or higher octane gas, use advance slope setting 9. DA PagetFor high compression engines, use advance ‘Slope setting 2. 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 satting. i spar: knock isa problem at high RPM, decrease the advance slope switch setting, Note that the wide-open throttle (WOT) curves ‘are active unless the VOES input is grounded. During Ide and cruise, the VOES input is grounded (Green ‘WOES LED luminated) and the low manifold pressure (WAP) curves are active, Chem men WCE The 658180 unit has preprogrammed RPM limits. A lower 4,500 RPM break-in limits used during the first 10 hours of operation. After the break-in period has elapsed, the limit increases to 5,700 RPM. The unit uses a newly developed RPM limiting algorthm that has been highly optimized for od fring ‘Vtwin engines, When the engine Is held against the RPM limi, oyindar fring is ahvays pared. This eliminates a torque coupie and results in vary smooth Speraton compared to rendom or sequence ype es. : Figure 2 - Dual Fire Wiring Diagram Rv <—_} Bacau WEUPWIRE {MOOR SETINGS FOR OUAL FRE O° wu gra exstzD 1 MULT SPARK BABES FOVALETERMINAL SALeTERWAL, ‘Wenner mk oowneoTone Page 2= a Figure 3 - Single Fire Wiring Diagram ance 2 Ba <= LO OH mod seer cornet ine of Saal BE| ‘wexnieR tccoonncovons i romurremnut. Bats Tiana | Ne stork seine [yes sermmasron anata re | [rmnamms oso 3 tathsome annof PRECISE TIMING PROCEDURE 1. Use a standard timing ight. Note that most dia-back typo timing igs will nt work correctly wath dual fre applcaions. you have a dil-back timing fight, set the dial-back to zero, Do not enable mult-spark while setting timing. 2. The precise timing procedure is based on using the 25° TDC timing mark and maximum advance curve with VOES ‘grounded that reaches 35° BTDC eround 2,000 RPM (refer to Figure 4), To use ths procedure, you must have a VOES: ‘witch connected. if VOES switch Is not used, you must {ground the purplahwhite wire while setting the timing, 8, Set mode switch to 0 for dual fre oF2for single fie. Set ‘advance slope sivtch to 8. Connact the timing light plckup to {he front eyinder spark plug cable. Loosen standoffs secuting the ignition uni. lun the engine at @ stasdy speed just over 2,000 RPM. Rotate the ignition te canter the 36" BTDC timing ‘mark in the Inspection hole. Tighten stancotts and vanty that the timing has not changed. When done, change mode and advance slope suitches back to desired values, GENERAL RECOMMENDATIONS Coll primary resistance must not be less than 3 ohms. Most OE style dual fre and attermarkat single fie colls meet thie requirement. Cols forthe new Twin Cam 88° engine have low primary resistence and are not compatible. Duo to the short longths Invelved on motorcyste applleations, energy losses in spark plug wires are Insignificant. OE carbon core suppression eables wil deteriorate attr several years. For a mare durable roplacoment, we suggest spiral coe spark plug cables. TROUBLESHOOTING FLOWCHART “ground sensing" type tachometers including H-D® OE ‘and Autometer units, The red status LED is intornally ‘connected to the tachometer output. Ifthe red status LED blinks, the tachometer output should be functional. Some early tachometers require @ high voltage trigger pulse. In this case, you will require a commercially available tachometer adapter. VOES CONSIDERATIONS: ‘The vaouum switch (VOES) is normally open. At low ‘manifold pressure (or manifold vacuum greater than ‘about 5 inch-Hg), the YOES grounds the purple/white Wire and causes the 658180 module to generate additional timing advance. “The use of a VOES is highly recommended. Additional ‘advance under tow manifold pressure conditions improves ide stabitty and fuol economy. Use H-D® VOES PIN 26563- ‘91 or an equivalent aftermarkot part. “The green VOES LED illuminates whenever the VOES Inputs active (Ging advanced). TROUBLESHOOTING FLOWCHART Follow the toubleshooting flowchart shown below. Experience has shown that most units returned for warranty are OK and ancther problem, such as a defective col, is later ‘erties. geen ERR ive RBS ior mone ==]