Twintec 1005 User manual

Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119 Model 1005
[phone] www.daytona-twintec.com 5/2015
Page 1
Twin Tec Installation Instructions
for Ignition Model 1005
CAUTION: CAREFULLY READ INSTRUCTIONS BEFORE PROCEEDING. NOT LEGAL FOR SALE
OR USE IN CALIFORNIA OR ON ANY POLLUTION CONTROLLED VEHICLES.
OVERVIEW
Twin Tec ignition Model 1005 is intended for use
with Harley-DavidsonEvolutiontype motorcycle
engines. The Model 1005 replaces the original
equipment (OE) electronic ignition system on 1978-99
models. The unit mounts in the gear case cover and
uses the standard H-Dtiming rotor. It can also be
used on earlier models with breaker points and
mechanical advance. Please note that the 1005S-EX is
recommended for 1998 and later Sportstermodels as
it mates directly with the OE wiring harness.
The Model 1005 offers adjustable advance,
adjustable RPM limit settings in 100 RPM increments,
and 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 flashes when the engine
reaches top dead center (TDC) and allows easy static
timing. The status LED also provides diagnostic
information. A green VOES LED illuminates when the
VOES (vacuum switch) input is active.
A special feature allows use of the tachometer
wire for a PC link to a laptop computer when the
engine is not running. Individual units can be
programmed with a custom advance curve and other
engine parameters such as rear cylinder timing offset.
The use of the tachometer wire for the PC link
eliminates the need to remove the outer cover plate.
All Model 1005 units log engine operating data
that may be downloaded and viewed with our
Operating Statistics software. Model 1005 units
manufactured starting January, 2006 include a build-in
temperature sensor and logging of temperature data.
AVOIDING HEAT RELATED
FAILURES
Heat kills electronics. The Model 1005 uses
electronic devices rated for operation at 105 deg C
(221 deg F), the highest rating available. The unit can
tolerate somewhat higher temperatures, but exposure
to temperatures above 125 deg C (257 deg F) will
greatly reduce life expectancy. We sometimes see
problematic applications where several module failures
have occurred. The failure mode is a classic thermal
intermittent where the module stops firing one cylinder
when it gets hot. We have found that these problematic
applications share one or more of the following
characteristics:
VOES switch removed or non-functional. All street
driven engines require vacuum advance. Without
vacuum advance at idle and part throttle,
thermodynamic efficiency is reduced and engine
temperatures increase significantly.
Improper carburetor jetting resulting in lean air/fuel
ratio (AFR). A lean AFR will cause the engine to
run very hot. All performance engine modifications
necessitate carburetor rejetting. Carburetors are
never correctly jetted out-of-the-box. The only
practical means of correctly jetting a carburetor is
to test the motorcycle on a chassis dyno equipped
with an exhaust gas sniffer or to use our WEGO
system.
Lack of an oil cooler on a 95 CID or larger engine.
Exhaust pipe without heat shield in close proximity
to the nose cone.
If any of the above applies to your application,
the Model 1005 may be exposed to excessive
temperatures resulting in reduced life expectancy. Use
an infrared thermometer to check the module
temperature. Can you also our Operating Statistics
software to monitor temperature levels. If excessive
temperatures are encountered and cannot be
remedied, you should consider using an external
module such as our Model 1006 or 1007.
INCLUDED AND ADDITIONAL
REQUIRED PARTS
All units include a parts bag with crimp terminals
for coil and VOES hookup and a Packard Weather
Pack connector set intended for installation on the
tachometer wire to provide an access point for the PC
link.
FL series Big-Twinmodels manufactured prior
to 1985, FX series Big-Twinand XL Series Sportster
models manufactured prior to 1984, all Sportster
1200S models, and all models with original equipment

Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119 Model 1005
[phone] www.daytona-twintec.com 5/2015
Page 2
breaker points will require H-Dtiming rotor P/N 32402-
83 or an equivalent aftermarket part.
INSTALLATION
1. Turn off the ignition switch and disconnect the
battery ground cable before proceeding.
2. Refer to Figure 1. Remove gear case cover plate
and mounting hardware. You may have to drill out
two rivets that hold the cover (reassemble with
supplied self-threading screws). Remove the
sensor plate or breaker points. Make sure that the
correct H-DP/N 32402-83 timing rotor is installed.
Figure 1 - Feeding Harness Thru Exit Hole
3. You can completely remove the OE ignition
harness and external module (1980 and later
models) if desired. However, you must disconnect
all OE wires from the coil except the white/black
wire from the engine stop/run switch.
4. Install the Model 1005 unit. Wrap one turn of
electrical tape around the end of the protective
wire harness sleeve. This will compress the sleeve
and allow you to easily feed it through the cable
exit hole in the gear case cover. The tape will also
keep the sleeve end from fraying. You will have to
enlarge the hole with a drill on early models and
some Sportsters.
5. Rotate the unit and then place it into position as
shown in Figure 2. Be careful to avoid damage to
the black plastic Hall Effect sensors on the bottom
of the unit.
Figure 2 - Installing Unit (Note Orientation)
Figure 3A - Finished Big-TwinInstallation
6. Route the wiring harness along the side of the unit
and install the mounting standoffs as shown in
Figure 3A for Big Twin or 3B for Sportstermodels.
Do not fully tighten the standoffs or install the outer
cover plate until after the static timing procedure.
7. Route the wire harness along the frame tubing to
the ignition coil. Make sure that the harness is
clear of hot exhaust areas and cannot chafe
against sharp edges. Secure the harness with
nylon cable ties.

Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119 Model 1005
[phone] www.daytona-twintec.com 5/2015
Page 3
Figure 3B - Finished SportsterInstallation
8. Refer to the appropriate wiring diagram. Use the
dual fire hookup shown in Figure 4 if you have an
OE coil or other coil with two primary terminals.
Use the single fire hookup in Figure 5 if you are
installing an aftermarket coil with three primary
terminals. Use appropriate crimp terminals for coil
and VOES hookup. With the exception of the
tachometer and rear coil section (single fire only),
standard H-Dwire color codes are used. Tape up
any unused wires.
9. Install the supplied Weather Pack connector set on
the brown tachometer wire as shown. If a
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.packard.pios.com) sells Packard crimping
tool P/N 12014254. Snap-on sells a low cost tool,
P/N PWC30.
10. Single Fire Tach Hookup. If your motorcycle had
a tach before installation of the Twin Tec module,
the tach was connected to the pink coil wire. When
you connect the tach direct to the Twin Tec module
as shown in Figure 5 for a single fire application,
you must make sure that it is not still connected to
the pink coil wire. Trace the wire going all the way
back to the tach to avoid an inadvertent coil
connection.
11. Reconnect the battery ground cable. Complete the
setup and timing procedures given on pages 3-7.
12. Reinstall the cover plate using two supplied 10-24
x 1/4" socket head screws and lock washers in
place of the original rivets. You will have to tap the
rivet holes on the inner plate (do this with the plate
removed from the bike to avoid damaging the
ignition). You can use the supplied 10-24 x 3/8"
self threading screw as a tap.
OPERATING MODES
A single 10 position rotary switch is used to
select the operating mode. Switch settings are as
follows:
0Street advance curves, dual fire, multi-spark disabled
1Street advance curves, dual fire, multi-spark enabled
2Street advance curves, single fire, multi-spark disabled
3Street advance curves, single fire, multi-spark enabled
4Race advance curves, dual fire, multi-spark disabled
5Race advance curves, dual fire, multi-spark enabled
6Race advance curves, single fire, multi-spark disabled
7Race advance curves, single fire, multi-spark enabled
8 Boot load mode (factory use only - see text)
9Race advance curves, single fire, kick start (see text)
The engine will not run if the mode switch setting
does not match the wiring hookup (i.e. you cannot
select single fire mode with a dual fire coil hookup).
Advance curve families are shown in Figures 6
and 7. Use the street advance curves (mode switch
settings 0-3) for stock or mildly modified engines. Use
CAUTION: Single fire only. Failure to
isolate the tach wire from the coil will
cause damage to the Twin Tec module
that is not covered under warranty.
NOTE: The unit is grounded by means
of the gear case housing. The mounting
surface must not be anodized or
painted.
CAUTION: Engine damage from
excessive timing advance may result if
the purple/white VOES wire is
inadvertently shorted to ground.

Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119 Model 1005
[phone] www.daytona-twintec.com 5/2015
Page 4
the race advance curves (mode switch settings 4-7) for
high compression engines.
We recommend that you enable multi-spark.
When multi-spark is enabled, a continuous series of
sparks is fired from the advanced timing point until
TDC. Most air-cooled engines require relatively cold
spark plugs to prevent detonation under high load.
Multi-spark reduces the consequent tendency for plug
fouling at idle.
Switch setting 8 is a factory reserved setting
used for a special "boot load" mode that allows loading
an entirely new program into the processor FLASH
memory.
Switch setting 9 is available on revision 8.3 and
later units (revision is labeled on back of unit) and
selects race advance curves, single fire, and kick start
mode. Multi-spark is disabled.
Figure 4 - Dual Fire Wiring Diagram
5
0
9
8
6
7
3
1
2
4
6
5
2
4
3
8
9
0
7
1
6
5
2
4
3
8
9
0
7
1
6
5
2
4
3
8
9
0
7
1
STATUS
VOES
MODE
SELECT X1000
RPM LIMITADVANCE
SLOPE X100
ADJUST
RPM
ENGINE
STOP/RUN
SWITCH
OPTIONAL VOES
(VACUUM SWITCH)
WHITE/BLACK
DUAL FIRE COIL
WHITE/BLACK
PURPLE/WHITE
TAPE UP WIRE IF
VOES NOT USED
PINK
TO FRONT
SPARK
PLUG
TO REAR
SPARK
PLUG
OPTIONAL TACH
BLUE WIRE USED
FOR SINGLE FIRE
ONLY - TAPE UP
FEMALE TERMINAL MALE TERMINAL
WEATHER PACK CONNECTORS
MODE SETTINGS FOR DUAL FIRE
0 STREET ADVANCE CURVES, MULTI-SPARK DISABLED
1 STREET ADVANCE CURVES, MULTI-SPARK ENABLED
RACE ADVANCE CURVES, MULTI-SPARK DISABLED
5 RACE ADVANCE CURVES, MULTI-SPARK ENABLED
BROWN
OPTIONAL CABLE CONNECTED TO
BROWN TACH WIRE DURING PC LINK
TO PC
SERIAL
PORT
TO
+12V
TwinTec
Internal Ignition
Model 100

Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119 Model 1005
[phone] www.daytona-twintec.com 5/2015
Page 5
Figure 5 - Single Fire Wiring Diagram
RPM
+
_ _
MODE SETTINGS FOR SINGLE FIRE
2 STREET ADVANCE CURVES, MULTI-SPARK DISABLED
3 STREET ADVANCE CURVES, MULTI-SPARK ENABLED
6 RACE ADVANCE CURVES, MULTI-SPARK DISABLED
7 RACE ADVANCE CURVES, MULTI-SPARK ENABLED
9 RACE ADVANCE CURVES, KICK START
5
0
9
8
6
7
3
1
2
4
6
5
2
4
3
8
9
0
7
1
6
5
2
4
3
8
9
0
7
1
6
5
2
4
3
8
9
0
7
1
STATUS
VOES
MODE
SELECT X1000
RPM LIMITADVANCE
SLOPE X100
ADJUST
ENGINE
STOP/RUN
SWITCH
OPTIONAL VOES
(VACUUM SWITCH)
WHITE/BLACK SINGLE FIRE COIL
WHITE/BLACK
PURPLE/WHITE
TAPE UP WIRE IF
VOES NOT USED
BLUE
TO FRONT
SPARK
PLUG
TO REAR
SPARK
PLUG
OPTIONAL TACH
FEMALE MALE TERMINAL
WEATHER PACK CONNECTORS
BROWN
OPTIONAL CABLE CONNECTED TO
BROWN TACH WIRE DURING PC LINK
TO PC
SERIAL
PORT
TO
+12V
PINK
TwinTec
Internal Ignition
Model 1005
RECOMMENDED TIMING SETTINGS
Street and race advance curve families are
shown in Figures 6 and 7. Each family has minimum
and maximum curves. The advance slope switch
allows you to run an advance curve in between 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 trial and error experimentation, but maximum
power is usually obtained by using the highest advance
setting possible without audible spark knock. Some
recommended starting points are given below:
For stock engines run on normal pump gas (87-
89 octane), use the street advance curves and
advance slope setting 5.
For stock or mildly modified engines run on 92
or higher octane gas, use the street advance curves
and advance slope setting 7.

Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119 Model 1005
[phone] www.daytona-twintec.com 5/2015
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
Twin Tec 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 Model 1005 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 or use our WEGO.

Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119 Model 1005
[phone] www.daytona-twintec.com 5/2015
Page 7
Figure 6 - Street Advance Curves
Figure 7 - Race Advance Curves
0
5
10
15
20
25
30
35
40
0 1000 2000 3000 4000 5000 6000 7000
ENGINE RPM
ADVANCE (DEG)
MAX ADVANCE AT WIDE OPEN THROTTLE
MIN ADVANCE AT WIDE OPEN THROTTLE
MAX ADVANCE WITH VOES GROUNDED
MIN ADVANCE WITH VOES GROUNDED
0
5
10
15
20
25
30
35
40
0 1000 2000 3000 4000 5000 6000 7000
ENGINE RPM
ADVANCE (DEG)
MAXADVANCE AT WIDE OPEN THROTTLE
MIN ADVANCE AT WIDE OPEN THROTTLE
MAX ADVANCE WITH VOES GROUNDED
MIN ADVANCE WITH VOES GROUNDED

Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119 Model 1005
[phone] www.daytona-twintec.com 5/2015
Page 8
Figure 8 - Front Cylinder Timing Marks
GENERAL RECOMMENDATIONS
Coil primary resistance must not be less than 3
ohms. Most OE style dual fire and aftermarket single
fire coils meet this requirement. Coils for the new Twin
Cam 88engine have low primary resistance and are
not compatible.
Due to the short lengths involved on motorcycle
applications, energy losses in spark plug wires are
insignificant. OE carbon core suppression cables will
deteriorate after several years. For a more durable
replacement, we suggest spiral core spark plug cables.
The Twin Tec module is compatible with all
modern "ground sensing" type tachometers including
H-DOE and Autometer units. The red status LED is
internally connected to the tachometer output. If the
red status LED blinks, the tachometer output should be
functional. Some early tachometers require a high
voltage trigger pulse. In this case, you will require a
commercially available tachometer adapter.
VOES CONSIDERATIONS
The vacuum switch (VOES) provides the
vacuum advance required by all street driven engines.
Additional advance under low manifold pressure
conditions improves idle stability and fuel economy.
Most 1980 and later motorcycles are equipped with a
OE VOES. Without vacuum advance at idle and part
throttle, thermodynamic efficiency is reduced and
engine temperatures increase significantly.
The VOES is normally open. At low manifold
pressure (or manifold vacuum greater than about 5
inch-Hg), the VOES grounds the purple/white wire and
causes the Twin Tec module to generate additional
timing advance. The green VOES LED illuminates
whenever the VOES input is active (timing advanced).
Refer to the Evo Tech FAQ on our website for more
VOES information.
The use of a VOES is required for proper
operation of the Twin Tec module. If your motorcycle
did not include an OE VOES, you can use H-DVOES
P/N 26566-91 for stock or mildly modified engines. For
high performance engines, we recommend our P/N
VOES-KIT-MC7. This is a complete kit with mounting
bracket and has a higher vacuum switching level (6-7
inch-Hg) that helps eliminate spark knock under light
load or throttle roll-on.
PC LINK CABLE AND SOFTWARE
The new Twin Tec USB Interface (P/N 18014)
provides PC connectivity for all of our engine controls
(ignition and fuel injection systems) and eliminates the
requirement for multiple cables or a separate USB
adapter. Two Windows based programs are available
for use with the Model 1005: PC Link Evo for
programming custom advance curves and other engine
parameters and Operating Statistics for viewing engine
operating data. The latest versions of our software are
always available for download on our website. The
software is free and will work in demo mode without a
EARLY STYLE
LATE STYLE
1996 AND LATER (1995 AND LATER EXPORT)
TDC 20° BTDC (NOT USED) 35° BTDC
TDC 35° BTDC
35° BTDCTDC
CAUTION: Do not use solid copper
spark plug cables or non-resistor type
spark plugs. The unit may misfire.

Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119 Model 1005
[phone] www.daytona-twintec.com 5/2015
Page 9
Twin Tec module attached. Refer to the software
documentation for details.
The brown tachometer wire is used for the PC
link. The PC link can access the Twin Tec module
when the ignition is turned on and the engine has not
yet been started. Once the engine is started, the brown
wire resumes its normal function of driving the
tachometer. Note that no damage occurs if the engine
is inadvertently started while the PC link is still
attached.
The optional USB interface cable connects to
the brown tachometer wire as shown in Figures 4 and
5. The cable also has a ground clip that must be
connected to frame or engine ground. The other end of
the cable connects to the USB port on a laptop PC.
KICK START APPLICATIONS
Model 1005 units are preset at the factory with a
two revolution cranking delay that is optimum for
electric start applications. This cranking delay
precludes kick starting. Model 1005 units manufactured
starting January, 2006 can be programmed for kick
start mode. Twin Tec PC Link Evo software and USB
interface cable (P/N 18014) are required to program
kick start mode. The mode switch can also be used to
select single fire kick start mode on revision 8.3 and
higher Model 1005 units (refer to page 3 for details).
USE OF VOES INPUT FOR RETARD
The Twin Tec module can be programmed to
allow alternate usage of the purple/white VOES wire as
a retard input. If this feature is enabled, the unit will
retard timing up to 10 degrees when the purple/white
wire is grounded. This retard feature is useful for
turbocharger or nitrous oxide injection applications.
Twin Tec PC Link Evo software and USB interface
cable (P/N 18014) are required to program the retard
feature.
TROUBLESHOOTING FLOWCHART
Follow the troubleshooting flowchart shown on
the next page. Experience has shown that most units
returned for warranty are OK and another problem,
such as a defective coil, is later identified.
TROUBLESHOOTING TIP: If you are
installing an internal (nose cone)
ignition for the first time and the engine
will not start, the most likely problem is
improper static timing. Make sure that
the front piston is at TDC on the
compression stroke and not on the
exhaust stroke.

Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119 Model 1005
[phone] www.daytona-twintec.com 5/2015
Page 10
Troubleshooting Flowchart
REPAIR UNDERLYING PROBLEM
BEFORE INSTALLING TWIN TEC MODULE.
REFER TO MOTORCYCLE SERVICE MANUAL.
TURN IGNITION ON. SET ENGINE
SWITCH TO RUN. CRANK ENGINE. DOES
RED STATUS LED FLASH?
NO YES
NOYES
STARTING
POINT
DID THE ENGINE RUN PROPERLY
BEFORE INSTALLATION OF THE
TWIN TEC MODULE?
NO
CHECK FOR +12V POWER AT MODULE
(WHITE WIRE WITH BLACK STRIPE AT
CONNECTOR). IS +12V POWER OK?
REPAIR WIRING PROBLEM.
REFER TO MOTORCYCLE
SERVICE MANUAL.
YES
REPLACE TWIN
TEC MODULE
DOES ENGINE START?
NO YES
NO YES
YES NO
DOES ENGINE STOP OR DROP
CYLINDER AFTER SEVERAL
MINUTES OF RUNNING?
REPLACE COIL.
IS PROBLEM FI ED?
DONE REPLACE TWIN
TEC MODULE
DOES ENGINE MISFIRE
UNDER LOAD?
YESNO
NOYES
CHECK FOR MINIMUM +13V AT
COIL+ WITH ENGINE RUNNING
AT 2000 RPM. IS VOLTAGE OK?
INSTALL POWER RELAY
KIT. CALL TECH SUPPORT
FOR DETAILS.
NO
YES
YES
NO
DOES ENGINE MISFIRE
AT PART THROTTLE OR
WHILE COLD?
FOR MISC PROBLEMS,
CALL TECH SUPPPORT.
CHECK FOR INCORRECT CARB
JETTING OR INTAKE LEAK.
IS PROBLEM FI ED?
DONE REPLACE TWIN
TEC MODULE
YES NO
CHECK FOR LOW BATTERY, NO FUEL,
OR FOULED SPARK PLUGS.
ANY OBVIOUS FAULT FOUND?
CORRECT FAULT
YES NO
SINGLE FIRE ONLY. INSTALL POWER
RELAY KIT. CALL TECH SUPPORT FOR
DETAILS. IS PROBLEM FI ED?
DONE
YES NO
REPLACE COIL.
IS PROBLEM FI ED?
REPLACE TWIN
TEC MODULE
DONE
NOYES
REPLACE SPARK PLUGS,
SPARK PLUG WIRES, AND COIL
IS PROBLEM FI ED?
DONE REPLACE TWIN
TEC MODULE