Ultima Competition Series User manual

ULTIMA COMPANY LLC
COMPETITION SERIES
ENGINES
*NOT EPA COMPLIANT

Ultima Company LLC is not a representative of any other motorcycle manufacturer and the parts we sell are not necessarily recommended by any other
motorcycle manufacturer.
All words used in this catalog denoting any motorcycle manufacturer, models or motorcycle, or part numbers are intended for use as reference only.
Although our replacement engines are not original factory equipment for some manufacturers, our intention is to provide an exceptional quality
replacement part that will outperform the original equipment of many OEM manufacturers.
Harley-Davidson® Parts: Harley® and Harley-Davidson® and other model names of Harley® motorcycles are used as a reference only. Some H-D®
part numbers are also used as reference only. We are not an authorized Harley® dealer and in no way do we have, or intend to imply any kind of business
relationship with Harley-Davidson Motor Company®. Our intention is to provide products that can be used on a Harley-Davidson® motorcycle.
Names and words that are registered trademarks of Harley-Davidson® Inc. Milwaukee, WI, such as Evolution®, Harley-Davidson®, Harley®, H-D®,
HD®, and Softail® are not intended to imply that they are Harley-Davidson® original equipment by their use in connection with Harley-Davidson®
factory part numbers.
The following model designations for Harley-Davidson® motorcycles are used in this catalog for reference only: EL, FL, FLH, FLHR, FLHS, FLHT, FLHTC,
FLHTC-I, FLHTC Ultra Classic, FLHX, FLST, FLSTC, FLSTF, FLSTN, FLSTS, FLT, FLTC, FLTC Ultra Classic, FXB, FXD, FXDB, FXDC, FXDG, FXDL, FXDS, FXDS-
Conv., FXDWG, FXE, FXEF, FXLR, FXR, FXRC, FXRD, FXRDG, FXRP, FXRS, FXRSE, FXRS-Conv., FXRS-SP, FXRT, FXS, FXSB, FXST, FXSTC, FXSTS, FXSTSB,
FXWG, GE, K, KH, WL, WLA, XL, XLCH, XLCR, XLH, XLH 883, XLH 1100, XLH 1200, XLR, XLS, XLT, XLX AND XR-1000.
All other trademarks, registered trademarks and brand names used in this catalog are the property of their respective holders.
WARNING
Serious injury, death and property damage can result from the improper use, control, alteration, or maintenance of motorcycles. The dealer and dealers
customers must exercise good judgement in the use, control, alteration, part selection and installation, and maintenance of motorcycles. Ultima® has
no control over the judgement of others and assumes no responsibility or liability of any nature for the failure of others to use good judgement.
COPYRIGHT ULTIMA® COMPANY LLC 2008 REV 08/01/08
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ULTIMA®COMPETITION SERIES ENGINES
DISTRIBUTED EXCLUSIVELY BY MIDWEST MOTORCYCLE SUPPLY
Failure to read and comply with this document completely may Void Warranty.
COMPETITION SERIES ENGINE WARRANTY:
Ultima’s Complete Assembled Competition Series engines are guaranteed to the original purchaser to be free of manufacturing defects in
materials and workmanship for a period of 12 months from the date of purchase on 80, 96, 100, 107 & 113 CI Engines & 6 months from the date
of purchaseon 120 and 127 CI Engines configurations.
All Unassembled Engines and Long Blocks are guaranteed to the original purchaser to be free of manufacturing defects in materials and
workmanship for a period of 12 months from the date of purchase.
Merchandise that fails to conform to these conditions will be repaired by Ultima if the parts are returned to Midwest Motorcycle Supply by the
purchaser within the specified warranty period or within 10 days thereafter. Cost associated with removing or installation of complete engines
are not covered under this warranty. This warranty covers Ultima® parts only and no other associated expenses.
In the event that any warranty service is required, the original purchaser must call or write Midwest Motorcycle Supply immediately with the
problem. Many problems can be rectified by a telephone call and need no further course of action. Merchandise that is suspected of being
defective must not be replaced by a Dealer or End User without prior authorization from Midwest Motorcycle Supply. If it is deemed necessary
for Ultima to make an evaluation to determine whether the part was defective, it must be packaged properly to prevent further damage and be
returned prepaid to Midwest Motorcycle Supply. You must include a copy of the original invoice and a detailed letter outlining the nature of the
problem. You must also outline how the part was used and the circumstances at the time of failure. If, after an evaluation has been made by
Ultima and the part was found to be defective, repair to the existing part or replacement will be granted at Ultima’s discretion. Engines that
have been modified in any way from the original purchased configuration will have the warranty void.
For any warranty issues please contact: Ultima Company LLC • 2100 Highway Z, Pevely, MO 63070 • 314-773-3064 • [e-mail]

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LONG ROD SERIES ENGINES 130 & 140 CI
Ultima’s Complete Assembled, Unassembled and Long Blocks in the Long Rod Series of Engines have no warranty expressed or implied,
however, engines that are suspect of being defective may qualify for limited warranty assistance. Due to the nature of these engines ultimate
use and performance level we feel it is impossible to express a comprehensive warranty and any claims will be handled strictly at Ultima’s
discretion.
ENGINE COMPONENTS
All of Ultima’s individual engine components or kits including long blocks, fuel systems and ignition systems are covered by a 12 Month
Warranty. This warranty covers part replacement only and no other associated expenses. In the event that any warranty service is required,
the original purchaser must call or write Midwest Motorcycle Supply immediately with the problem. Many problems can be rectified by a
telephone call and need no further course of action. Merchandise that is suspected of being defective must not be replaced by a Dealer or End
User without prior authorization from Midwest Motorcycle Supply. If it is deemed necessary for Ultima to make an evaluation to determine
whether the part was defective, it must be packaged properly to prevent further damage and be returned prepaid to Midwest Motorcycle
Supply. You must also include a copy of the original invoice and detailed letter outlining the nature of the problem. You must also outline how
the part was used and the circumstances at the time of failure. If, after an evaluation has been made by Ultima and the part was found to be
defective, repair to the existing part or replacement will be granted at Ultima’s discretion.
ADDITIONAL WARRANTY PROVISIONS:
1. Ultima®shall have no obligation in the event an Ultima®part is modified by any other person or organization.
2. Ultima®shall have no obligation in the event an Ultima®part becomes defective in whole or in part as a result of improper installation,
improper maintenance, improper use, abnormal operation, or any other misuse or mistreatment of the Ultima®part.
3. Ultima®shall not be liable for any consequential or incidental damage resulting from the failure of an Ultima®part, the breach of any
warranties, the failure to deliver, delay in delivery, delivery in non-conforming condition, or for any other breach of contract or duty between
Ultima®and a customer.
4. Ultima®parts are designed exclusively for use in Harley-Davidson®type motorcycles. Ultima®shall have no warranty
or liability obligation if an Ultima®part is used in any other application.

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NOTE (1)
Ultima®engines are
supplied with 93/L
breathers operating
but the early 84/92
system is present
but plugged.
General Specifications 80” - 113”
Displacement CI 80Ci 96Ci 100Ci 107Ci 113Ci
Displacement CC/CI 1340/81.8 1564/95.5 1643/100.2 1751/106.8 1853/113.1
Bore 3.498” 3.625” 3.875” 4.000” 4.000”
Stroke 4.25” 4.625” 4.250” 4.250” 4.500”
Compression 8.75:1 9.8:1 9.6:1 10:1 10.2:1
Valve : Int 1.850” 1.850” 2.100” 2.100” 2.100”
Valve: Ex 1.625” 1.625” 1.700” 1.700” 1.700”
Cam Lift: Int .490” .520” .625” .625” .640”
Cam Lift: Ex .490” .520” .600” .600” .600”
Cam Duration 242/252 262/272 248/252 248 264/268
Pushrod Length Stock Stock Stock Stock Stock
Piston Cast Forged Forged Dome Forged Dome Forged Dome
Cylinder Length 5.550 5.565 4.995 4.995 4.995
Case Deck Height 5.375 5.375 5.875 5.875 5.875
Rod Length 7.44 7.44 7.44 7.44 7.44
Flywheel Forged 5 Pc Forged 5Pc Forged 5Pc Forged 5Pc Forged 5Pc
Case Spigot bore 3.680” 3.880” 4.255” 4.255” 4.255”
Pump Type 92/L 92/L 92/L 92/L 92/L
Breather Type 92/L (NOTE 1) 92/L (NOTE 1) 92/L (NOTE 1) 92/L (NOTE 1) 92/L (NOTE 1)
Cam Cover Type 84/89 84/89 84/89 84/89 84/89
Rocker Box Type 93/L 93/L 93/L 93/L 93/L
Rocker Arm/ Ratio 1.63 1.63 1.7 1.7 1.7
Engine Height Stock .015” Taller .010” Taller .010” Taller .010” Taller
Rated power RW 75hp/80 tq 100hp/100tq 110hp/110tq 115hp/115tq 120hp/120tq
Engine Weight 145 Lb 150 Lb 165 Lb 165 Lb 165 Lb

NOTE (1)
Ultima®engines are supplied with
92/L breathers operating but the
early 84/91 system is present but
plugged.
** Horsepower ratings on 120, 127
and 140 will be lower if the ‘G’
Carb or 45mm Mikuni is used without
modification or replaced by a larger
bore Carburetor. Horsepower ratings
on all Engines will also be greatly
affected by Exhaust systems selected.
General Specifications
Displacement CI 120 Ci 127 Ci 130Ci 140 Ci
Displacement CC/CI 1976/120.6 2092/127.7 2118/129.3 2305/140.6
Bore 4.250” 4.250” 4.400 4.400”
Stroke 4.250” 4.50” 4.250 4.625”
Compression 9.8:1 10.2:1 10.0:1 10.8:1
Valve : Int 2.100” 2.100” 2.300” 2.300”
Valve: Ex 1.700” 1.700” 1.800” 1.800”
Cam Lift: Int .640” .640” .640” .640”
Cam Lift: Ex .600” .600” .600” .600”
Cam Duration 264/268 264/268 264/268 264/268
Pushrod Length +.250 Longer +.250 Longer +.500 Longer +.500 Longer
Piston Forged Flat Forged Flat Forged Flat Forged Flat
Cylinder Length 5.030 5.030 5.340 5.340
Case Deck Height 5.975 5.975 6.152 6.152
Rod Length 7.700” 7.700” 8” 8”
Flywheel Forged 3 Pc Forged 3 Pc Forged 3 pc Forged 3 Pc
Case Spigot bore 4.500” 4.500” 4.625” 4.625”
Pump Type 92/L 92/L 92/L 92/L
Breather Type 92/L (NOTE 1) 92/L (NOTE 1) 92/L (NOTE 1) 92/L (NOTE 1)
Cam Cover Type 84/89 Ultima®84/89 Ultima®84/89 Ultima®84/89 Ultima®
Rocker Box Type 93/L 93/L 93/L Billet Reed Valve 93/L Billet Reed Valve
Rocker Arm/ Ratio 1.7 1.7 1.7 1.7
Engine Height .125” Taller .125” Taller .625” Taller .625” Taller
Rated power RW 130hp/135tq** 140hp/145tq** 150hp/160tq** 160hp/175tq**
Engine Weight 168 lb 168 lb 170 lb 170 lb
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Cam Information All Models
96 CI engines: MW 520 Cam
Timing information is Open/Close @ .053
Int 28/54 262 Dur Lift .520 TDC .209 Lobe Center 103
Ex 69/23 272 Dur Lift .520 TDC .194 Lobe Center 113
Lobe Sep 108 Overlap 51
100 and 107 CI engines: MW 248 Cam (1.69 rocker arm ratio)
Timing information is Open/Close @ .053
Int 18/50 248 Dur Lift .625 TDC .181 Lobe Center 106
Ex 54/18 252 Dur Lift .600 TDC .171 Lobe Center 108
Lobe Sep 107 Overlap 36
113-120-127 CI engines: MW 264 Cam (1.69 rocker arm ratio)
Timing information is Open/Close @ .053
Int 24/60 264 Dur Lift .640 TDC .218 Lobe Center 108
Ex 68/20 268 Dur Lift .600 TDC .200 Lobe Center 114
Lobe Sep 111 Overlap 44

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Installation Notes:
Ultima®Engines should be installed by a trained professional mechanic into a motorcycle for which its use was intended. Failure to do so
may result in injury and even death. It is the customer’s responsibility to insure their mechanic has proper training.
Fitment and Clearance Issues:
Every effort has been made to insure these engines will install into most available frame models without modifications. Some of the known
fitment issues we have encountered are listed below. Please read these carefully as they will aid in installation.
Fitment Issues: All Crank Cases
1. Ultima®crank cases are designed to fit most OEM motorcycles built from 1984-1999 using Evolution®style engines. On rubber mounted
engines please check that the front engine mount bracket weld or tab does not interfere with the case before final torque of the engine
mount bolts — clearance the bracket if needed.
2. On most FXR
®
or bikes using midshift controls it may be necessary to clearance the case for the inner shift arm.
Fitment Issues: Cylinder 100-107-113-120-127 Ci
1. On some frames using offset engines and forward controls it may be necessary to space the inner shift arm or the shifter mounting bracket
away from the front cylinder fins to provide adequate clearance between the shift arm or rod and the cylinder fins.
Fitment Issues: Cylinder Heads 100-107-113-120-127 Ci
1. If installing these engines into a Stock Style Softail®type frames it will be necessary to relocate the coil and bracket.
Fitment Issues: All 130 & 140 Ci
1. The Ultima®130 Ci and 140 Ci engines are over 5/8” taller than a stock engine. These engines will fit in most Ultima®frames but other
aftermarket manufactured frames must be checked for fitment. All fitment issues for 113Ci thru 127 Ci engines apply to the 130 Ci and 140 Ci.
The Ultima®130 Ci and 140 Ci will require VERY heavy duty drive train components.

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FIG. 2
CRANKCASE
VENT
OIL FEED
FROM TANK
OIL RETURN
TO FILTER
FEED LINE POINTS
TOWARD TRANS
FIG. 3
OUTSIDE LINE
VENT
FIG. 4
DRAIN
PLUG
FEED
LINE
VENT
LINE
RETURN
LINE
THESE LINES
MUST BE
CONNECTED
PROPERLY
TO THE
OIL TANK
AND FILTER
HOUSING
OR
ENGINE FAILURE
CAN
OCCUR!!!
INSIDE LINE (NEAR SEAT
POST) RETURN
OPTIONAL FEED
LOCATION (NEXT
TO RETURN)
Oil Pump Fittings Identification:
Ultima®engines use a 1992 & later style oil pump as shown in Figure 2.
1. The feed line is mounted in the center of the outer cover of the pump and is
pointing up.
2. The return line is mounted to the very bottom of the outer cover and is pointed
forward. This line goes to the Filter Input. See Figure 5.
3. The Crank case vent is mounted to the engine case just above the oil pump.
4. The feed line can be moved by removing the plug at the bottom of the outer
pump cover and reinstalling the fittings.
Oil Line Routing
Figure 3 Tank cutaway shows the oil line identification for Stock FXST®type tanks and
Ultima®brand FXST®type oil tanks.
Figure 4 Tank cutaway shows the oil line identification for Ultima®brand round oil tanks.
As you can see, both tanks have an internal return line that goes to the far side of the
tank to improve oil circulation. If you are using this type of tank you must have the
return line connected to the correct fitting. NEVER ASSUME YOUR OIL TANK IS CLEAN
ENOUGH.

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FIG. 5
OUTSIDE LINE = GOES
TO COOLER AND
BACK TO TANK
INSIDE LINE = FROM OIL
PUMP (RETURN)
Oil Recommendations
For the first 500 miles of operation we recommend using high quality petroleum
based API service SJ rated motor oils, such as Ultima 20W50, MW# 103-114. The
oil’s viscosity should be matched with the climate conditions but in most cases
Ultima 20w50 motor oil will work fine. After initial break-in (over 500 miles) we
recommend using Ultima full synthetic motor oil, MW#103-115.
Oil Filters
All Ultima®engines require oil filters. Oil filter mounting bolts are located on the
right side of the engine case made to accept 92/99 FXST
®
style filter mounts.
When using this type of filter housing make sure the lines are routed as shown in
Figure 5. Any of our high quality 40 Micron Ultima®filters can be used with any
style of filter mount.
Oil Coolers
Ultima recommends oil coolers in applications where heavy loads are pulled or
ambient temperatures exceed 90˚F or oil temps exceed 210˚F. When choosing an
oil cooler, it is best to choose one that is finned & forward mounted on the frame.
When using oil coolers in cold temperatures, either install a thermostat or a cover
to insure the oil temperature makes it to a minimum operating temperature of
150˚F.
Charging system selection
Ultima®engines are supplied with MW part #98-360 main seal spacer for use with 32 amp charging systems. This spacer was used on most 19
through 32 amp-charging systems supplied on Shovelhead®and Evolution®engines (except 1995 & later FLT®). If you use a higher output 38, 40
or 44 amp system you must change the spacer to that system’s specific spacer or the Stator Rotor will contact the crankcase. You will also have
to replace the engine main seal, MW# 95-805. All charging systems are available through Midwest Motorcycle Supply.

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FIG. 1
General Information
Compression Release Valves 100-107-113-120-127-130-140 CI
All Ultima®100 CI and larger engines are supplied with manually
operated push button compression release valves. These valves aid in
starting your engine and can greatly increase your starter and battery
life. To operate these simply depress the Top Cap as shown in Figure 1
and they will pop back up automatically once the engine is cranking.
These are designed to help the starter to begin spinning the engine by
providing a small bypass hole to relieve compression as the engine is
rotated. When the cylinder pressure overcomes the CR valves spring
tension it automatically shuts. After prolonged use valves can become
sticky and closing can be slow. A slight blip of the throttle while the
engine is running should shut the valves immediately.
PCV System and Rocker Boxes:
All Ultima®engines are designed to use 1993 & later style PCV systems (Rocker Boxes). Proper installation and free operation of the Cylinder
Head Vent lines are very important to your engine’s oiling system and overall performance. We recommend using only this late style breather
system and not opening the lower case breathers, which come plugged from the factory.

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FIG 1. FIG 2.
FIG 3. FIG 4.
Clutch and Driveline Considerations:
When installing any performance engine you should consider upgrading your clutch and inspecting or replacing your Primary Chain and
adjuster. Increased power levels and aggressive riding styles can cause stock or worn components to fail or work poorly and they may need to
be upgraded. Ultima®recommends Midwest part#96-730 high performance clutch for use on 98’-06’ HD®chassis & Midwest part#96-731 for
use on 90’-97’ HD®chassis. For custom applications, Ultima®recommends using industry proven Ultima®belt drives.
Primary Belt Drive Considerations:
When installing belt drives on Ultima engines it is recommended
that RTV silicone be applied behind the stator where the casting
meets the steel liner & between the crankshaft splines & the rotor
spacer. Be sure to clean area thoroughly beforehand to insure
adhesion & curing of the silicone. See Fig 1. & Fig 2.
After applying the silicone. Install the stator onto the motor case. It
is also recommended that a liberal amount of blue loctite (med.
Strength) be applied to the stator bolts. See fig 3. & 4.

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Gearing Considerations:
When installing a performance engine selecting the proper gearing is very important in achieving the performance levels you desire. In many
cases engines with less power that are geared properly can outperform more powerful engines that are geared poorly for particular
applications. Another important factor is gross vehicle weight. Motorcycles that are heavy should not be geared with highway gears and a Six
Speed unless the engine used is very, very powerful. On these types of bikes a 3.2-3.37 ratio will give much better acceleration. On most late
model motorcycles the factory gearing is a good choice for all around riding. In lighter bikes we recommend a 2.92 to 3.15 overall ratio for
highway riding. On heavier bikes used for highway riding or lighter bikes wanting quick acceleration for around town riding use 3.23 to 3.37
overall ratio. The following rpm/mph figures are based on a rear tire diameter of 26" or 12.5" from the ground to the center of your axle.
Changing tire diameter 1" = approx. 2.6 mph.
Some common gear ratios are: Stock 1995 FLH®models 36t clutch basket divided by 25t engine sprocket = 1.44 1.44 x 2.19 = 3.15 overall
70t rear pulley divided by 32t transmission pulley = 2.19 3000 rpm @ 74mph
Stock 1995 Softails®36t clutch basket divided by 25t engine sprocket = 1.44 1.44 x 2.03 = 2.92 overall
65t rear pulley divided by 32t transmission pulley = 2.03 3000 rpm @ 79mph
Stock 1991 all models 37t clutch basket divided by 24t engine sprocket = 1.54 1.54 x 2.19 = 3.37 overall
70t rear pulley divided by 32t transmission pulley = 2.19 3000 rpm @ 69mph
Ultima®belt drives 71t clutch basket divided by 45t engine pulley = 1.6 1.6 x 2 = 3.20 overall
with chain rear 48t rear sprocket divided by 24t transmission sprocket = 2 3000 rpm@ 73mph

Exhaust System Selection
Ultima®engines can be very exhaust-system sensitive and proper selection of exhaust system will yield the highest power levels. Ultima®
horsepower and torque tests were done with Hooker Step Tuned drag pipes and Hooker 2 into 1 systems. When selecting exhaust systems
avoid large diameter pipes that do not have a smaller primary pipe that exits the head for at least 4-8” and avoid installing torque cones as
these were made for small cubic inch engines (80ci-96ci). Overall the owner’s satisfaction of the selected pipe is most important but it can
also have a negative effect on rated power levels. For peak power levels a good stepped exhaust (1-3/4” Primary 4”-8” long to 2” pipe 12”-
16” long to 2-1/4” pipe for the balance) drag pipe 32”-38” long will yield the highest numbers. For all around rideability select a free flowing
staggered dual muffler set or the 2 into 1 systems. There are many exhaust systems out there with just as many opinions on what works.
Contact your exhaust manufacturer for suggestions on which exhaust system would best work for your size engine.
Starter and Battery Considerations
Ultima®80 thru 113 CI configurations will typically have no starting problems when using components with comparable power ratings as
used on OEM motorcycles built after 1989. Ultima®starters, batteries & battery cables are recommended when upgrading from the stock
components. Typically an Ultima Thunderfire®starter with a 1.4 to 1.75kw rating when used with an Ultima®AGM battery & high quality
Ultima®cables will give the best performance on our 80 thru 113CI engines. An Ultima Thunderfire®starter with a 2.0 to 2.4kw rating when
used with an Ultima®AGM battery & high quality Ultima®cables will give the best performance on our 120, 127, 130 & 140CI engines.
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ULTIMA®THUNDERVOLT AGM
HIGH POWER BATTERIES
ULTIMA®PREMIUM
BATTERY CABLES
ULTIMA®THUNDERFIRE
HIGH OUTPUT STARTERS

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Ignition Systems
All complete assembled Ultima®engines come with an Ultima Fixed Curve Single Fire Ignition System (by Dynatek) with advance Curves and
the Rev Limiter preset from the factory and do not require further adjustment. Rev limiter is set at 6,000 RPM. Modifying or tampering with
the ignition settings during the engines warranty period will result in your warranty being void.
• INSTALLATION NOTES
**IMPORTANT** Coil primary resistance must be in the range of 2.5 to 3.5 ohms.
**IMPORTANT** Carbon, graphite or spiral core type suppression spark plug wires are required.
Do not use metal core wires. Ultima®high performance spark plug wires w/300 ohms of resistance per foot produce
the best results when using an Ultima®ignition system.
**IMPORTANT** This Ultima Ignition requires the gold colored timing rotor used on 1983 and later EVO®motors (Midwest part no. 53-14).
The earlier silver colored cup will not work properly. Bikes originally equipped with points (except distributors) or early
electronic ignition will accept the later model cup without modification.
STATUS
VIOLET
GREEN
VIOLET (VOES)
PINK (TACH)
WHITE (+12V)
PINK
WHITE
BLUE
REAR
CYL
COILS: 2.5 - 3.5 OHM
SINGLE-FIRE/SINGLE COIL
WIRING DIAGRAM
FRONT
CYL
NOTE:
OUTPUTS CAN BE REVERSED
FOR BEST SPARK PLUG WIRE
ROUTING BY SWAPPING PINK
AND BLUE PRIMARY
CONNECTIONS.
STATUS
VIOLET
GREEN
VIOLET (VOES)
PINK (TACH)
WHITE (+12)
PINK
WHITE
BLUE
REAR
CYLINDER
COIL
FRONT
CYLINDER
COIL
COILS: 2.5 - 3.5 OHM
SINGLE-FIRE/DUAL COIL
WIRING DIAGRAM

Setting Aftermarket Ignition Systems
These instructions are provided for professional mechanics when replacing the OEM Ultima®fixed curved ignitions after warranty, or for
proper settings when assembling long blocks only. Installing aftermarket ignitions during the warranty period on any Ultima® competition
series engines will void your warranty. (For Total TIMING use the information supplied in this book and not from any ignition manufacturer
other than Ultima®.)
Timing Marks
Ultima®Engines are supplied with 4 reference timing marks on the flywheel to identify crankshaft location when viewed through the timing
hole plug. These marks are as follows:
15
T:F
1.
3 0
R2.A
2 5
R2.A
R.
3. 4.
80-113 120-140
Mark 1. = (T:F) Top Dead Center on the Front cylinder—The TDC mark is used for most electronic ignitions as the reference point to begin the
static timing process. When using this mark for timing you must be on the compression stroke on the front cylinder and both valves
should be closed. This mark is also used when checking total timing with a Dial Back type timing light.
Mark 2. = (NOTE 1) Advanced Timing mark for the front cylinder — This mark is used for ignitions that have mechanical advance weights as
the reference point to begin the static timing process. (You must still rotate the point cam or trigger rotor to full advance to use this
mark and static time properly.)
This mark is also the reference when using a regular timing light to check total timing for all ignitions. When checking timing with a light you
must use the front cylinder plug wire and turn off any multi spark functions your ignition may have. You must also rev the engine high enough
to bring the system to full advance to check properly. Some ignitions have very slow curves that may require you to rev the engine to 5000 rpm
before it gets to full advance. We do not recommend these. Instead we prefer to select a point from the manufacturers’ advertised curve at
3000 to 3500 rpm max to verify this type of curve. This can give you an idea of how close the curve is to advertised data. On larger cubic inch
engines the total timing is very important to engine life and performance. If your ignition does not meet the advertised curve be very cautious
and replace or reset the part immediately.
Mark 3. = (R) (NOTE 1) Advanced timing mark for Rear Cylinder. This mark is only a reference and is rarely used for ignition timing. Some
ignitions offer an adjustment for rear cylinder and front cylinder timing spreads where this mark can be useful. An example of
this is a Dyna S single fire ignition and Crane HI4. We recommend you verify the rear cylinder timing if using these ignitions.

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Mark 4. = ( ) TDC on the rear cylinder. This mark is rarely used for ignition timing and is only listed as a reference for professional engine
builders or when checking timing on the rear cylinder with a dial back type timing light.
NOTE 1: All 80-113 Ci engines have 30˚ reference marks and 120-140Ci configurations use 25˚ reference marks.
Range of timing hole: Shown with Mark (2). When timing an engine with a 30˚ mark on the flywheel, if the mark is to the front of the hole the
total timing is Retarded to 26 degrees. If the mark is to the rear of the hole the total timing is advanced to 34 degrees. When in the center of
the hole this mark represents 30 degrees of advance for the front cylinder. This can also be useful when using certain ignitions on larger
engines where the slowest curve still advances the timing past the recommendations below. Many Electronic Ignitions have good curves but
with too much total timing. You can retard the base timing and change the entire curve by moving the TDC mark to the Retard side of the
timing hole prior to the static timing process to make the advertised curve produce the desired total timing. When setting the timing on any
engine we recommend using a timing light to verify the ignition timing is accurate.
Initial timing of the ignition system
Engine Displacement 80” 96” 100” 107” 113” 120” 127” 130” 140”
Total Timing @ 32-34 32-34 30-32 30-32 30-32 25-28 25-28 24-26 24-26
Full Advance
With the variety of ignitions available it is difficult to explain this process for all ignitions. If you do not have instructions for your ignition
please contact the manufacturer and get this important information. Some of these are listed at www.ultimaproducts.com.
On ignitions such as Ultima®, Crane, Dyna 2000 and Compu-Fire that have adjustable advance curves, do not select the most aggressive curves
for break in. On some Ignitions only a few curves offered will provide the proper timing at full advance and some will advance more than 26-28
degrees on the least aggressive curve. If you cannot get the full advance timing needed, shown in the chart above, you will need to retard the
base timing the amount needed or replace the unit with one that has the proper total timing at full advance.. We have found in most cases
these engines will accept full timing before 2500 rpm and this is the best choice for most engines. If you have excessive Spark Knock or
detonation go to a slower curve, Colder Spark Plug, Richer Jets or better fuel. Whatever tuning you need to do to get rid of this condition must
be done. Higher elevations typically require more advance timing than lower elevations. Use the chart above for the range to stay within.
If you have any doubt that your timing is not set correctly or that your ignition system may be faulty have it checked by a professional Mechanic
and bring this booklet in for their reference.
After your engine’s break in procedure has been strictly adhered to we recommend that you have your engine dyno tuned with
timing and advance curves set for optimum performance.

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Example for settings on Ultima & Dyna 2000i Programmable Ignitions
1. Follow the Manufacturers instruction to set the Static timing and understand the instructions.
Make sure you have the engine on TDC (TF on the Flywheel) on the Front Cylinder on the
compression stroke before you begin.
2. Set the ignition to the Normal VOES mode but do not install the VOES switch. Instead tape up
the wire (violet) — Do NOT Ground this wire.
3. Set the Rev Limit to Minimum for Break-in. (Switch 4 & 5 off)
4. Look in the Manufacturers instructions at the Curves produced by the ignition when in the
Normal VOES mode. Look at the curves you will get when no VOES switch is present.
The instructions show 4 different advance curves for this scenario. Select the curve with the proper
total timing shown in this book for your engine size. Ultima Ignitions have preset curves for
each engine size and will get you close by static timing the engine at TDC. Dyna 2000 Ignitions
will require you to modify the base timing on most engines so the total advance is not too
excessive. Refer to “Range of timing hole”, earlier in this booklet. Read and understand ignition
manufacturer settings before running your engine. Both Ultima and Dyna 2000 2KI Ignitions
can be custom programmed using a tuners kit.

Example for settings on Ultima SF Hi-Perf. & Crane HI4 Ignitions
1. Follow the Manufacturers instruction to set the Static timing and understand the
instructions. Make sure you have the engine on TDC (TF on the Flywheel) on the Front
Cylinder on the compression stroke before you begin. The ignition will be nearly vertical
— slightly to the 1 o’clock position if you got it right.
2. Set the ignition to the OEM with VOES mode but do not install the VOES switch. Instead
tape up the wire — Do NOT Ground this wire on the HI4 System or Ultima ignition system.
3. Put the ignition in Kick Start Mode as they will fire on the first revolution and typically
start much easier this way.
4. Set the Rev Limit to Minimum for Break-in.
5. Set the Rear Cylinder Advance to “O”.
6. Look in the Manufacturers instructions at the Curves produced by the ignition when in the
OEM with VOES mode. Look at the Low vacuum
set of curve as this is what you will get when no VOES switch is present. The instructions
show a MAX advance curve and a MIN advance curve for this scenario. When you turn the
Spark Advance dial on the face of the ignition to MIN you will get the curves shown
as MIN and as you turn the dial towards MAX you will get something linear between MIN
and MAX. As you can see the MIN is around 26 degrees and the MAX is about 30 Degrees
full advanced. For a 120 or 127 set the Advance slope dial to MIN for a total advance of 26
degrees. For a 113 set the Spark Advance dial between 3/4 to full advance for approximately
28-30 degrees of total advance.
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