Page 1
Installation Instructions for Internal
Ignition Part No. 317-105
CAUTION: CAREFULLY READ INSTRUCTIONS BEFORE PROCEEDING
OVERVIEW
Zipper's Internal Ignition Part No. 317-105 is
intended for use with Harley-Davidson
motorcycle engines. The Zipper's Internal Ignition
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
rotor. It can also be used on earlier models with
breaker points and mechanical advance.
The Zipper's Internal Ignition 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 317-105 units log engine operating data that
may be downloaded and viewed with our Operating
Statistics software. Units manufactured starting
January, 2006 include a build-in temperature sensor
and logging of temperature data.
Evolution type
timing
AVOIDING HEAT RELATED
FAILURES
Heat kills electronics. The 317-105 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.
• 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 317-105 may be exposed to excessive
temperatures resulting in reduced life expectancy. We
suggest that you use our Operating Statistics software
to monitor temperature levels. If excessive
temperatures are encountered and cannot be
remedied, you should consider using an external
module.
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
to 1985, FX series Big-Twin
models manufactured prior to 1984, and all models
with original equipment breaker points will require H-D
timing rotor P/N 32402-83 or an equivalent aftermarket
part.
models manufactured prior
and XL Series Sportster
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
Page 1
7/2006
Page 2
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
Figure 1 - Feeding Harness Thru Exit Hole
P/N 32402-83 timing rotor is installed.
Figure 2 - Installing Unit (Note Orientation)
Figure 3 - Finished Installation
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 Zipper's ignition 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.
.
6. Route the wiring harness along the side of the unit
and install the mounting standoffs as shown in
Figure 3. 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.
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
Page 2
7/2006
Page 3
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
any unused wires.
wire color codes are used. Tape up
CAUTION: Engine damage from
excessive timing advance may result if
the purple/white VOES wire is
inadvertently shorted to ground.
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
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 Zipper’s module,
the tach was connected to the pink coil wire. When
you connect the tach direct to the Zipper’s 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.
) sells Packard crimping
OPERATING MODES
A single 10 position rotary switch is used to
select the operating mode. Switch settings are as
follows:
0 Street advance curves, dual fire, multi-spark disabled
1 Street advance curves, dual fire, multi-spark enabled
2 Street advance curves, single fire, multi-spark disabled
3 Street advance curves, single fire, multi-spark enabled
4 Race advance curves, dual fire, multi-spark disabled
5 Race advance curves, dual fire, multi-spark enabled
6 Race advance curves, single fire, multi-spark disabled
7 Race advance curves, single fire, multi-spark enabled
8-9 Boot load mode (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
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 settings 8-9 are used only for a special
"boot load" mode that allows loading an entirely new
program into the processor FLASH memory. This
would only be done in special circumstances.
CAUTION: Single fire only. Failure to
isolate the tach wire from the coil will
cause damage to the Zipper’s module
that is not covered under warranty.
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.
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
NOTE: The unit is grounded by means
of the gear case housing. The mounting
surface must not be anodized or
painted.
7/2006
Page 3
Page 4
Figure 4 - Dual Fire Wiring Diagram
ENGINE
STOP/RUN
SWITCH
TO
+12V
WHITE/BLACK
DUAL FIRE COIL
OPTIONAL VOES
(VACUUM SWITCH)
ADJUST
MODE
SELECT X1000
3
2
4
1
5
0
6
9
7
8
SLOPE
2
1
0
9
3
4
5
6
7
8
STATUS
1
0
VOES
RPM LIMITADVANCE
2
9
TO FRONT
SPARK
PLUG
WHITE/BLACK
TO REAR
SPARK
PLUG
PURPLE/WHITE
TAPE UP WIRE IF
VOES NOT USED
X100
3
3
2
4
4
1
5
5
0
6
6
9
7
7
8
8
BROWN
PINK
BLUE WIRE USED
FOR SINGLE FIRE
ONLY - TAPE UP
OPTIONAL CABLE CONNECTED TO
BROWN TACH WIRE DURING PC LINK
FEMALE TERMINAL
WEATHER PACK CONNECTORS
MALE TERMINAL
RPM
OPTIONAL TACH
TO PC
SERIAL
PORT
MODE SETTINGS FOR DUAL FIRE
0 STREET ADVANCE CURVES, MULTI-SPARK DISABLED
1 STREET ADVANCE CURVES, MULTI-SPARK ENABLED
4 RACE ADVANCE CURVES, MULTI-SPARK DISABLED
5 RACE ADVANCE CURVES, MULTI-SPARK ENABLED
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
Page 4
7/2006
Page 5
Figure 5 - Single Fire Wiring Diagram
ENGINE
STOP/RUN
SWITCH
TO
+12V
SINGLE FIRE COIL
+
_ _
OPTIONAL T ACH
TO FRONT
SPARK
PLUG
TO REAR
SPARK
PLUG
OPTIONAL VOES
(VACUUM SWITCH)
PURPLE/WHITE
TAPE UP WIRE IF
VOES NOT USED
WHITE/BLACK
PINK
WHITE/BLACK
BLUE
ADJUST
MODE
SELECT X1000
3
2
4
1
5
0
6
9
7
8
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
SLOPE
3
2
1
0
9
8
4
5
6
7
STATUS
VOES
RPM LIMITADVANCE
X100
3
3
2
2
4
4
1
1
5
0
5
0
6
6
9
9
7
7
8
8
WEATHER PACK CONNECTORS
FEMALE TERMINAL
MALE TERMINAL
RPM
BROWN
TO PC
SERIAL
PORT
OPTIONAL CABLE CONNECTED TO
BROWN TACH WIRE DURING PC LINK
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.
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
Page 5
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 (8789 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.
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.
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.
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
components should not be run over 5,700 RPM.
engines with OE valvetrain
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
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
Page 6
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 dialback 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 multispark 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.
7/2006
Page 7
Figure 6 - Street Advance Curves
40
35
30
25
20
15
ADVANCE (DEG)
10
MAX ADVANC E AT WIDE OPEN TH ROTTLE
5
MIN ADVANCE AT WIDE OPEN THROTTLE
MAX ADVANCE WITH VOES GROUNDED
MIN ADVANCE WITH VOES GROUNDED
0
0 1000 2000 3000 4000 5000 6000 7000
ENGINE RPM
Figure 7 - Race Advance Curves
40
35
30
25
20
15
ADVANCE (DEG)
10
MAX ADVAN C E AT WIDE OPEN TH R O TTLE
5
MIN ADVANCE AT WIDE OPEN THROTTLE
MAX ADVANCE WITH VOES GROUNDED
MIN ADVANCE WITH VOES GROUNDED
0
0 1000 2000 3000 4000 5000 6000 7000
ENGINE RPM
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 7
Page 8
Figure 8 - Front Cylinder Timing Marks
EARLY STYLE
TDC
LATE STYLE
1996 AND LATER (1995 AND LATER EXPORT)
TDC 20° BTDC (NOT USED) 35° BTDC
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
not compatible.
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.
engine have low primary resistance and are
Due to the short lengths involved on motorcycle
35° BTDC
35° BTDCTDC
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 317-105 module to generate additional
timing advance. The green VOES LED illuminates
whenever the VOES input is active (timing advanced).
The use of a VOES is required for proper
operation of the 317-105 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.
CAUTION: Do not use solid copper
spark plug cables or non-resistor type
spark plugs. The unit may misfire.
The Zipper’s 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.
PC LINK CABLE AND SOFTWARE
The new USB Interface (P/N 399-110) provides
PC connectivity for all of our engine controls and
eliminates the requirement for multiple cables or a
separate USB adapter. Two Windows based programs
are available for use with the 317-105: PC Link Evo for
programming custom advance curves and other engine
parameters and Operating Statistics for viewing engine
operating data. Refer to the software documentation
for details.
The brown tachometer wire is used for the PC
link. The PC link can access the 317-105 module when
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.
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.
Most 1980 and later motorcycles are equipped with a
OE VOES. Without vacuum advance at idle and part
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 8
Page 9
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
317-105 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. 317-105 units manufactured
starting January, 2006 can be programmed for kick
start mode. PC Link Evo software and the USB
interface cable are required to program kick start
mode.
USE OF VOES INPUT FOR RETARD
The 317-105 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. PC
Link Evo software and the USB interface cable 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.
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
Page 9
7/2006
Page 10
Troubleshooting Flowchart
STARTING
POINT
DID THE ENGINE RUN PROPERLY
BEFORE INSTALLATION OF THE
NEW IGNITION MODULE?
NOYES
TURN IGNITION ON. SET ENGINE
SWITCH TO RUN. CRANK ENGINE. DOES
RED STATUS LED FLASH?
CHECK FOR +12V POWER AT MODULE
(WHITE WIRE WITH BLACK STRIPE AT
CONNECTOR). IS +12V POWER OK?
YES
REPLACE IGNITION
MODULE
CHECK FOR LOW BATTERY, NO FUEL,
OR FOULED SPARK PLUGS.
ANY OBVIOUS FAULT FOUND?
CORRECT FAULT
SINGLE FIRE ONLY. INSTALL POWER
RELAY KIT. CALL TECH SUPPORT FOR
DETAILS. IS PROBLEM FIXED?
DONE
REPLACE COIL.
IS PROBLEM FIXED?
DONE
REPAIR WIRING PROBLEM.
REFER TO MOTORCYCLE
SERVICE MANUAL.
YES NO
YES NO
YES NO
NO YES
NO
REPLACE IGNITION
MODULE
DOES ENGINE START?
NO YES
DOES ENGINE MISFIRE
UNDER LOAD?
REPLACE SPARK PLUGS,
SPARK PLUG WIRES, AND COIL
IS PROBLEM FIXED?
DONE
DOES ENGINE MISFIRE
AT PART THROTTLE OR
WHILE COLD?
FOR MISC PROBLEMS,
CALL TECH SUPPPORT.
REPAIR UNDERLYING PROBLEM
BEFORE INSTALLING THE NEW MODULE.
REFER TO MOTORCYCLE SERVICE MANUAL.
DOES ENGINE STOP OR DROP
CYLINDER AFTER SEVERAL
MINUTES OF RUNNING?
NO YES
REPLACE COIL.
IS PROBLEM FIXED?
YES NO
YESNO
CHECK FOR MINIMUM +13V AT
COIL+ WITH ENGINE RUNNING
AT 2000 RPM. IS VOLTAGE OK?
NOYES
REPLACE IGNITION
MODULE
NO
CHECK FOR INCORRECT CARB
JETTING OR INTAKE LEAK.
IS PROBLEM FIXED?
YES
DONE
NOYES
INSTALL POWER RELAY
KIT. CALL TECH SUPPORT
FOR DETAILS.
YES
NO
REPLACE IGNITION
MODULE
DONE
REPLACE IGNITION
MODULE
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 10
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