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Message: [QUOTE="jaguar, post: 787573, member: 19340"] I believe the whole range is moved since all timing is affected by that capacitor. But my 2.7 degree estimation is just that. I need to verify everything with a timing light. Actually, just below 3000rpm (that I need to verify also) the timing curve starts to have its second curve for high rpm, so my bench test at 3000rpm isn't completely valid. Once I have the timing light I plan on removing the extra 1uf capacitor and setting the stator plate at its standard position. Then use the timing light to see what timing it has at some rpm, say somewhere steady between 1000 and 2000. Then add the 1uf capacitor and recheck the timing with the light. That will tell me exactly what the shift between the two is. Then I will have to note the timing at various rpm's in order to make a graph for the two CDI's (std and modified). That graph should validate or discredit my seat-of-the-pants analysis. Since that timing capacitors solder points are close to the top of the CDI box, it should be feasible to cut off a section of the box, clean off any silicone there, and then solder onto two described points a 1uf/10v capacitor. Then seal the cap and everything that was uncovered with silicone sealant. I plan on making a drawing showing what part of the box to cut off and where to solder and how to place the capacitor with the correct polarity (not reverse which would blow the cap). That would make the job a lot easier than a full CDI repair and feasible for the average Joe. Then we can have more input on the subject than just from me. What is unknown is whether the compression/porting/gas desires a spark timing curve to match, or whether all KDX's equally benefit. :-) [/QUOTE]

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