Doing the internal power check at 1700RPM's is not a good idea. This check should be done at no more than 1,000RPM's (more like 800-900RPM's) to insure the generator is working correctly.
I think you might confusing the routine internal alternator check with the less frequent cut-out test.
Directly from the manual:
Ignition Checks
Your ignition checklist will be extended to include two different ignition alternator checks. The first check will blend easily into your regular left/right Ramp Check routine. The other (Cut-Out test) will be done less frequently. See power test switch and wiring diagram later in manual.
1)
Ramp Checks (roughly 1700 RPM).
a) Internal Alternator - E-MAG internal alternator operates in parallel with power supplied by the aircraft bus. The ignition automatically transitions between aircraft power and internal alternator power as needed. Aircraft power is required for starting and low idle speeds.
i) Running on one ignition only, turn ignition power test switch OFF for 2-3 seconds and back ON. The engine should run smooth during the momentary bus power outage, verifying the internal alternator is working.
ii) Repeat with the other ignition.
iii) The left/right Ramp Check rpm drops may be quite a bit different with E-MAGs than magnetos. We don’t apply the same rules to gauge ignition health. Any rough or degraded behavior (before, during, or after each side’s Ramp Check) indicates a problem - not suitable for flight.
2) The
Cut-Out Test (ground run) should be done after initial installation, power plant maintenance, and at annual inspection. It checks ignition condition, and the entire engine system, in challenging conditions. Internal alternator output will drop at low engine speeds. Forcing the ignition to its low-speed low-power limit demonstrates the system’s capacity to operate below your in-flight idle – typically 1000 to 1100 rpm. Cut-Out Test
a) Operating on one ignition, lower engine speed to 1200 rpm. Then turn bus power OFF to that ignition. A slight rpm dip may be expected due to the lowered spark energy.
b) Very slowly lower the engine rpm until the engine reaches low idle limit or quits. A log-book entry will help you track Cut-Out trends over time.
c) Repeat Cut-Out test on the other ignition, and then with both ignitions.