Tuesday, October 10, 2017

Which Ignition Coils to use?


We are back from our travels now and caught-up with our orders and work backlog...  pheew...

While we were away we received a number of inquiries about which coils to use with the various Tri-Spark ignition systems so here is a summary.

Engine
Ignition Kit
Tri-Spark Coils to suit
Bikes
Unit 
Twin
TRI-0005 A or B
6-volt, IGC-1006 (2 required)
Commando, BSA, A65, Triumph, T100, T120, T140, TR7RV, RE Interceptor many others
Unit 
Twin
TRI-0005 A or B
12-volt dual output coil, IGC-2012 (1 required)
Commando, BSA, A65, Triumph, T100, T120, T140, TR7RV, RE Interceptor many others
BSA
Single  
TRI-0005 A or B
12-volt, IGC-1012 (1 required)
Commando, BSA, A65, Triumph, T100, T120, T140, TR7RV, RE Interceptor many others
Triple
TRI-0001 (with black box)
12-volt, IGC-1012 (3 required) RECOMMENDED
T150, T160, Trident, Rocket 3, Hurricane
Triple
TRI-0001 (with black box)
6-volt, IGC-1006 (3 required) with ballast resistor
T150, T160, Trident, Rocket 3, Hurricane
Triple
TRI-0002 (no black box)
12-volt, IGC-1012 (3 required) RECOMMENDED
T150, T160, Trident, Rocket 3, Hurricane
Triple
TRI-0002 (no black box)
6-volt, IGC-1006 (3 required) with ballast resistor
T150, T160, Trident, Rocket 3, Hurricane

Points ignition only
All models with 12 volt electrics on points ignition use IGC-1012 except where a ballast resistor is fitted (for example late Norton and Triumph T160). If there is a ballast resistor use IGC-1006.
  
Both of our ignition systems for the triple cylinder bikes (TRI-0002 and TRI-0001) are sequential firing and not a wasted spark system; that is why they are far superior to anything else on the market. Importantly these Tri-Spark kits have different coil requirements than the competitor kits which are wasted spark.   4-volt coils (IGC-1004) are used only for triples bikes that have Boyer and Lucas Rita systems fitted.

Tri-Spark Ignition coils may be ordered on our website products page 

Further information 

Thursday, April 27, 2017

New Kit for Moto Guzzi FB-0030

Now available is the Tri-Spark FireBox Pro ignition for Moto Guzzi in response to requests from riders who wanted a reliable and high performance system for their machines.

This system suits engines with the ignition points located in a distributor style housing behind the right side cylinder such as the California, Le Mans, V7, Eldorado, Ambassador and others (1960s to 1980s).

The Tri-Spark Pro for Moto Guzzi is based on our Honda Four FireBox Pro which has been in development for 6 years and on the market for two years with many happy customers around the globe. The Tri-Spark FireBox system has a simple engine pickup which is adaptable for a variety of engines and a PC programmable control box making it perfect for the Guzzi.


The FireBox Pro is our highest spec system with a high speed processor which is tuneable using the optional PC cable and software but don't let that put you off - we send the kits out programmed and ready for action!

What can you expect from the FireBox Pro Guzzi system? Stronger sparks, Easy starts, ultra stable ignition timing giving your machine a lift throughout the rev range. Not relying on the mechanical auto advance unit for the timing sets us apart from the competition.

We offer this kit for use with a variety of ignition coils like our IGC-1012 coils for single plugged heads or the IGC-2012 for dual. We can also tune the box for use with a range of other coils for high performance and racing applications.

Easy starting and high performance using the proven FireBox Pro system - when you want the best for your machine!  Order code FB-0030
Click here to order

Southern Triples Rally Roundup



5th Southern Triples Rally 2017 Hahndorf (9-12 March 2017)

This year the ‘Southern Triples Rally’ for BSA Rocket Three and Triumph Trident riders was moved to South Australia at the request of several triple owners in SA. The previous four southern triples rallies were held in southern NSW to compliment the well-established and very popular northern NSW triples rallies organised by Col McAndrew in Ballina and now Evan’s Head.

So, it was that Gerry Rowley, Steve Cramp, Geoff Kemp and the Tri-Spark team got together to organise this Rally in the picturesque tourist town of Hahndorf in the Adelaide hills to promote the use and enjoyment of these machines.
Many of the thirty or so entrants travelled from as far as New South Wales, Canberra, Queensland and Perth to get there (it is nearly 1200Km from Canberra). The venue was the Hahndorf Resort just south of the village with its fantastic hills vistas and excellent amenities.
To kick things off we had a BBQ dinner in the camp kitchen, organised by Joanne Kelly. This was a very pleasant evening with balmy conditions and the casual surroundings were perfect for getting acquainted with fellow triplers.
The presentation dinner on Saturday evening was at the restaurant in the Resort where we enjoyed a great meal and some thirst quenching after a great day of riding. The award presentations followed the meal with some noteworthy outcomes. Ian and David Wright (Brothers) won awards for their beautifully restored early T150 and T160. Paul Edwards won the best special for his Legend. Steve Mobbs won the Best BSA Rocket 3. The heroic Tim Tapsell won the ‘furthest traveled award’, well deserved for riding his T160 to and from Sydney! The award for best Hurricane went to Steve Cramp while the award for best Drum Brake Trident went to Ian Matthews, both of South Australia. 

Many commented on the caliber of the bikes which are an absolute credit to their owner’s efforts to keep them up to this very high standard. Plans are already being discussed for a next triples rally event in Gunning NSW for 2018 and perhaps back to South Australia after that.

New 6 Volt Magneto Replacement Kit

All new for 2017 is the Tri-Spark Magneto replacement kit for 6 volt operation and the option of electronic advance and retard or fixed timing.
A further option to supplement the usual parallel twin version is the V twin or offset crank setup by popular request!

The kits suit a number of applications where the engine was originally fitted with a 3 bolt flange mounted magneto such as the pre-unit Triumphs, BSA A10s, Vincent twins and singles and Velocette to name a few. These kits utilise our Classic Twin TRI-0005 ignition installed in a small alloy distributor style housing made from solid AL and highly polished. 

Due to many requests we have created new options including 6 volt operation, no advance and retard and offset crank options for v twins like the Vincent and rephased offset crank engines which are often 90 degree offset.

A typical kit for a Pre-unit Triumph on 12 volts (pictured above) includes the alloy housing, Tri-Spark Classic Twin electronic ignition, a dual lead ignition coil IGC-2012, HT leads, spark plug caps and fitting instructions. Part number MRK-0001

Options available: 6 volt operation, no advance and retard, offset crank or V-twin and single cylinder. 

Why No advance retard? Some engines were originally equipped with a mechanical auto advance drive gear for the magneto and if you wish to retain the operation of this gear you will need to order the fixed timing option. A better alternative (more stable timing) would be to source a solid drive gear and let the electronic ignition control the timing.

Possible applications include Pre-unit Triumph, BSA 10 and A7, Vincent twins and singles, Norton Atlas, Velocette and Matchless.

Please request the above options when ordering. Click here to order

This bike by one of our customers in Sydney prompted the 6 volt and no advance options to suit his engine - reports are it works better than ever !! He uses the original charging system with a small 6 volt lithium battery and amazingly the 6 volt version draws only 3 watts from the battery!



Installation Tip - small hardware

Installing an electronic ignition involves working with some small hardware like the screws that hold the pickup plate in the engine. The first thing to check is that the screws are not bottoming out. An extra washer or two may be required in some cases. 

The question is how tight do these screws need to be? If you're worried about them coming undone you can use some thread sealer AFTER you have fully checked the timing and the job is complete. Loctite make a weak sealer for small hardware (Loctite 222) that is great for this sort of work. Avoid damaging threads or breaking hardware by tightening them 'just enough'!!! Another tip - Don't use a high strength thread sealer designed for larger hardware.

Wednesday, April 26, 2017

T160 Primary Drive Options

For many years now Triumph T160 Trident owners have been wondering what to do if they need to replace their primary drive chain in the event it wears out or breaks as they are no longer available as a spare part.

We have some exciting news from one of our fellow triples enthusiasts here in Australia on how to use a triplex chain to replace the no longer available Duplex chain on your T160. Of all the options available for the T160 this one seems to make good sense when you consider that the triplex chain was well proven on the T150 Trident!!

 Ian says:
Back in 1975 when Triumph released the Electric Start T160 Trident it was widely assumed that the change to a 7/16” Duplex Primary Chain in place of the well proven 3/8” Triplex chain used on T150 Tridents was all about making room for the LH gear change mechanism that had been fitted between the larger Primary Drive Sprocket and the inside surface of the Primary Cover.
Fast forward to the present and T160 owners find themselves with a problem because nobody makes 7/16” Duplex chain anymore.
A number of ‘less than perfect’ solutions to this situation have emerged but they have all had their problems…. Belt drives that really do not fit…. Belts that break frequently…. Twin simplex chains that cannot be adjusted to get even chain tension, and the need to machine chunks of metal from the inner cover to fit these adaptations are just a few of the issues encountered by owners looking for a solution.
However, a recent breakthrough has changed everything.
A new product has emerged that smashes the long-held theory that the duplex chain was used to make room for the LH gear change. Ian and David Wright from www.classic-triumph.com have developed a conversion kit that easily converts a T160 primary drive to accept a 3/8” Triplex chain as fitted to the T150 models and it works perfectly. No machining to any cases is required with this simple ‘swap and go’ solution that leaves you wondering why Triumph ever changed to a Duplex Chain in the first place!