Classic Twin - Secrets Revealed!

Tri-Spark Classic Twin Secrets Revealed…..for your eyes only

We get asked all the time what makes our Tri-Spark Classic Twin ignition (for British Twins and singles) so different from the rest and I thought it was time to share that story with our customers and friends.

The problem we solved – when the engine is turning slowly and erratically during kickstarting and idling – the rotation of the crank can be difficult to predict – sparking at the wrong time can result in painful kickback, hard starting and lumpy running.

The solution – we use 2 position sensors – one dedicated for slow speed and one for normal running. By comparing the readings from these 2 sensors we get a much more detailed picture of what the engine is doing at low speed. Competitors can’t make this claim!

The result: 

• A steadier idle
• Easier starting without kickback – see testimonial from Brian Nicholls below
• Smooth running throughout the rev range
• Reduced power consumption and less heating of the coils 

More unique features

• LED indication of static timing – extreme accuracy. 
• Easy self-test - complete testing of the ignition system and coils without having to jump on the kick starter!
• No black box – simple wiring, easy installation and originality maintained.

It all adds up - making your riding more enjoyable - we would love to hear your comments!

Brian's Bonneville - Problem Solved!

A Testimonial from Brian Nicholls:

 I was recently having extreme difficulties with the installation of a new B***r ignition system on my Triumph Bonneville. In fact I have both MK's iii and iv.

Once installed the bike was extremely difficult to start, kicked back violently on numerous attempts to start. When it did fire up the static and dynamic timing was proven correct. Both systems acted the same way on this bike.

 I became so annoyed  I started researching systems and Tri- Spark came up time and time again as the best system, so, I purchased said system, fitted it as described and it was an absolute revelation.

Started easily, ran great, ANTI KICKBACK SYSTEM worked perfectly, auto tick over system worked extremely well.

 The Tri-Spark system was worth every penny and so easy to fit', absolute bees knees.

 The best ignition system on the market for value.     

 Thank You ! Best Regards Brian Nicholls

New Part - Coil Bracket

By Popular demand - brackets for our dual lead coils. The part was inspired by one of our USA customers Lorin Smith - see below for his version of the bracket. Thank you Lorin for showing us the way!

Note: Coil and hardware not included.

The strange thing about batteries

If batteries just lost a bit of capacity as they aged we would notice this and plan to get a new one in due course. Unfortunately they die in strange ways - sometimes suddenly - resulting in some of the most common troubles with our old bikes.

For info that could save hours of hair pulling tension in the garage .....click the link
Battery article

Red Norton Commando

This sleek and sexy  machine belongs to one of our customers in France. It has all the upgrades and improvements you'd expect from a ground up rebuilt custom without loosing any of the classic appeal of the original bike. Just look at those brakes - this is a serious riders bike!  

Coils and HT Leads for Norton

Our customers know that in order to get the most from their new ignition system, the coils and HT leads need be up to the job. This photo from one of our dealers (Norcom cycles) shows how it all comes together on the Norton Commando with our IGC-1006 coils and SPL-0002 HT leads. The leads are simply cut to the required length before the plug caps go on - neat and easy!

Kenny Dreer VR880

Owned by one of our local Adelaide Tri-Spark customers, this exceptionally rare VR880 Norton Commando is number 1 of approximately 50 made by Kenny Dreer in the USA to a very high standard and fast according to the owner.

After a question or two about the setup and lots of talk about the Kenny Dreer Nortons, this bike fired right up and no doubt woke up the neighbours and their dogs and cats!

Talking to the riders and hearing their stories is one of the pleasures of the business - I'm getting an education every day I come to the office. Keep those calls coming!

Roger's Matchless 750

Sent in by one of our USA customers, this beautiful '68 Matchless G15 CS is an example of a bike seldom seen in this condition and just like the Norton N15 CS, our Classic Twin ignition fits behind the cylinders in the spot where the points used to be.

Roger adds  BTW, I rode that Matchless with my wife on the back from St. Louis to California on as much of Old Route 66 as possible.  That's 2100 miles to our house in Thousand Oaks.  The bike purred the entire way without a hard start or even a hiccup.

And with the leaves on the grass we're reminded of cooler weather on the way. For our northern customers, make sure you get out and do some riding before the cold weather sets in and when you do garage the bike for the last time this year remember to make a list of what needs attention before the next riding season. Some folks have a routine for storing their bikes like draining the fuel and putting the battery on charge in a warm place. Whatever you like to do here's a reminder to DO IT!

Ben's 850 has a History

Ben Woolven dropped by to see us at the All British Rally this year with his very tidy and completely original Norton Commando Interstate 850. He's quick to point out that there's a story behind this bike which he imported from a collector in the UK.
It turns out that this is the actual bike that was displayed at the NVT stand at Earls Court London in 1975. Ben will not hesitate to compare serial numbers and show you the photo of a very pretty model sitting on the bike at Earls Court. Good on you Ben - thanks for a great story!

All British Rally 2013

In Newstead Victoria once again the riders were blessed with clear weather and a warm evening for camping out. This event keeps on getting better!

This is our opportunity to meet the riders and see their bikes and understand their chalenges.

It's a good thing I brought a few tools to assist with the installations and repairs going on around our site. We installed ignitions on a T150 Trident, Norton Commando and a Triumph Bonneville - all humming along nicely after the transplant!

Technical - Idle stabilisation

" How does idle stabilisation work on the Tri-Spark Classic Twin Ignition?" a customer asked recently.

We know that it does work because we have a box of mail from customers including Michael from the USA stating that his 1972 Norton Combat went from being a little temperamental with the (other brand) of ignition to rock solid and a top performer with the Tri-Spark. He says:

"She started immediately and strobed one or two degrees off.The idle is a thing of beauty at this point.Confident is how I would describe the idle now.The progression through the rest of the rev. range is smooth, powerful and again, confident." - Mike Jetty

So how does it work? Without going into too much detail it works on the principle that the idle firms up with more advance and weakens with less. With digital control over the advance in the idle range from 500 to 1200 RPM we can get a result that continues to impress even the most discerning enthusiasts.

Classic Twin Redesigned for 2013

In our efforts to maintain our reputation as a supplier of a high end system our research and development regime is rigorous. That effort has paid off and we’re pleased to say that we’ve developed what is without doubt the simplest and easiest ignition module for British twin and singles that is available on the market today. What’s more, you’ll be pleased to note, the redesign has enabled us to reduce our costs leading to a better price for you. Now they’re ready for you to order.

What’s different?

There are quite a few terrific improvements on the earlier system. And, we know that it delivers what we promise because we’ve conducted extensive testing. Apart from looking a little different, the stator unit works and fits the engine in the same way but the internals have been simplified and strengthened. What you get now is –

• A new test mode that allows for easy testing at the press of a button, on the bike or bench.
• Higher fault tolerance to high voltage spikes.
• A robust module encapsulated for moisture, oil and vibration resistance using a new softer material (long exposure to water and oil is not recommended).

Tests have proved that the system is able -

• To withstand 24 volts continuously for 10 minutes, at operating temperature.
• To withstand up to 200 volt DC spikes on the power input.
• To withstand reverse polarity continuously.

Some things haven’t changed. 

• Mechanical fitting is the same.
• Same wiring colours and connections.
• Same ignition timing, dwell control and idle control.
• Same coil compatibility.
• LED for static timing and testing has been retained.

With a 3 year warranty on parts, subject to conditions, and better pricing you can’t go wrong.

Classic Twin Temperature Testing

Our Temperature cycling oven has been working overtime for most of 2012 testing sample batches of the new Classic Twin stators. Cycling the heat on and off 12 times per day up to 100 degrees C we are able to verify that the materials used in the manufacturing can stand up to the harsh conditions inside an engine.

In addition to high temperature, the ignition modules are tested to withstand reverse battery polarity, continuous over voltage up to 24 volts DC and voltage spikes up to 200 volts DC.

Even the adhesive on the labels gets evaluated. This is one way we can ensure we are making the best possible product for your bike.

New Classic Twin Test Mode

Troubleshooting an engine when the problem could be the carburettors or the ignition or a mechanical fault has been a time consuming exercise until now.

At the press of a button the Classic Twin will spark the coils for 10 seconds allowing you to check for spark at the plugs and see how the system is functioning with the coils and spark plug leads and spark plugs all working together.

A second test checks the magnetic rotor and pickups in the module thus giving a complete test of all the ignition components.
Read more in the manual page 9

Updated Classic Twin Manual

Changes to the Classic Twin instructions including:
                                             page
* Engine compatibility              8
* Specifications                       8
* New wiring diagrams             7
* Use the new test mode         9
* Troubleshooting tips            10
* Warrantee policy                 11

Click here to read manual

More about coils

We get asked about coils - a lot! Customers want to know which coils will work with their electronic ignitions and we are happy to help. Each kit has a particular combination of coils that will work best and we also have coils to suit the original contact breaker ignition. The following is a guide to get started:

Electronic Ignition
Engine       Ignition Kit        Tri-Spark Coils to suit       
Unit Twin    TRI-0005         IGC-1006 (2 required)
Unit Twin    TRI-0005         IGC-2012 (1 required)
Unit Single  TRI-0005         IGC-1012 (1 required)
(Commando, BSA, A65, Triumph, T100, T120, T140, TR7RV, RE Interceptor many others)

Triple           TRI-0001         IGC-1006 (3 required)       (ballast required)
Triple           TRI-0001         IGC-1012 (3 required)       (recommended)
(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.

 Key specifications
IGC-1006 1.8 Ohm primary resistance
IGC-1012 3.5 Ohm primary resistance
IGC-2012 3.5 Ohm primary resistance

Red Bobber

With the cold winters in Norway, Gudvin has used his time wisely crafting this one-of-a-kind Triumph bobber based on a 1965 machine. He has the Tri-Spark Classic Twin fitted and loves the clean no black box design. The evolution continues with the addition of the Dual output coil - no wonder this machine must be the envy of Triumph fans everywhere!

Spark plugs and suppression Q and A

We often get asked about spark plugs, caps, HT leads and spark suppression. This question from Andrew in the UK is a good one.

Q: I have fitted a Tri Spark (Classic Twin) to my T140E but suspect that my standard plug caps and leads may no longer be suitable (both the caps and leads are expanding with heat and the caps keep jumping off the plugs)
Please can you confirm which type of plug and lead I should fit?

A: The plug cap must be a good fit or it will continue to fall off. The ones pictured above from the sets we sell are tight fitting and click positively onto the spark plug. The HT wire is simply cut to length and screwed into the socket for easy connection to the cap.

Q: Are resistor plugs (NGK BPR7ES) OK to use instead of a resistor cap? Yes

Q: My plug wires are copper core.  Is this OK or should they be replaced with carbon core?

A: We don't recommend carbon core leads unless both molded end fittings can be retained. Carbon leads are great for cars but no so good for bikes with high vibration and heat. Cutting carbon leads and fitting universal caps is generally not a good practice. Automotive leads are often odd colours and have unsightly printing down the length.

Q: Can I use Iridium plugs with the Tri-Spark ignition?

A: Some people will claim an improvement changing to iridium. There's no harm in it however for the cost you might be better off to buy 2 sets of the standard type to keep on hand for spares.

Q: Do I need spark suppression with the Tri-Spark ignition?  

A: Spark noise is like the electrical equivalent of a Tsunami or Tornado. The electrical noise interferes with all sorts of electronic items including the ignition and charging systems so it's best to have either resistor type plugs or caps (not both) fitted to your engine to reduce the noise and keep things running smoothly. Keeps your GPS happy too! 

Customer Ride

Ted Stanley's unrestored 1974 850 Commando.

Ted says "I installed the Tri-Spark system about 8000 miles ago and all those have been trouble free miles.

Fuel consumption has been about 48-52 mpg during this time and I didn't even use a timing light on installation - Just used your handy built in timing LED .Bike starts first kick and has a ton of power. Couldn't be more pleased.

The backdrop for picture is the local harbor where I live on Whidbey Island, a smaller island in Puget Sound about an hour north of Seattle, Washington.

Thanks again for a great product which has proved itself over and over."

Cheers.

Ted Stanley, Vice president Northwest Norton Owners Association.

Desert Sled

The June 2012 issue of Classic Bike, which sells around the world, has a feature on a Triumph twin that runs our complete Tri-Spark system.

It's written by Australian motorcycle journalist Hamish Cooper. He bought a wreck of a 1966 Triumph Bonneville chopper from Murray's Britbikes, which stocks our electronic systems. Over 18 months he rebuilt this junker into a "desert sled" using period parts. But there were two areas he didn't cut corners on: the ignition and carburetion. Here's a extract from the feature:

 To ensure clean running I got the Monobloc carbs resleeved and bought an entire ignition system (coils, rectifier, electronic ignition) from the Australian Tri-Spark company.....

..... After a few hours of running in around a farm property I took the Triumph to a Vinduro event and it performed faultlessly. It started easily and chugged from low revs, even with twin carbs. This proves that the decision to fit fully rebuilt carbs and a complete new ignition system was the right one.

Modern fuels often don’t agree with old British engines so you need every bit of help you can find.