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!

New! FireBox Pro for Triumph, Norton and BSA twins FB-0020

You've asked for it and now here it is! Programmable from your laptop PC, the FireBox Pro is a versatile ignition giving you the ultimate in performance from your Norton, Triumph or BSA engine. FB-0020


The advance curve can be set with 11 points by simply dragging the dots on the curve or by entering the values in the boxes. The rev limit is programmable along with the coil dwell time making it compatible with a wide variety of large and small ignition coils.

No wasted sparks unless you want them! This is a 2 channel box capable of firing both cylinders independently with enough flexibility to suit V-Twins, parallel twins or engines with modified crank angles.

What's different about it? The programmable settings for the advance curve, rev limit and engine parameters such as cam or crank triggering, electric or kick start, 2 or 4 stroke and number of cylinders allow you to tailor the operation to your specific requirements. We have supplied FireBox Pro kits for offset cranks, single cylinder speedway engines and supercharged Nortons to name a few.




The pickup unit fits easily under the stock covers while the control box hides under the seat or fuel tank or behind one of the side covers.





We can match this system up with some high powered ignition coils to get the best out of your high compression or supercharged engine. If you need a wasted spark installation ( for compatibility ) we can do that too.

The programming kit (software and cable) is sold separately. We can also supply the box preset to your requirements. Now you can have the performance you've been looking for from your classic racer or road bike!

Check it out on our purchase page - Tri-Spark purchase

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!

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.

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

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.

Motorcycles Classics: Tri-Spark Installation on the Norton Commando

A must read for Norton owners - Motorcycle Classics contributor Keith Fellenstein of Geezer's Garage in Lawrence Kansas has put together an incredible How to article for the Norton Commando installation. This is one of the best we've seen, complete with clear and accurate photos by Keith and copy written by editor in chief Richard Backus.

click here to read the article

Keith is also the happy owner of a Tri-Spark powered '74 Trident which he claims starts first kick every time with the proper tickling (don't we all!)

Thanks for permission to share this with my readers

Negative Earth (Ground) Q & A

Q- In a recent email Bill Dawson says "the ignition seems to be wired for positive earth with the ring terminal on the red wire going to the pillar bolt for the earth connection".

A- The ignition is wired for positive earth but it will work either way by changing the connections - the wiring diagrams are supplied in the kit for both positive and negative earth.

On this subject we often get asked if the voltage regulators will work for negative earth. The single phase and the three phase regulators are made so that the case is isolated from the internal connections so they can be used on positive or negative earth machines.

We also get the odd email asking if there are any advantages to converting the machine to negative earth. The idea is that this is more common and therefore the better way to go. I feel that keeping the wiring stock is probably the better way to go - that way anyone working on the bike in the future can follow the wiring diagrams in the manuals if they need to make repairs. Either way the machine will run just the same.

Tri-Spark Classic Twin Installation

Watch this and see how easy it is to install the Tri-Spark Classic Twin ignition in a '73 Triumph TR7RV. Note this video is a few years old - colours and finishes are different to our current production parts.

Left Over Wires

A common question we hear has to do with wiring and left over wires. With electronic ignition the condensers are no longer required so they can simply be removed and the wires taped up to the adjoining wiring loom. If you have any doubts about the wiring we suggest you bring in a specialist or check with your local bike club for someone who's installed electronic ignition before.

Timing Tip

If you get your new ignition system on the bike and it wont start, one of the most common problems is easy to spot. After you've gone through the usual checks on fuel and compression and battery voltage and you're still finding the engine only backfires, this can be a sign that the timing is out of sync by 360 degrees. This might sound odd after carefully checking and rechecking the alignment of all the timing marks but it's easily done and also easy to fix. Just go back over the installation making sure that the number 1 or timing reference cylinder is on the Compression Stroke when aligning the rotor in the static timing procedure. You can double check this by ensuring both the intake and exhaust valves are closed when rotating the engine to the static timing position. Hope that helps.....

Customer Ride

Darrell Ricketts in the USA sent is this shot of his tasty 750 Commando.

He Commented ....
"it was extremely simple to install, high quality and rock solid reliable. I love the clean installation and no black box to hide under the tank. I would definitely recommend it and I have. I chose it mostly because I wanted to eliminate the separate box and simplify the wiring."
Sincerely,
Darrel Ricketts

Ignition Coil Q & A

Q: Brett in Australia asks “I’m installing one of your Classic Twin ignitions on my 850 Commando and I’d like to use a single coil with twin outputs. It has 4 ohm primary resistance. Do I wire it as per the diagram in the instructions but without the black link wire between the coils?”
A: The minimum coil resistance recommended with the Classic Twin is 3 ohms so your 4 ohm coil would be fine to use. As you said the wiring is the same as in the instructions but you eliminate the link wire shown between the 2 coils when using a single coil.

Q: Alan in California asks “is the voltage regulator is required when fitting our Classic Twin ignition system on a 650 Triumph.”
A: The regulator is a recommended upgrade to the charging system but is not required to get the new ignition system operational.

Q: Peter in the UK asks “I’d like to order a Tri-Spark kit for my Rocket 3. What coils do you recommend to go with it?”
A: We recommend our Tri-Spark 12 volt Power coils with the triple kit. They have the same dimensions as the Lucas coils that came with the Rocket 3 but with higher spec materials we get twice the spark duration over the Lucas coils.

Are all coils pretty much the same – no way!

A long spark duration is desirable for easy starting especially on cold engines where the fuel mixture is the most varied. High spark intensity minimises the chance of misfiring, reduced plug fouling and can make the most of high compression and highly tuned engines.

These coils would also be compatible with the original points ignition in the triples except the T160 which would require 6 volt coils with its original points setup utilising a ballast resistor.

Click here for further information about our coils.

Q: Stuart asks “I see on your web site you recommend 6 volt coils with your twin ignition (Classic Twin) but my bike has a 12 volt battery. Why is this?”
A: First up, the Classic Twin is a 12 volt ignition system designed to work with a 12 volt electrical system. The reason for the 6 volt coils is they are wired together in a series circuit and as such they present a 12 volt load to the ignition module. It’s simply 6 + 6 = 12. In series circuit the 2 loads add together to equal 12 volts. This is commonly done with other similar ignition systems.
If 12 volt coils were used instead, they would make a 24 volt load and would be under powered by the 12 volt electrical system resulting in a weak spark.

Coils Compared 4 volt 6 volt 12 volt
Lucas ( 17M4) 4 volt 1.0 Ohms primary resistance
Lucas (17M6) 6 volt 1.8 Ohms primary resistance
Lucas (17M12) 12 volt 3.6 Ohm primary resistance

Tri-Spark 4 volt 1.0 Ohms primary resistance
Tri-Spark 6 volt 1.9 Ohms primary resistance
Tri-Spark 12 volt 3.5 Ohm primary resistance

Customer Report

Great to get feedback from Phil Hollonds. He said, “ Good tips Stephen keep up the good work on the newsletter.

I ordered and received the Tri-Spark ignition and coils for my 850 Commando. What a huge difference it makes especially when I’m not getting any younger; kicks over first time, every time.

No more mucking around with points and timing, which is all great when you’re younger and new at it all but not now, I just want to enjoy it thanks.”

Glad to hear from you Phil and that we’ve helped make your riding more enjoyable.

Your Questions about Battery Charging Answered

Q: Steve in Chicago asks “if I use your regulator (VR-0001) can I do away with my battery”
A: We don't recommend using this part without a battery. The battery is required on road bikes to ensure the lights and horn are functional even if the engine cuts out. This is especially important at night. You can find out what is allowed in your area from the local road authorities. The VR-0001 is primarily designed to improve the reliability and accuracy of the battery charging by replacing the old Lucas Plate rectifier and Zener diode. Click to read more

Q: Alan in California asks if the voltage regulator is required when fitting our Classic Twin ignition system on a 650 Triumph.
A: The regulator is a recommended upgrade to the charging system but is not required to get the new ignition system operational.

Q: From Mike in the UK who has an off road bike that he wants to run without a battery.
A: We recommend our three phase high output alternator kit for this application since the regulator (VR-0003) has the capacitor needed for batteryless operation built it. The three phase alternator has plenty of low RPM output which makes for reliable starting and idling. Our three phase regulator is also available as a separate part. Click here to order

Q: After I ride the bike the battery seems to be low does this mean I have something wrong in the charging system?
A: This question comes up often and I always recommend checking the battery first before looking for other things. If the battery is nearly new check it anyway – it’s still the most likely cause of the trouble. If the battery checks out OK then you should see your local bike electrician to have the charging system checked.

High Output Alternator Kit

Great news for riders of older model Triumphs, BSAs or Nortons is the release of our new High Output Alternator Kits.

These kits are terrific and really do improve the charging systems on the old bikes dramatically. As always Steve has installed this kit on one of his bikes and says, “I put one on my T160 and noticed an improvement immediately.”

With the kit installed you can run both electronic ignition and a Halogen headlamp without worrying about battery charging. It includes a Lucas 3 phase alternator, 14 Amps output power and a Tri-Spark voltage regulator. It’s so easy to install Steve says he can confidently guarantee the fit! Just make sure you get the correct gap all the way around when you install the stator.

“The headlamp on my T160 stays bright even when the engine is idling which shows visually the excellent low RPM output of the 3 phase alternator,” Steve explains.

To order these kits click here

Velocette Vogue

Another satisfied customer has sent us some shots of his bike. This time Robbie, who has a pair of Nortons both running Tri-Spark ignitions, has sent in this picture of his 1965 Velocette Vogue. While it may not be able to match the performance of the Nortons, this somewhat obscure, yet stunning little gem must be a blast on a sunny afternoon.