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

Wiring Woes

Typical peek under the seat of a Triumph twin

Breakdowns - nobody want to be stranded at the side of the road - how do avoid these troubles?

In my experience an electrical problem is more likely to end your ride than just about anything else. Some of these problems are unforeseen but a lot of times they can be avoided.

Here are 5 tips to help keep you going on your next ride.

1. If the wiring loom has been patched a number of times consider replacing it. After 40 years the wires and connectors are just too old and crusty to do the job reliably anymore.
2. Make secure wire joins. Avoid repairing wires midway with connectors.
3. Leave enough slack for the wires to move around a bit without putting strain on the connections.
4. Use good quality connectors and crimpers. Avoid the cheap sets of connectors at the auto parts stores. If you do have to use these preinsulated connectors remember to crimp the back end where the wire exits to support the wire.
5. If you don't have the correct tools and experience to do the job...find an expert to give you a hand and get the job done right. Here in Adelaide there are a number of bike electricians I would happily recommend.

Hope that helps,

Steve Kelly

Tri-Spark

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  B	12-volt, IGC-1012 (1 required)	BSA and Triumph Singles all engines
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 

http://trispark.blogspot.com.au/2012/10/more-about-coils.html

http://trispark.blogspot.com.au/2011/04/ignition-coil-q.html

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

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.

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!

For more information go to http://classic-triumph.com/t160-primary-drive-conversion or http://www.clivescarfesystems.co.uk/

  

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

Coming Soon BMW and Guzzi FireBox Pro

One of our customers in Brisbane with his beautiful and very original R100RS is currently using a new version of the FireBox Pro for his BMW. He says it starts up faster and runs better with improved torque over his previous electronic ignition which he said lacked performance.

What's different? We set this up with a powerful dual output coil retaining the wasted spark for compatibility with his stock electronic tachometer. These bikes have what's called the 'bean can' ignition that the factory used for 2 years with contact breaker points before changing to electronic.

We set this one up with a custom advance curve with more advance at lower revs to improve the torque and pickup from low speeds.

Book yours today! Contact Tri-Spark

Also new is the FireBox Pro for the Moto Guzzi first installed in this mildly customised machine built by another one of our Brisbane customers.

The installation into the distributor eliminates the auto advance and replaces it with smooth electronic timing control. This is a sequential firing ignition using 2 powerful coils giving ample spark for easy starts and more power! Sounds Great!

We will have more of these kits ready soon! Book yours today! Contact Tri-Spark

BSA Rocket Three with a difference

One of our customers here in South Australia tells the story of his Rob North in a recent magazine article with all the details you would like to know about this extraordinary bike.

Gerry's bike presented some unique challenges that led us to make a custom ignition for this machine which he writes about toward the end of this article.

Click here to read the Old Bike Australasia article

Old Bike magazine does a great job of bringing all the classic Australian bike action to print for all of us racers, riders and restorers around the country. Thanks to Old Bike for kindly allowing us to use the piece.

www.oldbikemag.com.au

FireBox Pro Update

Moto Guzzi, Ducati, Suzuki, Kawasaki, BMW and Ariel are just some of the new homes we have found for the FireBox Pro since launching it earlier this year. Whilst the FB-0010 is tailored for the Honda 4 (plug in system without cutting any wires) it seems some of our customers are very skilled at adapting the pickup plate and trigger rotor to a variety of engines. With the easy programming of the box, singles, twins and fours including two stroke applications are all possible with the FireBox. Programming kit is sold separately. 

Speaking with Dean M. (One of our Australian customers) recently, he said that the system was easy for his mechanic to install on his Honda 750 and it fired up nicely for them. 

Triple Ignition - How to install it like a Pro

Have you thought about installing one of our British triple cylinder systems and wanted to see how it's done? All of your questions are answered here! The Classic Bike Guide in their August 2015 edition have covered every aspect of the installation in this detailed article prepared by one of our customers Morgan Rue from Luxembourg. Don't miss this one!

Click here to read the CBG article

Thank you Morgan Rue for creating it and thank you Classic Bike Guide for kindly allowing us to use the piece.

www.classicbikeguide.com

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.

Introducing the FireBox Pro

We are pleased to announce our newest ignition product - the FireBox Pro - a high performance ignition to suit a wide range of classic motorcycles featuring a programmable advance curve, rev limit and other settings. The first versions will be available for the CB750 Honda K series with others to follow soon for Japanese, Italian and British Classics.
Click here to read the full story

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

Bonneville Bike Blast - 152MPH!

Double Vision #901 built and ridden by Tyler Malinky of Low Brow Customs, shown here in a photo by Jon Glover, uses our Magneto Replacement kit on these 1955 pre unit Triumph motors.

Tyler wrote:

Hey Stephen, successful Bonneville Speed Week with my dual engine 1955 Triumph and your magneto replacement units and ignitions. I beat two records, previous were 128 which I upped to over 140mph, and 135 which I upped to 151.5. Top speed was 152.5mph. Flawless service from your ignitions.

 

 

Shown above is the drive line side and the ignition housings just behind the cylinders. The double output coils on the down tube power 2 sparks for each cylinder. More spark = more speed!

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!

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!

The Trouble With Batteries....

Your electronic Ignition relies on power from the battery for its operation so it only makes sense to look at the battery when trouble arises with engine performance.

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 and sometimes suddenly, resulting in some of the most common troubles with our old bikes.

Here's what can happen. A battery with no load on it (everything turned off) may check out OK close to the nominal 12 volts but once the lights are switched on it may suddenly drop below 10 or even lower down to 8 or 5 volts. This is typical of an aged battery that's heavily sulphated but we can check for this by load testing the battery.

A bike shop can load test your battery or you can simply monitor the voltage with a meter for a few minutes with the headlight on (motor off). A good battery will power the lights for several minutes while maintaining above 12 volts.

Sometimes a battery can have one cell that dies resulting in really strange things happening.  The lights and horn may still work OK giving the impression that the battery is good when in fact it's struggling to function. The damaged battery can cause the ignition to misfire as the voltage fluctuates wildly under charge from the alternator.

In some cases we've even seen batteries that have short circuited to the frame or seat, burning out the wiring harness as a result. This can happen on some triumph twins if the battery posts are facing forward toward the fuel tank. Take care when buying a replacement battery that the terminals (positive and negative)  are the same way around as the original.

If your battery fails to maintain its charge it should be replaced without delay to avoid future headaches.

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.