750 - Ignition Trigger - What is it?
- Thread starter Haggis
- Start date
Ernesto
Hero member
- Location
- Hamburg, Germany
Boyer and Bransden.
Phil knows everything about it.
Ernesto
Phil knows everything about it.
Ernesto
phil37
Hero member
- Location
- Lincolnshire
v2ventiler
Senior member
phil37 said:
Hi Phil,
why do you separate the Pk?s on a normal 750 motor with two boxes?
Michael
phil37
Hero member
- Location
- Lincolnshire
phil37
Hero member
- Location
- Lincolnshire
v2ventiler said:
Hi Michael - Good question - It depends on what specification motor set-up i use. My std set -up Sf can use the normal single box and both Pk's wired together as usual, but, I prefer to have a longer time of some retard as i prefer that as bike is often used trickling through traffic and motor is very"soft". I have always liked to have a "spare" ignition box - in fact on the double box system I have 3 boxes - with the spare ready to be wired in if any fail! - they are all at least 20 years old and are all ones that have over the years been sent back to me as faulty!
I sometimes use only one magnet - in fact the Palmelli uses that system.
The 90? motors use the original type PK's separated and one moved to 45? from standard. Ernie Bransden gave me a load of spare stator plates with just one Pk on them and spare Pk's to put where I like. As I've said many times - i don't like to spend silly money on my bikes - these systems have worked fine for me for many years and all the twins run a treat! - I don't sell these systems any more as I've found over the years that to be too much hassle. Not all boxes will work with separated Pk's - Regards - Phil
CLEMTOG
Hero member
right again Phil
racing model/2 pick ups
what you don't know is that I bought my system from Ernie before you had prototyped and arranged production with him, and mine was for a Norton Commando, he was a little reluctant to sell to me when he discovered what I was doing (although he had previously supplied a system to Dave Minton/Slaters, which was surreptitiously nicked when at moto Laverda)) and of course there were no engine shaft bits that were any good to me, these were made by my long diseased sidecar pal Ray Wilson, and (at the time) the Commando system was offered with one pickup (standard road /touring) or two (for racing), naturally I opted for the later, as you did for all Laverda 750 models (again no surprise).
I never did run the bike with this system fitted, because I later discovered that the Commando did not have as big a full advance as the standard Laverda points set up, so points/coils it was.
Interestingly I am about to convert my 350AJS to 12 volt electrics (it already has a three phase Lucas alternator) using a Norton rotary/Ducati reg/rect and I am going to leave the ignition as points/coil due to the low mileage that I will do and supreme simplicity of a single points set (with spring ATD) a spark plug and a coil. why am I doing it? because as installed there is no voltage regulation, and the ammeter has to be constantly monitored, with one alternator coil being used for ignition and stop lamp, a second coil if pilot lamp and rear lamp is on and a third when using headlamp,
British bikes?... it surprises me that this industry lasted so long on our shores it should have failed earlier.
the bare rear alloy (cast) wheel on a Laverda has five components (not counting the wheel itself) and works very well, the AJS bare rear wheel has eighteen (not counting the hub, cush drive, its cover, 40 spokes and a rim) and doesn't work very well.
so you have Laverda, six components
AJS............forty bleeding three!
or five over eighteen if you prefer to be more realistic and leave out the spokes.
CLEM
racing model/2 pick ups
what you don't know is that I bought my system from Ernie before you had prototyped and arranged production with him, and mine was for a Norton Commando, he was a little reluctant to sell to me when he discovered what I was doing (although he had previously supplied a system to Dave Minton/Slaters, which was surreptitiously nicked when at moto Laverda)) and of course there were no engine shaft bits that were any good to me, these were made by my long diseased sidecar pal Ray Wilson, and (at the time) the Commando system was offered with one pickup (standard road /touring) or two (for racing), naturally I opted for the later, as you did for all Laverda 750 models (again no surprise).
I never did run the bike with this system fitted, because I later discovered that the Commando did not have as big a full advance as the standard Laverda points set up, so points/coils it was.
Interestingly I am about to convert my 350AJS to 12 volt electrics (it already has a three phase Lucas alternator) using a Norton rotary/Ducati reg/rect and I am going to leave the ignition as points/coil due to the low mileage that I will do and supreme simplicity of a single points set (with spring ATD) a spark plug and a coil. why am I doing it? because as installed there is no voltage regulation, and the ammeter has to be constantly monitored, with one alternator coil being used for ignition and stop lamp, a second coil if pilot lamp and rear lamp is on and a third when using headlamp,
British bikes?... it surprises me that this industry lasted so long on our shores it should have failed earlier.
the bare rear alloy (cast) wheel on a Laverda has five components (not counting the wheel itself) and works very well, the AJS bare rear wheel has eighteen (not counting the hub, cush drive, its cover, 40 spokes and a rim) and doesn't work very well.
so you have Laverda, six components
AJS............forty bleeding three!
or five over eighteen if you prefer to be more realistic and leave out the spokes.
CLEM
MarnixSFC
Hero member
Must say I had more failing PKs than failing boxes over the years, so I tended to take a spare plate along as spare.
Never thought of the option of wiring them separately, so with separately wired PKs and one single magnet, one could have a system without wasted spark? Not that a dramatic effect is to be expected...
Marnix
Never thought of the option of wiring them separately, so with separately wired PKs and one single magnet, one could have a system without wasted spark? Not that a dramatic effect is to be expected...
Marnix
Laverda SF
Hero member
Good luck trying to get your 750 started and it running with that crimp crap - Learn to use a soldering gun and heat shrink.
Suggest you go back to points, seal the distributor cap with a amphoric case sealant a drill a 1/8th hole in the the bottom of the cap to keep moisture out and do not forget to oil the distributor shaft occasionally when cleaning and adjusting the points.
Suggest you go back to points, seal the distributor cap with a amphoric case sealant a drill a 1/8th hole in the the bottom of the cap to keep moisture out and do not forget to oil the distributor shaft occasionally when cleaning and adjusting the points.