L
lemonjelly
Guest
I replaced my motoplatt coils with tecs from a VFR on my Sprint,are the coils on the series one 180s ok,or is their a better modern alternative?
LJ
LJ
L
lemonjelly
Guest
BTZ
CLEMTOG
Hero member
and you can get cheap used ones by getting a set (3x coils) from a Suzuki GT380 (two stroke triple) and a set (2x coils) from a GS1000 (four stroke four) but make sure you are buying genuine Suzuki and not cheapo aftermarket add ons, the original ND's are superb solid and dependable and unless you are crap at refiitting starters to triples you can actually dig out the old HT cables and glue in some new ones.
CLEM
CLEM
renetriple
Full member
- Location
- near Rotterdam, Holland
I replaced on my SFC1000 the Motoplats (prim. 4,7 Ω / sec. 16,8 kΩ) with TEC MP06 (prim. 3Ω / sec. 14,28 kΩ).
They came from a Honda VFR from 1998 and it are 4 coils, thus one spare and are all exactly identical! Not 3 coils from different bikes.
Cost about ?20 in Good Old England and the prices there are relatively low.
Important is that the primary resistance is minimal 3 Ohm, not less. otherwise the end stage from the DMC goes to heaven...
Check also the mounting bracket that it?s not cracked. If so there is the possibility that the puls signal reflects back (because of a bad earth path) in the endstage and ruins the unit.
They came from a Honda VFR from 1998 and it are 4 coils, thus one spare and are all exactly identical! Not 3 coils from different bikes.
Cost about ?20 in Good Old England and the prices there are relatively low.
Important is that the primary resistance is minimal 3 Ohm, not less. otherwise the end stage from the DMC goes to heaven...
Check also the mounting bracket that it?s not cracked. If so there is the possibility that the puls signal reflects back (because of a bad earth path) in the endstage and ruins the unit.
IIS
Full member
Hello Lads,
There were two types of Motoplat dark red ignition coils on SFC1000 and RGS Corsa, one type had the HT secondary returned to the primary "earthy end" like most all ignition coils used on motorcycles, ie auto transformer connection, Imagine the letter T, the top of the T is the primary and secondary connected in series and the vertical part of the T being where points or electronic switch the coils on or off.
The second type of Motoplat ignition coil ( identical in appearance ) has the "earthy" end of the High Tension secondary connected to the centre pole laminations, ie isolated primary to secondary windings, the pole providing the mounting point also. It is this connection scheme that caused issues, when the commonly occurring cracked adaptor plate, caused an air gap to the frame green wire connection. Renetriple is correct in indicating this can cause or causes large reflected voltage spikes back to the driver electronics.
The ignition coil primary resistance is not so much a concern with modern power semiconductors, coil heating and higher demand on the charging system can be unwanted outcomes if 2.2 Ohm or less coils are used, not recommended. 3 or more ohm primary ignition coils are plentiful and as the Laverda engines are low reving, saturation times for the primary winding is not an issue for inductive discharge type drive systems. CDI systems, designed properly will drive any ohmic value primary and with minimal heating of the ignition coil, the IIS TCI will drive any coil available, 0.1 Ohm primary even, in fact it can drive into a dead shorted primary all day without damage. You will however notice the motor is not running also....
Clem, the ND pinkies are not so common as the TEK's, that Suzuki you mention is nearly 40 years old! Still have my GT750..... bought new...1974.
HTH John
There were two types of Motoplat dark red ignition coils on SFC1000 and RGS Corsa, one type had the HT secondary returned to the primary "earthy end" like most all ignition coils used on motorcycles, ie auto transformer connection, Imagine the letter T, the top of the T is the primary and secondary connected in series and the vertical part of the T being where points or electronic switch the coils on or off.
The second type of Motoplat ignition coil ( identical in appearance ) has the "earthy" end of the High Tension secondary connected to the centre pole laminations, ie isolated primary to secondary windings, the pole providing the mounting point also. It is this connection scheme that caused issues, when the commonly occurring cracked adaptor plate, caused an air gap to the frame green wire connection. Renetriple is correct in indicating this can cause or causes large reflected voltage spikes back to the driver electronics.
The ignition coil primary resistance is not so much a concern with modern power semiconductors, coil heating and higher demand on the charging system can be unwanted outcomes if 2.2 Ohm or less coils are used, not recommended. 3 or more ohm primary ignition coils are plentiful and as the Laverda engines are low reving, saturation times for the primary winding is not an issue for inductive discharge type drive systems. CDI systems, designed properly will drive any ohmic value primary and with minimal heating of the ignition coil, the IIS TCI will drive any coil available, 0.1 Ohm primary even, in fact it can drive into a dead shorted primary all day without damage. You will however notice the motor is not running also....
Clem, the ND pinkies are not so common as the TEK's, that Suzuki you mention is nearly 40 years old! Still have my GT750..... bought new...1974.
HTH John