New Moto Guzzi Door Mats Available Now
C5,Power Arc offers multi spark ignitions for the older Triumphs ? I assume the system goes to single spark at higher RPM's? What I'm interested in is an ignition that can drive a low resistance coil.I run a Pazon on my race Triumph and it's a good system but only allows a 3 ohm coil.Not enough energy to open up the plug gap wider than .025 without misfiring at high RPM's.I would really like to experiment with a wider plug gap..
Be afraid, be very afraid, points are very unreliable, I am on my second set now in 36 years. And it is such a chore to dab a spot of grease of your choice behind the wear fibre every couple of years. And then there is the additional expense of having to purchase a toothpick to put the grease there. Never seen the need for a dyna at this point.
I noticed a hint of sarcasm ;DYou will probably love what I am going to say: I LIKE POINTS. They usually don't just fail, meaning you could limp home. They are cheap, require minimum labor to keep clean and adjusted, and I've never hated them. So why did I start a company that develops and sells electronic ignitions?The modern battery/coil/points system was brought main stream in 1910 on the Cadillac car. That's OLD technology at best. Less and less mechanics and riders really know how to clean and adjust points for maximum performance and reliability.Fuel has changed drastically...I do not believe stock coils with points can effectively burn these modern mixes. I would argue that coils fail much more frequently than points do, but MOST mechanics do not properly troubleshoot this issue.You don't run points in your car, you don't use a TV with a dial (although they never failed), and you don't use a rotary phone.I have seen many Hall Effect style electronic ignitions fail, but I've got some great information as to why, and also why optical ignitions dont. Here are a few BIG advantages the guys in Iowa (PowerArc) have given us for our new C5 Performance ignitions:Optically triggered ignitions are not affected by heat, surrounding metal components, or the inherent inaccuracy that magnetic systems have.Section Bobbin coils are the strongest, quickest refreshing coils made. We only use section bobbin designs. Accurate coil saturation is critical, and they track rotation 90 times more than a standard ignition to keep coils from overheating. Multiple Sparking is awesome. It helps starting, smooths out idle, increases performance and efficiency, and our kits continue multi sparking until redline. IF....and this is a big IF....you choose to upgrade your points operated ignition to something newer that never needs adjustment, then take the time and learn about the key points of each design (Hall effect versus Optical) and understand how big of an advantage multi sparking is. I have many customers who are waiting for an invitation to share their story, if anyone wants to hear them?Thank you for sharing your opinion in a funny way...i loved the way you stated that :) Point taken sir!
What are you thoughts on CDI?
On a Guzzi you have one coil for every two crankshaft revolutions. In an automotive vehicle you have one coil (to fire) for every 16 crankshaft revolutions. So you can see that the time for coil saturation in an automotive application is much more critical than in a two cylinder engine with two independent ignition systems. In other words the Guzzi coil at 10,000 RPM would fire 5000 times in 1 min. or 83 times each second.In the automotive application it would be eight times as much or 664 firings per second. This means coil saturation or a full spark would be tougher to generate with eight cylinders as opposed to essentially one on the Guzzi. So a CDI with the much higher voltage is more applicable to an automotive application and high rpm to obtain more complete coil saturation. Drag racing would be a good application. CDI in a Guzzi would be superfluous and in fact problematic since you would need coil wires to contain the higher voltage. Any leak would result in misfires.I had a CDI in an old Oldsmobile and the spark would jump about 4 inches. It was useless for street application since the spark would always eat through the core wires somewhere and short out.I use automotive coils on my V7 sport and even at that I have to tame down the spark with a ballast resistor because otherwise the coil wires cannot contain the spark since coil saturation occurs easily and the bike redlines at only 7,000 RPM. Now my Yamaha with an 11,000 redline has CDI.One of the first mods I did back in 73 on my Ducati 750 GT was put in a pair of massive Chevy coils+ large condensers. I strapped them to the outside frame and they worked very well compared to the tinnie winnie stock Ducati coils.
On a Guzzi you have one coil for every two crankshaft revolutions. In an automotive vehicle you have one coil (to fire) for every 16 crankshaft revolutions. So you can see that the time for coil saturation in an automotive application is much more critical than in a two cylinder engine with two independent ignition systems. In other words the Guzzi coil at 10,000 RPM would fire 5000 times in 1 min. or 83 times each second.In the automotive application it would be eight times as much or 664 firings per second. This means coil saturation or a full spark would be tougher to generate with eight cylinders as opposed to essentially one on the Guzzi. So a CDI with the much higher voltage is more applicable to an automotive application and high rpm to obtain more complete coil saturation. Drag racing would be a good application. CDI in a Guzzi would be superfluous and in fact problematic since you would need coil wires to contain the higher voltage. Any leak would result in misfires.I had a CDI in an old Oldsmobile and the spark would jump about 4 inches. It was useless for street application since the spark would always eat through the core wires somewhere and short out.I use automotive coils on my V7 sport and even at that I have to tame down the spark with a ballast resistor because otherwise the coil wires cannot contain the spark since coil saturation occurs easily and the bike redlines at only 7,000 RPM. Now my Yamaha with an 11,000 redline has CDI.
Interesting information. Has anyone had "personal" experience with waste sparking these? I have been asked if it works good, and have heard different opinions from Guzzi shops. Am I to assume most electronic conversions use stock OEM coils?Thanks for sharing information about these bikes. I have learned alot already!
The Cali II points swap would work on any motoplat ignition bike then including small blocks?
Big block distributors do not fit in small block Guzzis. Am I correct guys??
That would be correct. The small block normally benefits from installing the Dyna S, which is a different animal.. no black box. Seems reliable enough. I use the Dyna S as a secondary ignition on a homebuilt aircraft. <shrug>
The C5 that I put in my Convert is $492. This includes much higher quality replacement coils and plug wires.
The system you describe sounds very interesting but seems quite expensive compared to its rivals.
