Technical and Support

Yes you do need a battery. Here is an article that explains why. Why you should always use a battery with electronic igntion

Yes. Tri-Spark is compatible with Lithium battery power. However, because Lithium batteries require precise voltage management, we strongly recommend installing a modern Voltage Regulator to prevent overcharging.

Detailed guidance on compatibility and charging requirements can be found here Using a MOSFET Voltage Regulator Rectifier with a Lithium Battery on Classic Motorbikes

Yes you should use either 5k Ohm resistor caps OR resistor-type spark plugs. Do not use both together, as this can weaken the spark. See article on spark suppression.

Our standard resistor caps have a resistance of 5k Ohms (equivalent to NGK LB05EP).

Please note that for proper operation of a digital ignition, you only need one source of resistance in the high-tension circuit to suppress interference. You should use:

• 5k Ohm Caps with Non-Resistor Plugs (e.g., NGK BP7ES)
• OR
• Non-Resistor Caps with Resistor Plugs (e.g., NGK BPR7ES)

Do not use both. "Stacking" 5k Ohm caps with 5k Ohm resistor plugs results in 10k Ohms of total resistance, which can weaken the spark and lead to poor performance or hard starting on vintage engines.

For further information on spark plugs, caps and HT leads see the following article Spark Plugs, Caps and HT Leads

For most classic applications using a Tri-Spark system, we recommend a gap of .024" (0.6mm). While the spark is stronger than points, a wider gap can increase the risk of plug fouling on older engines.

All instruction booklets are available in PDF format on our Technical Support page.

We stand by our engineering. Most Tri-Spark ignition systems come with a 3-year manufacturer’s warranty against defects.

You will find the warranty policy for our ignition systems on the last page of the installation manual

No. Disconnect and remove the original capacitor (condenser) pack when installing a Tri-Spark electronic ignition.

In a traditional points-based system, condensers are used to prevent the points from burning. Because the Tri-Spark system replaces the mechanical points with a digital solid-state module, the condensers serve no purpose and can actually interfere with the operation of the new system.

Pro Tip: For a cleaner installation and to remove potential failure points, we recommend removing the old condensers and their wiring entirely from the motorcycle.

Timing the Classic Twin is a two-step process: a Static Setup using the built-in LED to get the bike running, followed by a Dynamic Check with a strobe light for precision.

Always refer to the instruction booklet for precise instructions.

1. Static Timing (Using the LED)

The procedure depends on your engine’s rotation. The TRI-0006 unit features markings for both:

• Clockwise (CW) Rotation (e.g., Triumph): Rotate the stator unit fully clockwise in the slots, then slowly rotate it counter-clockwise until the red LED just turns on.
• Counter-Clockwise (AC/CCW) Rotation (e.g., Norton/BSA): Rotate the stator unit fully counter-clockwise in the slots, then slowly rotate it clockwise until the red LED just turns on.

2. Dynamic Timing (Using a Strobe)

Regardless of the bike, always confirm your timing with a strobe light.

• Warm up the engine and rev to 3,500 RPM.
• At this speed, the advance curve is fully "out," and your timing marks should align perfectly.

Resources:

• Video Guide: Watch our Step-by-Step Timing Video featuring a Triumph Tiger for a visual walkthrough of the LED setup.
• Manuals: For specific degree settings (e.g., 38° for Triumph or 28°–31° for Norton), please download the Classic Twin Instruction Manual for your specific instructions.