New Programmable Ignition from Tri Spark

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pete.v said:
For the sake of discussion, I recently swapped my Joe Hunt for the Pazon Smartfire.
This unit offer a hotter spark like the Maggie yet offers a curve where as the Maggie did not.
The Smartfire is also programmable although you need to send it back for this service.
I am oh so very pleased with the performance and the response is dynamic and smooth throughout the entire rev range.
I believe Comnoz'z issue may be with the pick up delivery system. If it is like a Smartfire, then it is a Hall effect unit. Jim is sensitive about Hall effect units. I feel he may have trust issues.

Anyhow, it sure seems to me that the new Trispark system is their answer to the Smartfire. If it throws a spark anything like the Pazon, and holds up like the Pazon, then it should be a good alternative with the home programming available.
Click to expand...

No, I am not so worried about the Hall sensors in the new Tri-spark.

As I said, I think this may be a much better system than the last one. Time will tell. Jim
 
comnoz said:
pete.v said:
For the sake of discussion, I recently swapped my Joe Hunt for the Pazon Smartfire.
This unit offer a hotter spark like the Maggie yet offers a curve where as the Maggie did not.
The Smartfire is also programmable although you need to send it back for this service.
I am oh so very pleased with the performance and the response is dynamic and smooth throughout the entire rev range.
I believe Comnoz'z issue may be with the pick up delivery system. If it is like a Smartfire, then it is a Hall effect unit. Jim is sensitive about Hall effect units. I feel he may have trust issues.

Anyhow, it sure seems to me that the new Trispark system is their answer to the Smartfire. If it throws a spark anything like the Pazon, and holds up like the Pazon, then it should be a good alternative with the home programming available.
Click to expand...

No, I am not so worried about the Hall sensors in the new Tri-spark.

As I said, I think this may be a much better system than the last one. Time will tell. Jim
Click to expand...

It's only an assumption that The Truspark has hall effect sensors. You did mention that you didn't feel comfortable with the Smartfire for that reason.
 
pete.v said:
comnoz said:
pete.v said:
For the sake of discussion, I recently swapped my Joe Hunt for the Pazon Smartfire.
This unit offer a hotter spark like the Maggie yet offers a curve where as the Maggie did not.
The Smartfire is also programmable although you need to send it back for this service.
I am oh so very pleased with the performance and the response is dynamic and smooth throughout the entire rev range.
I believe Comnoz'z issue may be with the pick up delivery system. If it is like a Smartfire, then it is a Hall effect unit. Jim is sensitive about Hall effect units. I feel he may have trust issues.

Anyhow, it sure seems to me that the new Trispark system is their answer to the Smartfire. If it throws a spark anything like the Pazon, and holds up like the Pazon, then it should be a good alternative with the home programming available.
Click to expand...

No, I am not so worried about the Hall sensors in the new Tri-spark.

As I said, I think this may be a much better system than the last one. Time will tell. Jim
Click to expand...

It's only an assumption that The Truspark has hall effect sensors. You did mention that you didn't feel comfortable with the Smartfire for that reason.
Click to expand...

Three wires to each sensor is a dead giveaway that it has hall sensors. They appear to be well potted.

Yes, I would prefer vr sensors over hall sensors in a hot area but the biggest problem with heat would be the coil drivers and the circuit boards that hold the electronics. Having them separate is a big plus. Jim
 
I recently experienced a Tri Spark failure. Fast Eddie asked the question of what were the symptoms? The bike ran fine, or so I thought, until I reached 4K rpm and then it started cutting in and out. The motor was very erratic and one could glance down at the rpm's and observe the instrument 'sticking and jumping' around with the corresponding change in rpm's. Initially, the machine almost felt like it was starving for fuel but after several emails, Matt correctly diagnosed the problem as the Tri Spark unit. Matt (cNw) sent me a replacement (installed in September this year) which is the new Tri Spark unit (my old one was ca. 2009) and I have had no issues thus far.

Cheers, Bryan
 
I can see the new Firebox selling well to the racers, the triples model was well received amongst the owners so it comes from good pedigree. Having just fitted the standard one it has transformed my bike - it will idle now whether it wants to not it seems, and no more kickback.

Somebody must have tested one, as they are selling it seems.
 
xbacksideslider said:
Most engines' mid range power is better with more advance than is best for redline power. They need to have that advanced spark point delayed, or "pulled," as engine speed rises, as combustion events speed up, and ignition too early results in too much pressure before the piston reaches top dead center.
Click to expand...

If you jet your bike, then chase more power by changing the advance curve or static advance, you are probably doing things in the wrong sequence.
When you tune a motor, you effectively balance about four things - comp. ratio , fuel type, ignition advance and jetting. Depending on throttle position, you can lose vacuum and that can cause lean-ness. Some ignition systems drop onto a less aggressive advance curve when a switch in the inlet tract detects loss of vacuum. A better way might be to use a throttle position sensor programmed into the loop. I don't think a knock detector is the way to go - if you get the knock, you are probably where you should not have been anyway - too far from best performance.
 
If you think about it, the advance curve is the rate of change of advance in degrees as the revs rise. And it is possible to calculate the equation for the relationship based on the stroke of the engine, rod length and an assumption about the length of time it takes for the combustion event. Once you have the equation, you can set up the curve in your ignition system and optimise it by varying the static advance. What I am pointing out is that the advance curve depends on the geometry of the crank and rods - it will be different for motors with different internals. Makes me wonder how the curves as supplied in most programmable ignitions are derived by the manufacturers.
 
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