Trispark Rev Limiter

What is the rev limiter set to for the Trispark? 7K?

This is a very very very very sore point with me on the scale of losing my P!! dargster, something ya never get over just survive w/o it in the back ground. Dont' leave us hanging, ping the vendor or Sparx and find out. Likely can be set at home or custom limit ordered. Could also just nail throttle unloaded and find out like all the sportsbikers do. Does it cut out completely for a jerk of cut power, or drop out sparks intermittently or just retard to stalling and head heating?

Here is the answer I received from trispark:

"Hello Doug,

There's no rev limiter built into any of the Classic Twin ignitions.

Kind regards,

Stephen Kelly
Northstar Electronics - Tri-Spark Ignition"

You Ho,

you are going to give yourself a heart attack. Just wanted to know at what RPM a connecting rod decides to blow out through the bottom of a stock engine. Makes a difference when building a race engine and deciding on what aftermarket ECU to buy.

Take care and live life with a calm demeanor. We want you around for a long time.

Doug

Oh Oh its very very rare that a public use Cdo would ever need rev limiter d/t to weak to pulll red line or pilot skill, but a racer balls to the wall focus on limits and losing a gear .... Boyer sells rev limiter for about as much as another ign system but Boyers have a slow rise curve as one size fits all , especially the more prone to detonation Triumphs, so Jim Schmidt figured a way around the pull out of corners lag.

To me if ya want the best there is for custom curve and limiter with 3 sparks anti-detonation advantage, get a Powerarc off their site. I'm going with a 4 curve model on Peel but she's got special needs while other bikes and her too could get away fine with just two unboosted. Fred sells a single curve no limiter unit that he will program, otherwise need a connector and a 'puter

http://www.youtube.com/results?search_q ... fwJF_waqWs

One can very easily rev a Commando motor to redline and beyond into destruction in the first three gears.

In fact, the early (as litle as 5000 miles) explosion of the bottom end of 1972 Combat Nortons was very much attributable to over enthusiastic young owners revving into crank flex and bearing failure made even easier with the stock 19 tooth front sprocket fitted.

This caused a nightmare of warranty claims for Norton and resulted in them offering the 850 with more built in reliability. The Combat experiment was considered a failure at that time with unacceptable longevity until retrofitted with a bigger countershaft sprocket and superblends.

The Combat disaster was not youth doing their expected thing on a bike sold as the badest superbike out there at the time, even against the H2's. Re-read the couple pages posted on Combat saga cascade of one little thing and another adding up to the eventual failure of Norton. Factory valves set up will float and cut power with horrific noise and roughness before a Combat blows up I found. Weakness most dangerous link is cast iron flywheel, next would be the oil comma slot piston if still inside as they were in my Trixie to come apart at 50 mph coasting looking at flowers speed, tinkle-tinkle> locked rear drift till clutched. My pre Peel was the hot rod test bike for sales then famous hot rod hoolian bike for couple decades before I got it and wrung its little neck out, not knowing any better after only Norton experience being my P!! with 9grand marked on tach so that's all I ran it too as often as I dared. I have lost most a decade off Ms Peel d/t a stuck throttle event as she was all ready to put the Drouin on but for the drive train upgrades back then. Oh yeah plain Jane well tuned Combat will not float valves till after 7200 in mine. This can happen on a pass just going by the strong increasing pull sense you need to keep up to get on around in time... or not...