Ignition

## Overview

The Trophy ignition can be subject to certain issues. This section describes the components and modifications that have been used.

## Spark Plugs

Part Number: NGK DPR8EA-9 NGK suggests 8's and Triumph suggests 9's

## Spark Plug Wires

The resistance on the HT leads (spark plug wires) should all be the same. At 5K ohms and checked to fit perfectly into the coils to avoid arcing and premature failure

## Coils

### Overview

Triumph OEM coils are manufactured by Gill & PVL. There is an issue with coil windings breaking down due to corrosion on the windings (possibly caused during manufacturing on Gill Coils only). Edit - this myth has been around for years - investigation of old failed coils has found no corrosion but concluded that excessive heat on the internal solder connectors would eventually cause failure...possibly further associated with poor fitting of the HT leads (other sources of heat are available). Diode found in 900 coil.

Replacement coils are available from Nology in the US and PVL in Europe. Nology coils are actually PVL coils re-badged. Gill coils still available too As are cheaper clones.

The same PVL coils are also used for some BMW R-series 2-valve engines with electronic ignition and twin plugs. [BMW Twin-spark conversion coil]

At least two other substitutes are available from the far east - BUT note VERY carefully - These are tuned electronics and in preference should be bought to match the manufacturer of the ignitor. input resistances are usually 1-3 ohms and output resistances 4k-10k depending on manufacturer. The true measure of a coils performance is in Henry's which is a measure of inductance.

### Johnson Jolt

Ed Johnson implemented a relay to deliver power directly to the coils from a fused circuit sourced at the battery.

### Yamaha Coil on Plug Conversion for Trophy 1200 - UNLIKELY TO EVER WORK ON A 1200 - whilst numerous options exist for a 900.

There is a write-up on a Trophy 1200 conversion to stick coils sourced from a Yamaha R6 on the Triumph Rat forum at:

http://www.triumphrat.net/trophy/536025-convert-from-two-coils-to-cops.html

The author noted that his tach stopped working. Another responder provided tach diganostic information by checking and possibly replacing a resistor in the ECU.

### TT600 Coil on Plug Conversion for Trophy 900

There is a write-up on a Sprint ST 900 conversion to stick coils sourced from a TT600 on the Triumph Rat forum at:

http://www.triumphrat.net/hinckley-classic-triples/505458-tt600-coils-on-tbs.html

This conversion replaces everything but the crankshaft Position Sensor and is reported to be less expensive than a new set of coils. It should work with or without the Johnson Jolt. Coils from the TT600 reportedly require the same load as the coils on BBB Trophy models.

I just finished doing the Coil On Plug conversion on my 1999 Trophy 900. Here is the link to my post on the Yahoo Hinckley Trophy Group

☀https://groups.yahoo.com/neo/groups/TriumphTrophy/conversations/messages/92623 - That no longer exists

My TT600 coils came from a 2003 model year. As far as I know the resistance of these coils is 0.8-1.0 ohm (my DVM won't give reliable readings below 1 ohm). That is apparently safe for our igniter box. Fingers crossed, but optimistic. I used o-rings instead of the Ford PCV valve cover grommets to seal the coils in the cam cover as I found the o-rings to be a perfect fit where the PCV grommets were not. They don't provide a "cap" over the spark plug well, but that area is very well protected on the Trophy anyway with the fairing and covers. I had already done the Johnson Jolt, so used it to power the stick coils. I have attached a few pictures. Total cost for the 4 used TT600 coils, 3 Pico brand coil plugs/pigtails (Ford 4.6 Litre), 3 o-rings 1"x3/32" was about $65 USD - much less than the cost of 1 new OEM or even Nology coil. The cost of the Johnson Jolt was less than $10 USD.

## Crankshaft Position Sensor

The crankshaft position sensor may fail over time. The symptoms are - engine completely dies when warm. It may start and run again once the engine cools off.

Symptoms start early as problematic starting and slight misfires at about 570 ohms (from 520 new+5% MAX when hot) Inductance is completely blocked by fluid ingress thus it is likely oil destroys the sensor.

## Igniter

Crankshaft position is detected by the pickup coil and sent to the igniter. On a 1998 1200 Trophy the igniter is mounted at the front of the bike behind the headlights. The 4 wires to the LT side of the spark plug coils have 2 wires connected together and then connected to the igniter. The other 2 LT leads are connected separately to the igniter.

Measuring the resistance from the LT leads (igniter in circuit) to frame/-ve typically reads high, although on my Trophy 1200 1 lead from the left coil reads 2K ohm to ground.

Third party suppliers, such as "Carmo Electronics", can test igniters on a rig that simulates signals from the pickup coil and check the outputs are correct. They can also repair igniters or supply an upgraded unit.

3rd Party ignitors now available from other sources (czech for instance)

☀https://www.youtube.com/watch?v=54mNJaAleCo {How to test pick up coils]