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Post by flipsk12 on Dec 5, 2014 13:47:24 GMT -5
I have a 76 kh500 that I was contemplating swapping the ignition and clutch cover over to my early cdi 73 H1. The sidecover would narrow the bike up a bit, no plug wires.The ignition system is way smaller than my A&B boxes and as I recall can be run with just a cap. Would this work? Good idea, bad idea? Skye
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Post by midnightlamp on Dec 5, 2014 14:04:51 GMT -5
I have a 76 kh500 that I was contemplating swapping the ignition and clutch cover over to my early cdi 73 H1. The sidecover would narrow the bike up a bit, no plug wires.The ignition system is way smaller than my A&B boxes and as I recall can be run with just a cap. Would this work? Good idea, bad idea? Skye I know this isn't the question you asked, but I'm hoping it'll help. All the S series and KH250's/400's have the same crank part number: 13031-1008 All the 500's have the same crank (KH or H): 13031-049 I have a KH400 points ignition setup that I placed on an H1 crankshaft and everything lines up (in terms of rotor/alternator centerlines) and the tapers are the same. This means that ALL of the of the ignition bits (attached to the crank) from any <= 500cc triple can interchange. As long as you swap whole assemblies over. As for the covers, I know the KH400 cover fits on the early H1 cases, I don't know about any of the other combinations. I also know that the crankcases from H1 A-C all share the same part number: 14001-030. So since the cranks are the same, and the cases are the same there must be a cover that deletes the distributor (at least one) setup for the points model. I imagine they wouldn't have changed the cover for the later bikes, but that's just a guess. This is also supported by the gasket, which is the same part for all the 500cc triples: 14001-030
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Post by lc on Dec 5, 2014 15:30:52 GMT -5
Not a bad idea to get away from the spendy distributor cap....
The late 500/h1 iggy is Leo's preferred iggy (with reference to all the stock kaw cdi setups).
One advantage of the kh500 system is there are lots of parts around. Also not competing with the H2/h1d boys keeps the costs down..
With reference to crank life, especially at over rev the down side is the alt rotor is heavy..However it has been argued the tiny kh trigger rotor places the rotating mass more inboard than the h2/ h1d. This apparently makes the kh setup on par or better than the h2 setup regarding over rev stresses.
The kh setup uses brushes that must be maintained once in a while too, but will normally lasts for many years.
J
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Post by flipsk12 on Dec 5, 2014 15:41:45 GMT -5
Thanks Scott. I might end up going this route. Time to blow the cobwebs off the old triple, it's been too long.
On the list for a while has been the ignition so this might be a cheap option.
As far as over rev. Your saying the kh rotor stresses more? It seems tiny.
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Post by midnightlamp on Dec 5, 2014 16:01:11 GMT -5
In my opinion, the best setup you can have would be the points setup based on the KH points bikes in terms of being cheap, easy to adjust and light weight. You can get three generic coils, hondaman makes a "points replacer" which removes the HV switching from the points and just turns them into triggers, and you get a nice light rotor. Just as good as any EI for these bikes could be, not wasted spark, adjustable timing, and you also can run new smaller coils. If the unit ever fails, you also have the stock points plate there to back it up, and the points setups are WAY easier/cheaper to replace than the CDI setups in the event of failures. sohc4shop.com/catalog/product_info.php?cPath=23&products_id=52You don't get variable ignition timing with RPM, but that's realistically not the end of the world considering how little the "advance" feature on the thyrister based CDI systems is.
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Post by lc on Dec 5, 2014 16:58:39 GMT -5
Thanks Scott. I might end up going this route. Time to blow the cobwebs off the old triple, it's been too long. On the list for a while has been the ignition so this might be a cheap option. As far as over rev. Your saying the kh rotor stresses more? It seems tiny. I'm saying the small trigger rotor of the kh system helps to offset the huge mass of the kh alternator rotor. The h2 system has a lighter alt rotor than the kh 500 uses BUT it's trigger rotor is a big fat heavy thing. As such even though the combined rotor weights of the h2 setup is lighter than the kh the center of mass is the same or even further outboard of the bearing. As such crank breakage possibility will likely be no worse with the kh system despite its higher combined rotor weight. You will see all the drag racers that used and are still using the h2 system have outboard support bearings mounted in the covet to help prevent crank breakage.. J
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Post by flipsk12 on Dec 9, 2014 13:21:18 GMT -5
So i'm drawing up my wiring harness and it appears the kh500 uses a regulator/rectifier combo. Has anyone sourced a more modern replacement? It's only a 3 wire ( not counting ground ). Next question, where is a good place to buy some mini coils? I'm amazed how much stuff I can shed by going to this ignition. Midnight, I couldn't get that link for the points eliminator kit to work. Thanks guys Skye
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Post by lc on Dec 9, 2014 13:32:32 GMT -5
Mini coils are about $10 each out of Hongkong or China..
Ebay is the usual source. Look up scooter or moped coil.
J
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Post by JA-Moo on Dec 9, 2014 16:25:28 GMT -5
The late 500 system has it's advantages, but the main disadvantage is the crank phasing has to be perfect, as you can't adjust timing per cylinder as on the H2 system. If you aren't racing, the weight is not really a factor.
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