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[Ian mc]

Has anyone thought about converting a electra X to points ignition, it's probably not possible and cost prohibitive
But at least you get the chance to adjust the timing.

[Alan R]

Hi IAN---- I'm not familiar with the Electra set-up as such but isn't there some way you can physically alter the position of it's detector head / unit whatever ??

[Alan R]

OK---------having now done the obligatory "Googling" search I see that the Electra X has TCI ignition as standard......This is similar to the CDI system but differs in that a TCI system keeps the HT coil fully charged at all times until the spark is required when the coils' electricity supply is then "interrupted" causing the fields to collapse etc---etc...The interrupter itself is usually mounted on the rotating crank ( or drum attached to the crank ) whilst the detector head is mounted and bolted on the engine casing......If you remove the detector securing bolts and elongate their matching holes in the detector clamping plate, you can then effect a form of adjustment.....BUT remember to mark the original position FIRST !!


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[Alan R]

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[Tim NZ]

Electra X: Nice on paper, Krap in execution. I like the Electra X but with a few too many long term reservations.


I have rebuilt two std 500 bottom ends with slightly modified Electra X crank and Top-end...


Proper valve lifter, adjustable timing, better cams options. Much better engine??




It is easy to convert the Electra X timing side to point ignition, but not cheap as it requires precision engineering. Far simpler, cheaper and easier to rebuild with all the 'good fruit' onto a set of earlier crank cases.




When Norms (Oztrayleeargh) Electra X died, (years back) he rebuilt his motor with a Std top end, That was a lot more work, and had significant wet-sumpping issues as result of gear oil pumps...

[Ian mc]

Thanks for the replys, I think I will try the offset keys in the first instance 4 and 6 degrees to start with and see how I go as it kicks back when starting, which to my mind is to far advanced. My previous matchless G3LS 1951 had manual advance retard which allowed easy adjustment. Cheers for the thoughts.

[Adrian]

Ian,

I think Tim NZ has nailed it.



Using a set of LATE classic Bullet cases is probably your best bet (if you can find a set), the main issue is the change in one of the timing cover oilway positions in the change from classic to lean burn timing cover. The later classic cases have the alloy "blob" in place which can be drilled to match the hole in the timing cover, while the other hole can be plugged.



My AVL/Redditch hybrid actually uses a modified set of old (90's?) 350 crankcases with an Electra-X crank, top end and timing cover, Henry Price who built it had to build up some alloy weld for the modified oil way but also managed to fit a wider timing side main bearing. It has also had Bullet Whisperer's ASBO tuning since, not essential but fun... I also fitted a set of Samrat wide stem cam followers from our hosts.



Ignition was by standard contact breaker drive for a 500 Bullet fitted with a Pazon ignition, though it has since had a BT-H magneto. Of course with a full set of timing gears you do have to compensate for drive gear backlash when setting the ignition timing, not a problem for fixed ignition.






















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[Adrian]

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