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In the mid 60s, the Trophy, or C model, had an ET ignition system, as did the TT Special. This was a five wire alternator which put out high voltage AC on two of the leads and these fed two special AC coils. The other three wires were for a split output 6v. lighting system. This had no voltage regulation. The alternator rotor was timed to the engine and matched to the ignition timing....there were thee holes in the back of the rotor which allowed the alternator to make maximum voltage at 37, 39, or 41 degrees BTDC. The rectangular section key wasn't used. No battery was fitted, although the battery box was installed so that the side panel would have a mount.
The ET system has it's fans, but I'm not one of them, as you could achieve batteryless ignition with the stock R alternator and a 4500 mfd capacitor in place of the battery and have regulated voltage for your bulbs, which last much longer this way.
The C models had different front fender mounting brackets and fork internals, at least in the pre-shuttle valve forks. They used an internal damper assy. They used a rigid handlebar mount top clamp which moved the bars up and back. They also had folding driver pegs and a smaller, 5.75" headlamp without an ammeter. The TTs had no fork ears or lights....or mufflers.
The engines came with lower gearing, some models having wide ratio gearsets and most had 18T. gearbox sprockets, with the TTs mostly having 17T and high domed 11 : 1 comp. pistons.
The C models with their lower gearing were pretty snappy. The Bonnevilles made about ten percent more maximum horsepower at the upper rpm range, while giving up some of the low rpm torque.
The TR6R was a more touring oriented street bike, with a larger fuel tank than the C or the Bonneville, and the single carburetor and 19T gearbox sprocket. The rest of the specs were pretty much as per Bonneville.
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Triumph old, Triumph new, any Triumph will do.
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