[ilangop]

Hi all,
The project took some turns as there were some hickups with fitting the BS32 with the flange prepared using CI500 carburetor flange. Also Ravi wanted the petrol tank to be modified to accommodate the Classic style fuel cap. Most of the bike is assembled, except for the fuel tank & side boxes. Also the wiring is complete and fully functional. Keeping Gudi Padva / Ugadi as the ultimatum for bringing the bike to the road, we headed to the mechanic on 31st march with the fuel measuring jar. After some last minute checks we identified that the BS carburetor wouldn’t sit comfortably in the hose adaptor with the fuel tank mounting boss constantly pressing the carburetor downwards. As we were desperate to move the vehicle out of the mechanic’s shed on this day, we just reverted back to VM24 and drove the bike home. The ladies of our home were eagerly waiting with Puja stuff & flowers to welcome the restored ride.
The thump was awesome and it was like Ravi’s dream come true. So again we had to brainstorm for fitting the BS32 carburetor. A carburetor flange of Pulsar / Avenger 220 procured by Ravi was helpful today. Upon a closer look we noticed that the pipe part of P220 flange was not a straight, but a little offset from the centre. Ravi headed to a Lathe shop and got the flange & pipe separated from the manifold. The RE500 flange which was prepared previously had also the flange & pipe separated. The idea was to use the RE500 flange with the P220 pipe. As the initial fitment trials proved convincing, both parts were aluminium welded and Bingo !!!, the BS32 carburetor was in place, clearing all fouling points. After a few kicks the bike roared with the BS32. The throttle response is very crisp & quick in comparison with the VM24. To ensure a faster acceleration, the TCI unit with TPS from UCE350 has been added now. The adaptation of UCE350 TCI on the CI350 is fairly simple & straight forward. If more are people interested in going for UCE350 TCI, I would be glad to share a write up in a separate post in this thread.
Also please check these videos of the twinspark & BS32 in action.
https://www.facebook.com/photo.php?v=741401295891909
https://www.facebook.com/photo.php?v=739758509389521

[Rennjit]

Originally Posted by ilangop

Hi all, ... The adaptation of UCE350 TCI on the CI350 is fairly simple & straight forward. If more are people interested in going for UCE350 TCI, I would be glad to share a write up in a separate post in this thread. ..

Yes please. where is the Uce Tp-sensor seated? and looks there's a Tp-switch too on the carb.

[ilangop]

Installing a UCE 350 TCI unit on a CI electra is a matter of little patience and understanding the following text & pictures. The sketch drawn on the ruled paper shows the back side of the 4 pole connector which gets into the TCI unit. This connector is the same in UCE & CI, but simply swapping the TCI does not produce any spark at the spark plug because the position of wires are different. Royal enfield has followed the same colour codes for the ignition wiring in UCE & CI.
Black – Ground
Brown – 12V from Key ON
White-Red – Ignition coil
In order to make the UCE TCI work in the CI setup, the black & brown wires have to be shifted by 1 hole in the clockwise direction as looking from the wire side of the connector. You can notice that there is 1 empty location in the CI TCI connector. The black wire has to occupy this space & the brown wire will be shifted to where the black wire was removed from.
The Pickup coil connector fits directly.
To remove the black & brown wires in a safe & reusable form, refer to the location marked by a red dot in front side of the connector. Insert a safety pin or tip or a compass at this location and lift the notch gently. You may take help of a friend to pull the wire out of the connector from the other side, while you lift the plastic notch with a sharp tip. Remove the black wire first and gently press it into the empty space in connector. The metal tip will lock with a mild click. If it does not happen and you feel like the wire is going to be loose, you will have to lift the metal notch in the end of the steel pin a little.
For the Throttle position switch (TPS), you can use the TPS from UCE350 and use its 1-2 accelerator cable. Alternately you can also use the TPS mounted in the P220 carburetor, but after shifting its position. The magnet in the throttle actuator has to meet the reed switch at 40% throttle or more.

[swami.n]

Hey Ilango, great set of mods for your friend's bike. I have a query here. My 2005 Thunderbird is facing a weird tacho issue. My tacho defaults to 3 times the actual value, ie while idling, it used to be between 900-1000, now its between 2700-3000, and at every speed its 3 times. Do you have any idea on this and which is the input source for the tacho and correcting what may solve this?

[ilangop]

Originally Posted by swami.n

Hey Ilango, great set of mods for your friend's bike. I have a query here. My 2005 Thunderbird is facing a weird tacho issue. My tacho defaults to 3 times the actual value, ie while idling, it used to be between 900-1000, now its between 2700-3000, and at every speed its 3 times. Do you have any idea on this and which is the input source for the tacho and correcting what may solve this?

Swami, the issue might not be with the tacho. How old is the battery? Check if it is fully charged. Tacho will show the right reading with a proper battery, else the needle movement will be erratic

[ilangop]

With skill in hand and patience to wait, the Electra 350 fuel tank has been modified for accommodating the tank lid of Classic 350. After first coat of paint, the tank & side boxes had been outsourced to a decaling expert for the stickering. The side boxes somehow have a the 500 sticker in place of 350. A layer of clear coat was sprayed over the decaling. Tachometer & Fuel meter with the other bits & pieces were given to a meter guy, whose job would receive just a pass mark, not for lack of skill but for not meeting our expectations on the dials of Tacho & fuel meter. We were thinking of fitting them at the moment & re-open the same leisurely once the bullet has seen a few hundred kms in the odo. Again, waiting for the weekend to bring the bull to the street.

[Rennjit]

hope the bike is on the road by now. Its time for an update, esp of the tacho in action.

cheers.,

[john doe]

Yes, Definitely time to see the finished bike in action

Also , I did not see any post explaining why the TCI unit needed to be changed to the UCE unit. ( sorry if I have missed the relevant post).

Thanks and look forward to seeing the bike in action live , next time I am near your place!

[ilangop]

Originally Posted by john doe

Yes, Definitely time to see the finished bike in action

Also , I did not see any post explaining why the TCI unit needed to be changed to the UCE unit. ( sorry if I have missed the relevant post).

Thanks and look forward to seeing the bike in action live , next time I am near your place!

Originally Posted by Rennjit

hope the bike is on the road by now. Its time for an update, esp of the tacho in action.

cheers.,

Sorry for making you wait guys. Yes the bike has made some 600 kms and goes for about 38kmpl. As of now the tacho has not yet been connected because we didn't wasn't to drill the ign switch hole. Have to find a way out for installing the same.
The UCE TCI unit has a Throttle position switch which can swap the ignition advance curve when throttle is more than 40%. You can find the switch near the battery (under the seat) in an UCE Electra 350. In principle this switch is used to retard the ignition timing while at heavy load or for want of quick acceleration. This also serves in meeting emission norms. Hence it was installed.

[The Great]

Originally Posted by ilangop

Sorry for making you wait guys. Yes the bike has made some 600 kms and goes for about 38kmpl. As of now the tacho has not yet been connected because we didn't wasn't to drill the ign switch hole. Have to find a way out for installing the same.
The UCE TCI unit has a Throttle position switch which can swap the ignition advance curve when throttle is more than 40%. You can find the switch near the battery (under the seat) in an UCE Electra 350. In principle this switch is used to retard the ignition timing while at heavy load or for want of quick acceleration. This also serves in meeting emission norms. Hence it was installed.

Great thread, but no updates ?

I am sure by now the tacho and the fuel gauge would be working as per your progress on the bike. If so kindly post the details sir.

Eagerly awaiting the updates

[Rugged]

Excellent thread.
Awaiting updates.
Do i see a C5 tool box for a Electra-350 ?
Or did i miss any of the post...?
Please post the before and after pictures.

[ilangop]

Originally Posted by The Great

I am sure by now the tacho and the fuel gauge would be working as per your progress on the bike. If so kindly post the details sir.

Originally Posted by Rugged

Do i see a C5 tool box for a Electra-350 ?
Or did i miss any of the post...?
Please post the before and after pictures.

Thank you very much for the appreciation.
The Great
Fuel guage worked fine but removed to retain the classical look with the ammeter. It is a 1st gen Pulsar 150 analog fuel meter adapted inside the ammeter box. A custom dial was printed on a white sticker paper. Thunderbird float unit was used inside the tank. As there is only very limited space inside the ammeter, we used LEDs to illuminate the dial, instead of a normal bulb. The tacho is yet to be installed.

Rugged
In the hurry of finishing the paint job we were not able to wait till the shopkeeper would order and make the "350" sticker available. So just went with the "500" sticker and did the lacquer coating after stickering. Even a moderately skiled bulleteer can easily make out it is a 350 by just looking at the cylidner head.

From this restoration / learning I would highly recommend a twin spark mod is you have an Electra and don't find the decompressor useful anymore. The difference is obvious at all operating rpm start from idle.