[Teazer]

The alternator differences are interesting as is the ability to wire it. Good analysis so far. need to also assess whether the pulse generators are compatible or need to be swapped as well.

The key issue though surely is what the CDI does. Except that it's probably not CDI at all, but ignoring that for a moment, rev limit is critical as is the timing curve. If those are compatible i.e. close enough to not cause major problems, then go ahead and try wiring the replacement in.

A better solution might be a second hand spark control unit or replacement from someone like Electrexworld or Rex's Speed Shop or HPI.be or a new programmable unit from Ignitech.

Trials is right to start with connectability but functionality of the potential replacement is as important.

 

[Teazer]

You so funny...We have spark kill ie rev limiter in the ignitions we use of bikes with carbs. It kills the spark progressively above a fixed (programmable) point.

Early TCI ignitions usually had the ignition curve built into the black box unlike very early units which used a mechanical advance. For example the old GS/GSX 250 and 400 twins had a mechanical advance in the first versions and later on the mechanical advance was ditched and the advance curve was built into the firmware.