Vance Blosser

I know of the Ducati ignition but I've never examined one. After the type III (which looked very much like the ignition shown above) they switched to a unit which was dubbed type 4 and it had the guts in a puck which sat over a rotor that looked like the one above. It had a photodetector (or at least it looked like a photodetector) that was triggered by the slot and it had an indicator LED on the front. You set the timing statically using the LED. This was short lived as the unit tended to overheat and shut down so they made the puck separate and mounted it outside the case to keep it cool. It still had some heat issues in hot weather so they switched to the Ducati. But there are some other ignitions that popped up on the aftermarket that are unique to themselves.

I'm glad you caught that, I was thinking it could be magnetic but on the Ural ignitions it was optical. The pot metal rotors would often throw a slug or get loose against the key and wobble and I thought maybe whoever made this one switched to prevent that. The main thing is to get him going!

This looks like a hybrid between a type III and a type IV. The Type III used a pot metal rotor with 2 steel slugs embedded at 180 degrees. The slugs triggered a sensor that fired the ignition and was set with the use of a timing light and the marks on the flywheel because when stationary (I.E. not running) the slugs didn't generate a signal. The Type IV moved the electronics outside the compartment but used an optical trigger with the type of rotor you have. This would generate a signal as long as the ignition had power. This was set by placing the timing mark on the flywheel in the round window while a 12 volt test lamp was connected to the input to the coil. The ignition would be set by loosening the retaining screws on the ignition module and slowly moving it until the light was just at the trigger point (going from off to on and vice versa). Tighten the unit down and you should be set. Since you have an optical sensor I believe this is the method you should use. Once you can get it started you can fine tune it with a timing light if desired. Good luck!

Looking even better!

You have plenty to keep you occupied this winter!

Alternate jets are readily available for the CVK carbs. Becky is doing well, almost back to where she was before all this. Thanks for asking!

Parts often get swapped out over the life of the bike and if a newer design will fit older bikes Ural only stocks the newer version. This may account for some of the discrepancies you noted. PS on the CVKs - they tolerate the ethanol well. At rallies I've seen some of the Russian carbs fail due to the ethanol.

I've owned my Retro for a bit over 17 years and the CVKs have only needed cleaning out a couple of times. No new parts on them, still the original diaphragms. I can't see any reason to change them out for anything else. Have fun with your new ride!

Good progress!

Looking good!

Is the final drive ratio the same as on Urals? Would a Ural speedo fit? Often the same instruments were used in different factories.

Nice!

We had one dog who would jump into the sidecar but as soon as I approached the bike he was out of there, he didn't like engine noise. A shame because he really liked to ride in the car.

Are you in Europe? All US models came with Keihin CV carbs. And I believe the chrome shocks mean you have Russian shocks and I think the US models had Paoli shocks. Or someone changed out the carbs.

Sounds like a good movie title, "Night of the Rarewolves". 🙂