FIREPLUG CDI for 1972 Polaris ATX 335 and up to 1977 TX twins.
We originally designed this CDI for the 72-ATX, but found it also works as the replacement for the TX, up to 1977. We have more than a few running on 72-77 Polaris Twins since introduction
Replaces: CU11-KOKUSAN-DENKI CDI / Polaris # #3081305
Tested exclusively on multiple ATX335 (1972) sleds & some TX340 as well as the 73-TX400.
Compatible with factory mounting location & wiring harness for plug-in installation.
STATOR VALUES: (typical for 75~77 TX)
BROWN to BLACK = 61-ohms
BLACK to WHITE = 246-ohms
BROWN to WHITE = 307-ohms
NOTE: WHITE IS GROUNDED TO STATOR PLATE
DESIGN BACKGROUND: After the release of the TXL CDI, there were a few calls for the 72-ATX CDI. Although a rare, we had calls for 3 the same week. With cooperation from the sled owners a replacement FIREPLUG CDI was developed. These early CDI’s were “STRAIGHT-TIMING”, or basically no ignition curve over the RPM range from the OEM. We soon found this CDI also replaces the Kokusan TX CDI up through 1977.
PERFORMANCE: The FIREPLUG CDI is a High-Performance replacement CDI for your Polaris sled. The FIREPLUG CDI provides a higher energy output, that outperforms the stock CDI in reliability and performance. This translates to quicker starting, better throttle response, stronger pull & cleaner burning. The FIREPLUG CDI connects directly to your factory harness.
The FIREPLUG CDI is manufactured using the best industrial-grade components available. The FIREPLUG is not a high-volume / mass-produced imported device. Every CDI unit is manufactured at HewTech Electronics in Michigan, tested and shipped directly to you. It doesn’t exist until after an order is received.
TIPS & SUGGESTIONS FOR PEAK PERFORMANCE USING THE FIREPLUG / POLARIS CDI IGNITION SYSTEM:
Polaris ignitions are notorious for weak spark energy. Typical low-energy issues will show up in missing at high-rpm missing, or not able to achieve the usual upper RPM. Try this:
USE B8ES or B9ES SPARK-PLUGS: Do not use the BR-type resistor plugs. The resistor limits energy to the gap. Doing away with NGK resistor caps and replacing with direct-contact (non-resistor) caps. We have some available upon request. Select copper-core wires (small-engine type, never automotive carbon-core type, as they have too high ohms/ft resistance for small engine ignition systems.
CLOSE THE PLUG GAPS: Ideally, you want as wide of gap as possible, without misfire. Typical for this ignition with race-fuel is 0.019″~0.020″ (~0.5mm) spark-plug gaps.
