I went back and re-read it. What it said was if you line up the stator keyway with the keyway on the shaft the stator fits on and put the key in it will be set.
You are still confused.
Whatever you "went back and re-read", your first post displayed in this thread is:-
I am under the impression that when I replace the primary belt on my 1979 T140 with solid state ignition all I have to do is install the belt and do not have to worry about setting the timing. That if I do not mess with the reluctor under the points plate it does not matter at what position the rotor is set at. Because it is a solid state system it will automatically set itself.
. The "primary" - as in "primary belt" - is on the left-hand side of the engine (when you're sitting on the bike looking forwards); there aren't any "ignition" parts, "solid state" or otherwise, on the left-hand side of a "1979 T140" engine.
. Otoh, a 1979 T140 was fitted originally with a Lucas Rita electronic ("solid state") ignition, the moving part of which, driven by a Triumph twin (or triple) exhaust camshaft, has always been called "the reluctor". The reluctor forms part of the trigger unit for the Rita and, as you sort of posted, it is in the small circular compartment that used to house the "points" and mechanical auto advance on Triumph twins before 1979. However, this circular compartment is in the
right-hand side of the engine, therefore why would you "mess with the reluctor" when you "replace the primary belt" on the left-hand side of the engine?
. Nevertheless, as I've explained already, none of the electronic "solid state" ignitions made for old British motorcycles - including the Lucas Rita fitted to you bike originally - can "set itself". However, if you did find a reason to "mess with the reluctor", as I explained:-
if the [original Lucas Rita] 5PU trigger unit
is ever removed from the engine, the reluctor only fits in the exhaust cam taper in one position, thanks to a peg at the bottom of the cam taper and a notch in the reluctor taper to fit over the peg
. i.e. it is difficult to set either of the trigger unit parts in the 'wrong' position, therefore certainly a Lucas Rita will usually work normally after both the trigger unit parts have simply been refitted correctly. But it does not "automatically set itself" "Because it is a solid state system".
Turning to your second post (post #3), as I say, you appear to be equally confused:-
if you line up the stator keyway with the keyway on the shaft the stator fits on and put the key in it will be set.
. if you are still talking about replacing "the primary belt" in the left-hand side of the engine, you will have removed the alternator stator and rotor to have accessed the belt pulley on the crankshaft.
If so:-
. It is the alternator
rotor "with the keyway", the alternator "stator" mounts on the three studs surrounding the belt pulley, the end of the crankshaft and the alternator rotor.
. The alternator
rotor is so called because it rotates (on the end of the crankshaft), the alternator
stator is so called because it is static, it doesn't rotate.
. You do not "line up the [rotor] keyway with the keyway on the shaft the [rotor] fits on and put the key in". When you remove the alternator
rotor, it simply slides off the crankshaft ("the shaft the [rotor] fits on"), "the [Woodruff] key" should remain in its slot in the crankshaft; if it does not for some reason, the key must be replaced in the slot
before refitting the alternator rotor. Only then do you "line up the
rotor keyway with the
key on the shaft" and the rotor should slide back on to the crankshaft.
To be clear, the only thing "set" by the Woodruff key between crankshaft and alternator rotor is the relationship between piston position and the moving ignition timing
marks on the alternator rotor. You can then use a timing light to
check the ignition timing by the moving timing marks and the fixed timing mark in the primary cover; however, nothing in or on the primary side of the engine - not Woodruff key, alternator rotor nor timing cover - has any
effect on the ignition timing. Also be aware, because of potential errors in marking alternator rotors and the variable position of the primary cover on the crankcase, the accuracy of the relationship between moving and fixed ignition timing check marks cannot be guaranteed; if the marks are to be relied upon, they must be checked with the crankshaft timing special tool and a degree disc.
Finally here, if you really must remove the alternator stator
from its three mounting studs to access the belt engine pulley, move the stator with
great care and do not leave it suspended from its cable - the oil and heat causes the cable and its stator joint to become brittle; if the sheathing cracks or breaks, the stator wires will be exposed to the hot oil subsequently; if a wire breaks, they are difficult-to-impossible to repair depending how close the break is to the stator.
