I bought the triplex conversion kit from Triumph Enthusiast in Australia.
Shipping was pretty cheap and I sent them my clutch spider cush drive to have new rubbers fitted.
I also bought the conversion shims as my cush drive spider thrust bearing face was badly pitted and made a nasty noise even with new thrust bearing fitted.
All the parts arrived with no problem.
David Wright the guy at Triumph Enthusiast was really good to work with and sent lots of vidieos on how to fit all the spacers and even a vid on how set up the clutch.
I put in a new clutch and a new plus % 20 clutch spring. (Orange markings) I then fitted the new shims from the kit to the cush drive.
I was sceptical about how the calculation worked for the engine sprocket shims that would be needed to aligne the sprockets.
So I got hold of an old primary cover and cut it down so I could use a straight edge across the top between the two sprokets like is done on a Bonney.
To ensure the engine sprocket and the new triplex clutch sprocket lined up properly I re did the process several times, mounting the bearing and spacers in the cutway cover plate slightly diffrently to prove the method .
Doing this also boosted my confidence and took away my sceptisim completly. (This method of making and using the cover plate is in the workshop manual
by the way.)
I do know it is crittical to get this sprocket alignment to less than 10 thou of an inch.
I can now report that the caculation method was a tiny bit off, and after doing the sums it came out that I needed a 17 tho shim in the sprocket.
Using the cutaway primary outer case method that I made, I fitted the bearings and shims and rechecked all.
The actual alignment using a tool steel stright edge across both sprockets came out at just 6 thou of an inch.
This gave an 11 thou discrepancy between the two methods.
I then used a 10 thou shim on the engine sprocket and was very happy with the result, with the actual alignment coming out on mine at plus 6 thou and minus 4 thou.
Thats a pretty excellent sprocket alignment in my book.
Even if I had not used the cutway primary case that I made, it would still have been within acceptable tollerances with the 10 thou shim.
I can say now with confidence that either way worked out within tollerance on my bike.
All the parts fitted perfectly and I just had to buy a new T150 triplex chain and engine sprocket.
I put it all back together and fully tested every thing, and can report its most excellent and I am now a very happy chap.
I dont know why Triumph did not fit a Triplex chain from the begining.
One thing I did find is that the clearance between the new triplex chain in board edge and the end of the oil pump locking nut is very close, and after the chain got loosened up a bit it made slight contact with the nut making a bit of a weird noise.
I fixed this by simply by removing the nut and filing about 3mm of the nut making it a bit thinner.
Put it all back together and the clearances with the oil pump are now all good.
Cost wise including shipping all the parts and including the triplex conversion , shim pack conversion, plus spacers, engine sprocket and Triplex chain it all came to about $600 New Zealand.
If you did not mess around like I did rechecking everything and just did the job, you could easy do this Triplex coversion in two or three hrs including having a few cupps of tea.
Hope this little report helps anyone else who was in the same situation as I was.
My T160 with the new Triplex conversion is running fine and is much nicer to ride now.
For refrence and if anyone wants to contact the makers of this Triplex conversion kit, here is his email.
David Wright. EMAIL -- email@example.com.
Hes based in Australia.
There is a vid allready on this thread for you to watch on this conversion first.
Happy riding guys and gals.