GS Stators : Helpful additions

[Matchless]

There are quite a few factory manuals, using the GS750 16 valve as an example, that actually state the charging limits to be 14-15.5V @ 5000RPM Different models of regulators actually have slightly varying upper limits.

I have just seen a GS550 fitted with a sensing regulator and the sensing wire was taped up, charging was about 16.5V - no regulation!

So if I may comment. Many folks looking at a fault finding chart will most likely be starting with a poorly charging bike and/or with non OEM parts fitted.
If the battery, stator and regulator is faulty at the same time someone could easily start chasing their tail. The first test should really be to prove or eliminate a component, i.e the battery which can be tested out of the bike (charging and load), the stator can be tested without being connected to the system (AC and insulation), the regulator requires both before mentioned items to be in circuit and working, your guide fits in at this point exactly.

Just my 2 cents for what its worth.

[BigD_83]

Getting at the bad battery question...

Exactly what is the mechanism for the R/R putting out 16.5V to charge a bad battery (defined by won't hold a charge)?

An example: a previously good battery (previously charging at 14.58V @ 4000rpm) is not now (now charging at 16.5V at 4000rpm). I swap out a known good battery from another bike and get charging at 14.5V @ 4000rpm. I presume this rules out the R/R as a cause of the high charging.

[posplayr]

Bump: Still not integrated into the "official" Stator pages.

[posplayr]

And we are coming up on the 5 year anniversary of start of this thread.

[GS1150Pilot]

Are those papers in the care of the government? Timewise, seems it were so.

[Guest]

There is a lot of stuff that could be/needs to be updated on the GSR website.

[dorkburger]

Im glad this thread was bumped.....ive been dragging my feet, and not riding much this year, but im planning to change my Electerx regulator to a Shindengen, and plan to fully go thru the charging as a precaution.....its currently ok but.........

[posplayr]

For Posterity: More early analysis of the Shunt PM Systems and a hypothetical discussion of a Series R/R. Looks like my First Thread I ever started.

http://www.thegsresources.com/_forum/showthread.php?t=118210

http://www.thegsresources.com/_forum/showpost.php?p=741146&postcount=9

I just saw your post and I was considering the same today. It might help if the two units are closely matched so they share current. Then you have basically more power handeling capacity. Otherwise it might be that only one carries the shunt current and the other waits in reserve. Not the best solution but possibly better than no backup which is what a single regulator is. This also does nothing to reduce the stress on the stator when it is cranking mega amps at 10K RPM.

A better solution is to have the series regulator then if it fails (hopefully open) then the generator power goes no where. With the shunt regulator, if the shunt dies (open for example), then there is no place for the generator power to go but cook the battery and fry the electronics. If it shorts it is worse.

Even if the series regulator shorts it is no worse then the best case shunt. And more than likely the series will go open or have no output so it is hard to argue that there is any situation where the series regulator is worse than this shunt approach. 99% of the time it will be better.

Bottom line is that it will help about a 1/4 of the potential problems but ther are better approaches (I think).

Posplayr
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[londonboards]

Can someone point me to the Phase B of the Stator Testing Flow chart. I can't find any links that work anymore.

Greetings

[posplayr]

Can someone point me to the Phase B of the Stator Testing Flow chart. I can't find any links that work anymore.

Greetings

In the link in my signature under "GS Charging Health" you will find that quoted below............

And here are some updates with background to the Phase B tests that focus on the stator alone.

A revised test is at this link; The actual test is on Page 6 of 9. We added the leg to ground AC voltage test as this helps isolate insulation breakdowns to ground using the relatively high 60-80 VAC stator voltage when it is open loop.

Link to Revised PHASE B of Stator Pages with discussion of testing methods:
http://www.keepandshare.com/doc/3977...4-pm-649k?da=y

[londonboards]

Thanks Pops.

[storm 64]

I'm looking to upgrade the charging system on my 79 1000e. There's a lot of talk about the regulator/rectifier. I have a SH775. Not much talk on the stator itself. What is the preferred stator now a days? Electro Sport, Ricks? I have one of Steve's SteveOstator's in my 850 but I don't think Steve is in the stator business any more. Any thoughts or suggestions.

[posplayr]

Reality it probably doesn't matter what stator you pick as it will be under so much less stress using teh SERIES R/R (like teh SH-775), . The Electrosports have supposed 20% higher output which I assume is at idle and these seem to work well using the SERIES R/R even if they are too stressed and fail more often using a SHUNT R/R.

So the primary benefit you should get from an Electrosport over any other brand is that:
1.) the idle voltage should be a little higher
2.) The Electrosports should be more stable owing to the heavy epoxy coatings that I have seen compared to others.

On the other hand one of the other to ranked suppliers (Ricks?) provides a new replacement grommet for the stator wires. This has been less of a concern for me as I use the black goop to seal everything rather that let the grommet pressure keep oil from seeping.

[Guest]

I'm looking to upgrade the charging system on my 79 1000e. There's a lot of talk about the regulator/rectifier. I have a SH775. Not much talk on the stator itself. What is the preferred stator now a days? Electro Sport, Ricks? I have one of Steve's SteveOstator's in my 850 but I don't think Steve is in the stator business any more. Any thoughts or suggestions.

It's been very well documented about the weak or substandard rectifier/regulating systems on these Suzuki's. But as long as I've owned the 3 Suzuki's I had over the years, I never did have one fail.