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Hi all,
Anybody that has been here for any length of time knows that the GS Stator pages are one of the most often sited sources of information for diagnosis of GS electrical and charging system problems. The fault finding page is really a wonderful thing and leads the GS owner through what for many is a scary proposition of diagnosing an electrical system.
I used them the first time I got my GS750EX and was able to diagnose my GS charging system and restore it's operation without changing any parts. While I think that GS Stator pages have been very helpful to many, there is some room for improvement. I reviewed the diagnosis table this morning to see what my biggest issues would be. I tried to keep the basic format in mind as it seems to be a written at the right level to be understood by the broadest audience.
I'm putting this out for comments so that we can get an update to the Phase A section of the Stator Diagnosis page. See modified table with highlights in red and bold.
Because Phase A really is the primary phase of diagnosis which branches to R/R or stator openloop tests it is a little trickier than Phase B or C. In addition I would wager that 75-80% of GS charging problems could be solved in Phase A alone and probably 15% of the remainder would not have happened if the connections were proper in the first place. So it is an important place to focus. There is the danger of course of making it too complicated. Being an engineer, I might have done that, but hopeful there is enough marginal increase in understanding to justify the added complexity.
Posplayr
Link to Revised PHASE A of Stator Pages:
http://www.keepandshare.com/doc/3970...43-am-55k?da=y
Here is what I tried to do in modifying it:
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.
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Anybody that has been here for any length of time knows that the GS Stator pages are one of the most often sited sources of information for diagnosis of GS electrical and charging system problems. The fault finding page is really a wonderful thing and leads the GS owner through what for many is a scary proposition of diagnosing an electrical system.
I used them the first time I got my GS750EX and was able to diagnose my GS charging system and restore it's operation without changing any parts. While I think that GS Stator pages have been very helpful to many, there is some room for improvement. I reviewed the diagnosis table this morning to see what my biggest issues would be. I tried to keep the basic format in mind as it seems to be a written at the right level to be understood by the broadest audience.
I'm putting this out for comments so that we can get an update to the Phase A section of the Stator Diagnosis page. See modified table with highlights in red and bold.
Because Phase A really is the primary phase of diagnosis which branches to R/R or stator openloop tests it is a little trickier than Phase B or C. In addition I would wager that 75-80% of GS charging problems could be solved in Phase A alone and probably 15% of the remainder would not have happened if the connections were proper in the first place. So it is an important place to focus. There is the danger of course of making it too complicated. Being an engineer, I might have done that, but hopeful there is enough marginal increase in understanding to justify the added complexity.
Posplayr
Link to Revised PHASE A of Stator Pages:
http://www.keepandshare.com/doc/3970...43-am-55k?da=y
Here is what I tried to do in modifying it:
- Highlight with a table what you are doing in each step. I think this helps provide focus. I know when I was going through the table, I was not real clear what I was doing at every step in Phase A.
- The first step is to insure that the is some charging going on when you raise the idle up to 2500 RPM the battery voltage should increase. If it doesn't then you should still test and clean the connections in Step 2 and 3 but if the stator is bad, then you will get through all of Phase A and still have low output.
- Modify the voltage drop tests which are specified at idle to be less than 0.2 volts to perform the test at 5000 RPM and be less than 0.25V. This is critical as you could easily have less than 0.2 volts at idle and the have that voltage rise to 0.5-0.75 at 5000 RPM when the system is trying to push current to the battery. Depending upon the variability of the GS idle you might even be discharging and so the voltage drop will not even show up. This is probably the biggest issue in the diagnosis table.
- Modified the table to show an explicit 14.0-14.8 Battery charging range at 5000RPM. The is somewhat narrower than the Suzuki specificed 14.0 - 15.5V range. Regardless of the manual 15.5V at the battery is too high.
- Modified the table to insure that all three steps in Phase A are done even if you pass the output voltage range. This is important as the output voltage range is quite wide and it is not hard to com in with a 14.0V charging level due to some bad connections and in 2-3 months that corrosion has gotten worse and you are now charging at 13.5V. You would not really know this if all you did was look at the battery voltage. It is absolutely critical that the R/R is connected across the battery with low resistance and measuring the voltage at 5000 RM when charging is near maximum is a fool proof way of confirming proper operation.
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.
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
__________________
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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