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<\/li>\n<\/ul>\nBasic Charging Systems: Field Coil vs Permanent Magnet<\/p>\n
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- The field coil system, found in the Honda early to mid 1980s CB750\/900, Yamaha XS650\/750\/1100s and early Kawasaki 3 cylinders.\u00a0 The “electro-magnet” is of a variable strength.\u00a0 So it puts out the amount of power the bike is using & enough to keep the battery charged.\u00a0 This is the system that cars are using with their alternators.
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- The permanent magnet systems (which mostly all modern sport bikes have moved to) is exactly that.\u00a0 A permanent magnet rotates inside or outside of the stator.\u00a0 The amount of power that comes out is governed by the design of the stator\/rotor and how fast it rotates.\u00a0 The strength level is FIXED, not variable like the field coil rotor.\n
![\"\"](\"\/blog\/wp-content\/uploads\/2018\/10\/21-328_display-e1539280855221-683x1024.jpg\")
Stator from a permanent magnet charging system<\/figcaption><\/figure>\n Hope this general introduction has helped you guys understand some of the good practices we like to use whenever working with electrical components.\u00a0 We will get into more specific “common issues” that we see here all the time with the charging systems on these vintage bikes in Part 2 next week.\u00a0 Stay tuned…<\/li>\n<\/ul>\n","protected":false},"excerpt":{"rendered":"
We just came back from the annual Barber Vintage Festival in Birmingham, AL and Rick did a couple seminars on vintage charging systems.\u00a0 For those of you not able to attend, we wanted to publish a couple posts to sum up what he had to say: Let’s start off with the basic terms that we…<\/p>\n","protected":false},"author":5,"featured_media":1451,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2,1],"tags":[109,77,150,5,62,99,151,81,90,76,153,152],"class_list":["post-1448","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-how-to","category-new-from-ricks","tag-barber-vintage-festival","tag-classic-motorcycles","tag-do-it-yourself","tag-how-to","tag-howto","tag-motorcycles","tag-vintage-electronics","tag-vintage-honda","tag-vintage-kawasaki","tag-vintage-motorcycles","tag-vintage-suzuki","tag-vintage-yamaha"],"_links":{"self":[{"href":"https:\/\/ricksmotorsportelectrics.com\/blog\/wp-json\/wp\/v2\/posts\/1448","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/ricksmotorsportelectrics.com\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/ricksmotorsportelectrics.com\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/ricksmotorsportelectrics.com\/blog\/wp-json\/wp\/v2\/users\/5"}],"replies":[{"embeddable":true,"href":"https:\/\/ricksmotorsportelectrics.com\/blog\/wp-json\/wp\/v2\/comments?post=1448"}],"version-history":[{"count":3,"href":"https:\/\/ricksmotorsportelectrics.com\/blog\/wp-json\/wp\/v2\/posts\/1448\/revisions"}],"predecessor-version":[{"id":1461,"href":"https:\/\/ricksmotorsportelectrics.com\/blog\/wp-json\/wp\/v2\/posts\/1448\/revisions\/1461"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/ricksmotorsportelectrics.com\/blog\/wp-json\/wp\/v2\/media\/1451"}],"wp:attachment":[{"href":"https:\/\/ricksmotorsportelectrics.com\/blog\/wp-json\/wp\/v2\/media?parent=1448"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/ricksmotorsportelectrics.com\/blog\/wp-json\/wp\/v2\/categories?post=1448"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/ricksmotorsportelectrics.com\/blog\/wp-json\/wp\/v2\/tags?post=1448"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
- The permanent magnet systems (which mostly all modern sport bikes have moved to) is exactly that.\u00a0 A permanent magnet rotates inside or outside of the stator.\u00a0 The amount of power that comes out is governed by the design of the stator\/rotor and how fast it rotates.\u00a0 The strength level is FIXED, not variable like the field coil rotor.\n