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Discussion Starter · #41 ·
I think this guy was one of the first to use a series regulator for old motorcycles :

He sells them on Ebay , seller SH775AA !!
Pim, the latest news from this guy are that he does not sell sh775 but rather sh847.
should I sent you an SH847, would you be interested to run it on your bench and compare its performance to the 775?
 

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I'm in the process of rebuilding my CX500 and i have the G8 stator from custom rewind, the San Rae ignition and will replace the R/R as well. I want the best R/R so what i'm hearing from you is the SH775AA is the way to go?

Thanks for your R&D Pim.

Cheers
 

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The 847 looks much bigger (not stock footprint) and my assumption is that it also outputs way more current which we may not need?
 

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Discussion Starter · #45 ·
I look forward to learning more about this technology as more info becomes available. I find it laughable that you say it obviously improves fuel economy but then at the same time say you don’t know if any change in fuel economy is significant or even noticeable.
I’m happy you find technical explanations amusing. That’s a good attitude towards technology. What I said is that the new regulators definitely draw less power from the engine. The fuel consumption would therefore improve. How much would it improve by? 1% 0.1%? Less than than? Smaller than the measurement error? I don’t know.
based on Pim’s results, there is a 200w diff at 2000rpm. Can you convert that to miles per gallon? I can’t. Never the less, the fuel consumption will improve. By how much - that is the unknown.
 

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Discussion Starter · #47 ·
The 847 looks much bigger (not stock footprint) and my assumption is that it also outputs way more current which we may not need?
Yes, it is physically larger and rated for higher current (I.e. it can produce more current should the stator provided higher currents and the motorcycle electric system demanded more current). However, for a given stator and load, the 847 will produce the same, potentially at better efficiency (take less from the stator in order to produce the same to the load).
The main draw back of the 775 compared to the 847 is that it is not performing as well at high rpm. True, our bikes don’t run at 10k+ rpm. However, efficiency is not a step function- it’s gradual. Thus, I assume that the 847 would be more efficient at reasonable rpms as well, 7k, 8k and all the way up to the redline. If I’m going to switch to a new ragulator I’d want to switch to the best available... even if it is better only by 5% and only at very high rpm.
 

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So which one ?? The SH775 35 amps or the SH847 50 amps ??

Well lets look at the reported problems : Triump Speed Triple at 9000 RPM
Lets look at it's charging system : Triump Speed Triple 34 Amps at 5000 RPM
I don't think it is wise to run a regulator which is barely capable enough to run at 5000 rpm and run it at 9000 rpm !
RPM or switching times are here not a problem : 9000 rpm / 60 x 6 (stator pole groups ) = 0.0009 Mhz
Problems for switching semiconductors are a limited voltage span in which they will work correctly.
So I believe the high voltage at 9000 rpm plus the ?? 50 Amps output is way to much for the SH775

So fine if you use the SH847 but I personally think that the SH775 will do just fine
 
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'84 CX650E that is evolving into a GL500
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Every time I see this thread I wonder if there is room on a Turbo for something along the lines of the "poorboy" conversion for 4 cylinder GoldWings. On the 'Wings it involves adding a V belt pulley in front of the pulley on the crankshaft that drives the cam belts (& a hole in the belt covers for it to pass through) to drive a 1 wire car alternator mounted on a bracket attached to the bike's frame, all of which can be done with the engine in the frame
 

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1978 CX500 "The Grub", 1983 GL650I "Nimbus"
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Not sure where you'd put the takeoff on a CX engine.
 

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Someone was talking about trying it on a a normally aspirated CX/GL500 a few years ago. IIRC, the plan was to mount an electric fan in front of the rad so they could mount a pulley in place of the mechanical fan.
I don't know how that would translate to a Turbo, though...
 

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I don't know how that would translate to a Turbo, though...
Maybe we can run a bicycle alternator directly from the Turbo , surely 80.000 RPM plus should be enough ......
 

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Or just put a dozen of them on running against the tires....
You have a sidecar, perfect configuration to try this first..............
The Dutch First Turbo Club is willing to send you a dozen bicycle generators to test out :sneaky:
 

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Discussion Starter · #56 ·
You have a sidecar, perfect configuration to try this first..............
The Dutch First Turbo Club is willing to send you a dozen bicycle generators to test out :sneaky:
If I had a side car I'd fit it with pedals that are connected to a generator.... and have my passenger do some workout charging the battery while riding.
...
The only question now is, would I want that manually operated generator connected to a 775 or 847?
hmmmm.
 

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Discussion Starter · #58 ·
If it is Lance Armstrong I would go for the 847
I ordered an 847 - too bad I don't have a setup like yours to measure its performance... hopefully I could get it to fit in place...
Where did you buy your 775 from? I saw somewhere someone says a new one costs $85 from Polaris, but the prices I see are in the ~$160-200 range.
 

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The problem with that is that I seldom have a passenger...
But I do currently have a 500 engine (normally aspirated) in a bike that has an electric fan and the rad isn't in front of the engine so if I get bored I might consider thinking about running a car alternator from the front of the camshaft......

BTW: How does the MOSFET reg/rec that Muttay sells compare to the Shindengen ones?
 

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1978 CX500 "The Grub", 1983 GL650I "Nimbus"
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I've got a FH020AA saved in my eBay watchlist. Not sure where that came from.
How do we determine which Shindengen model is correct for our CX/GL?

Thanks,

Randall
 
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