The installation of a part for later models with a 3-phase AC generator, called an enhanced alternator, may have made it possible to avoid battery drain, but at the same time, it is important to remember that sufficient care must be taken to check for excessive power = overcharging. The important thing is to check the current condition after the update, not just the data and figures.
Here, we used a tester to check the working condition of the reinforced charging system.
- Clamp tester capable of DC-A measurement is useful
- Motorcycles with constant light-on specifications generate stable power.
- Real check of DC-A charging status
- POINT
Clamp tester capable of DC-A measurement is useful
Products that can measure only AC current/AC-A by clamping across the wires have been in widespread use for some time, but recently, testers that can check the charge and discharge status to the battery numerically = DC current/DC-A are also becoming popular.
In addition to clamp measurement, the battery voltage can also be measured just as easily as with a general circuit tester by connecting the attached lead wire. With a high-performance tester, condition checks can be performed at various locations.
Motorcycles with constant light-on specifications generate stable power.
In general, when measuring the voltage, the condition can be determined more precisely by measuring the voltage under no load at idling and under load when the headlights are turned on. It is easier to check the charging status by measuring the no-load and load patterns at high engine speeds (around 5,000 rpm). At idle with the headlights on, 13.49 volts is displayed.
Judging from this value, the battery is clearly overcharged.
Real check of DC-A charging status
When the alternating current rising from the alternator is passed through a diode, it is converted to direct current. The role of the regulator is to charge the battery while controlling that DC current (while checking the battery condition). Here, the DC current of the white lead wire (charging wire) was measured. The output value of the regulator rectifier was 5.99A when measured at idle with the headlights on. When measuring the amount of charge relative to total power consumption, including various bulbs and ignition systems, more accurate data can be obtained by measuring on the ground lead side. Measuring DC-A at the battery ground wire when the main key is OFF can also provide information on the status of leakage discharge.
POINT
Point 2 – Confirms not only battery terminal voltage but also input current (amperes)
Point 3 – Electric custom-equipped vehicles must be careful about battery condition.
Not to be a fall-back, I installed a 3-phase AC alternator in my KZ550 for the purpose of improving & enhancing charging power. However, there is no guarantee that all the parts are good quality because they were installed with used parts, no matter how much they are 3-phase AC type. All the parts installed this time were used parts. Although the appearance and condition of the wiring were not bad, there are cases where the wiring has deteriorated over years of use. As the wiring deteriorates, the wiring itself becomes a resistance, and the electricity generated cannot flow efficiently. Wiring deterioration is relatively rare in Kawasaki’s middle-four engine series because they use dry alternators. However, in the case of wet alternators soaked in engine oil, such as the Z1/Z2 series from the same Kawasaki, for example, engine oil seeps into the wiring, causing the oil to flow through the capillary phenomenon This oil will flow into each part by capillary action. There are actually many cases where the wiring is covered with oil from such a situation, which becomes resistant and prevents electricity from flowing efficiently. Some owners may have experienced that the coupler part of the wiring coming from the alternator was somehow soaked in engine oil, which is evidence that the engine oil seeped into the output cord by capillary action and was transmitted to the output cord. This is not limited to Z1/Z2 but is a problem that can be seen in many electrical parts soaked in engine oil.
Considering such a situation, when performing maintenance to remove the alternator, sufficient attention should be paid to the condition of the output-side wiring cord. If engine oil seeps into the cord, it must be replaced with new wiring and a liquid gasket must be applied to the solder joints to prevent engine oil from seeping into the wiring.
In a past story, oil dripped from the signal wire of an ignition signal pickup coil that was soaked in engine oil. This was engine oil that had entered the system by capillary action.
So we replaced the signal wire of the pickup with a new cord, and the ignition power to the spark plug increased. Not only engine oil, but also corroded wiring can cause resistance, so it would be a good idea to replace any wiring that is of concern.