As for the costs of R/Rs in Europe, I'd be happy to send a bulk batch over. I could do with a European distributor for our R/R.[/QUOTE]
Sonreir, do you see large enough interest for these from Europe? I have just had my CB450 for 2 weeks so do not really know the classic bike scene here.
Last edited by 66Sprint; 06-11-2019 at 10:20 AM.
For there to be two phases, one output would have to be wired in quadrature to the other, IOW, at 90 degrees. While possible, this is a real PITA to wind, which is why you see single or three phases, and rarely, if ever, anything else. Adding an extra set of diodes to the rectifier does not increase performance in any way - the Voltage lost to the rectifiers is the same. This loss is considerably less with silicon over selenium; selenium was the best available when the systems were designed, and readily available, so Honda continued using them, even though silicon became available during production. If your 3-phase rectifier is more readily available and/or cheaper because of commonality, then use it. It makes no difference if you use all three inputs, or just connect to two, even if regulation is done by shunt (SCRs shorting the inputs).
Mine is a mostly 1970 CB450K3
I have NO objection to using a three phase unit IF they are more easily available to you or prove less expensive.....
They are certainly easy to connect, and do work, however, they are generally physically larger and more expensive.....
My OBJECTION is to your insistence that doing so provides a superior set-up to using a modern single phase R/R unit when the net results are virtually identical.....
A modern, readily available, relatively cheap reg/rec will ALWAYS be superior to a, probably, leaky old Selenium rectifier and the assosiated regulator box as OE. That has ALWAYS been my point. Why dick about joining wires in a fifty year old loom when my method completely eliminates any wiring losses and is, surely, easier for the non electricaly savy owner to fit?
Please explain(considering the stock harness does not have a connector suitable for the three phase unit) having to either cut into the existing harness and/or fabricate an intermediate "jumper" harness piece from the alternator plug (remembering to re-connect the neutral light switch wire) to the replacement three phase unit plug ...Then you still have to run the connections back to the battery or old harness and possibly to the black "reference" wire)... HOW IS THIS EASIER???
I simply plug the single phase R/R in place of the old rectifier, plug the yellow and white/yellow into each other in the headlight shell and plug in the Black wire from the old regulator to the new unit.....
Seems to me it IS a whole lot better to simply plug things in and cause no damage to the original harness....
NO cutting, extra fabrication, soldering, crimping or replacement terminals and plugs required...
Last edited by 66Sprint; 06-12-2019 at 12:24 AM.
The problem is the price before i have the parts by me. Customs are counted on price+shipping+ insurance. Carrier also takes i fee for doing the customs paperwork.
Then comes value added tax, which in Sweden is 25%. So all these added the final cost is 45-50% higher than the price in USA. This is the reason why i, and probably many others on this side of the pond, first look if we can find what we need inside European Union. Ordered inside EU you only pay the price+shipping. We´lll see how it will be after Brexit and the customs wars blowing up lately.
No matter what the general opinion of replacement reg/recs (still think I'm right though!). The main 'problem' with the charging system is that the rotor magnets are old, low gauss and probably fading after so many years. Doing a bit of digging and it would seem that Ricks motorsports offered a modern neodymium magnet replacement rotor. It is no longer available, of course, doubt that they ever sold any, but it is the way to go. Anyone with any experience of re-magnatising rotors? I'm still digging but there might just be someone on here with the knowlege.