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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Make your own Generator
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<blockquote data-quote="timetraveller" data-source="post: 108506" data-attributes="member: 456"><p>Hi Bill, that is the old type. The main difference is that it uses a 30 amp Iskra alternator, which requires an external regulator. The new ones use a 40 amp Nippon Denso alternator which has an inbuilt regulator. The new one is about one centimetre smaller diameter and one centimetre longer compared with the earlier one.</p><p>There was nothing wrong with the Iskras. Indeed they have a slot for a key in the input shaft which the N,D. ones do not have. However, one of the main reasons for using the Iskras was that they were intended for use on Citroen 2CV and other small cars and at the time of development Dick Sherwin and I felt that there would be some merit in using an alternator which could be found in almost any scrap yard in France, and probably other European countries, if ever there was a break down. Things have, of course, moved on. 2 CVs are now rare and in addition the N.D. small alternators are used on many small tractors, kit cars and so on. It was Peter Holmes (wife Sue with the ruptured Achilles tendon) who first got me to use a ND alternator. He had access to one and wanted it fitted to his bike. It has proved reliable over many thousands of miles. </p><p>Wherever possible I have used parts from the old kit to mount the new alternators and this has led to some delays in supplying them.</p><p>In the context of extra wear on the primary chain drive and Vic's comments about destruction of the primary chain. It might be wondered what happens when one uses either a 30 amp or 40 amp alternator. There has never been a failure yet. There are several things to be aware of. First the chance of using the maximum output from these alternators is minimal. When starting the bike the ammeter will go fully over until the battery comes up to 14.3 volts. After a few seconds this reduces to zero after which the electrical load is minimal. Note that this is done by reducing the current sent to the field windings of the alternator so that power is not being generated rather than producing the power all the time and then bleeding it off to an earth. My design philosophy was, rather like the Vincent twin engine, more power than you can possibly use or need apart from rare occasions. I also deliberately designed the system to use a multi vee belt drive. These are used on everything from washing machines, lawn mowers and alternator drive systems on cars. They have the capability to allow some very small amounts of slip which can be used as a shock absorber between the Vincent twin primary drive and the alternator. Of course the bike does not look standard but beauty lies in the eye of the beholder and nothing of the original bike has to be modified to fit the system.</p><p> I have tried to make that a design feature of all of the parts I have supplied for Vincents. These include the modification for the lift mechanism for the twin clutch, the new steering heads, the hydraulic steering dampers for both the new steering heads and the original, although with the latter one does have to tap out the hole which originally takes the anchor pin for the original friction steering damper.</p></blockquote><p></p>
[QUOTE="timetraveller, post: 108506, member: 456"] Hi Bill, that is the old type. The main difference is that it uses a 30 amp Iskra alternator, which requires an external regulator. The new ones use a 40 amp Nippon Denso alternator which has an inbuilt regulator. The new one is about one centimetre smaller diameter and one centimetre longer compared with the earlier one. There was nothing wrong with the Iskras. Indeed they have a slot for a key in the input shaft which the N,D. ones do not have. However, one of the main reasons for using the Iskras was that they were intended for use on Citroen 2CV and other small cars and at the time of development Dick Sherwin and I felt that there would be some merit in using an alternator which could be found in almost any scrap yard in France, and probably other European countries, if ever there was a break down. Things have, of course, moved on. 2 CVs are now rare and in addition the N.D. small alternators are used on many small tractors, kit cars and so on. It was Peter Holmes (wife Sue with the ruptured Achilles tendon) who first got me to use a ND alternator. He had access to one and wanted it fitted to his bike. It has proved reliable over many thousands of miles. Wherever possible I have used parts from the old kit to mount the new alternators and this has led to some delays in supplying them. In the context of extra wear on the primary chain drive and Vic's comments about destruction of the primary chain. It might be wondered what happens when one uses either a 30 amp or 40 amp alternator. There has never been a failure yet. There are several things to be aware of. First the chance of using the maximum output from these alternators is minimal. When starting the bike the ammeter will go fully over until the battery comes up to 14.3 volts. After a few seconds this reduces to zero after which the electrical load is minimal. Note that this is done by reducing the current sent to the field windings of the alternator so that power is not being generated rather than producing the power all the time and then bleeding it off to an earth. My design philosophy was, rather like the Vincent twin engine, more power than you can possibly use or need apart from rare occasions. I also deliberately designed the system to use a multi vee belt drive. These are used on everything from washing machines, lawn mowers and alternator drive systems on cars. They have the capability to allow some very small amounts of slip which can be used as a shock absorber between the Vincent twin primary drive and the alternator. Of course the bike does not look standard but beauty lies in the eye of the beholder and nothing of the original bike has to be modified to fit the system. I have tried to make that a design feature of all of the parts I have supplied for Vincents. These include the modification for the lift mechanism for the twin clutch, the new steering heads, the hydraulic steering dampers for both the new steering heads and the original, although with the latter one does have to tap out the hole which originally takes the anchor pin for the original friction steering damper. [/QUOTE]
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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Make your own Generator
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