Charging
Posted: Sat Jul 22, 2017 10:33 am
Posted here because its a bit specific to particular scenarios'.
Problem; charging and overcharging.
Did some experiments at Cadwell that i had tried out when sprinting etc. Removing the alternator but ultimately just removing the magnet body and keeping the starter motor gear bolted to the core. Cadwell showed that the effect is very noticeable, more so on a circuit track because there is a slow down and speed up component that does not occur with sprinting / drag racing. The change in performance is very addictive indeed, the down side is that even using a charger / remote charging system (leisure battery/ inverter /battery charger) between sessions you are on a gentle downward slope ref. battery voltage. A 12v battery fully charged will only supply enough to marginally run the ignition and coils for twenty mins let alone an endurance race or open pit lane at trackdays.
Having discussed an overcharging issue with Electrex World but also having had lengthy discussions with those that were at Cadwell ref. undercharging, a possible alternative was forthcoming. Run the standard set-up with the three phase alternator but with one phase disconnected. Sounds perfectly logical even simplistic but if you dont do electrics like me its a revelation. Just tried it at Snetterton this week and whilst not as rewarding as the 'no alternator' scenario the benefits are definitely noticeable and useable.
Voltage from the alternator (voltage available to coils and ignition module) is still between 13.5 and 14.5 volts but the alternator imposes approx. 1/3 less 'draw' on the engine and the waste heat is not present any longer witnessed by the cooler running Reg / Rec.
The no alternator (flywheel missing) option has a significant benefit with enhanced engine braking which with marginal brakes is a very welcome addition. Gear changing is quickened because revs fall away much faster and of course the engine runs up like a two stroke, albeit a big fat one! If you have the 'Wired George' relay mod as i do (cant for the life of me think of a reason to justify it now for my set-up, meaning there are no longer any lights or electrical ancilliaries) then 17 volts of overcharging gets fed directly to the coils and ignition module and expensive stuff gets cooked.
From the chin wagging with Electrex it turns out that they do what they call a 'Low Power Unit' http://www.electrexworld.co.uk/acatalog/RR152.html (here's an example of one type, there are several) which is significantly cheaper than standard or just use the std Reg / Rec with one yellow wire pulled out.
Anyway it was all leading somewhere, didnt know where, until i came to the inevitable conclusion that what i needed was this; http://www.electrexworld.co.uk/acatalog ... ystem.html so i ordered one. Very popular in France apparently not at all in the UK i heard. Should have done it years ago. Its the marginally more expensive version that allows you to keep the starter motor which for me is a must have.
No swopping batteries between sessions, no remote batteries, no inverters, no battery chargers, no petrol generators, no drill batteries, no flywheel (to speak of) no overheating regulator, no scraping alternator cases round corners, no fuss.
AL
Problem; charging and overcharging.
Did some experiments at Cadwell that i had tried out when sprinting etc. Removing the alternator but ultimately just removing the magnet body and keeping the starter motor gear bolted to the core. Cadwell showed that the effect is very noticeable, more so on a circuit track because there is a slow down and speed up component that does not occur with sprinting / drag racing. The change in performance is very addictive indeed, the down side is that even using a charger / remote charging system (leisure battery/ inverter /battery charger) between sessions you are on a gentle downward slope ref. battery voltage. A 12v battery fully charged will only supply enough to marginally run the ignition and coils for twenty mins let alone an endurance race or open pit lane at trackdays.
Having discussed an overcharging issue with Electrex World but also having had lengthy discussions with those that were at Cadwell ref. undercharging, a possible alternative was forthcoming. Run the standard set-up with the three phase alternator but with one phase disconnected. Sounds perfectly logical even simplistic but if you dont do electrics like me its a revelation. Just tried it at Snetterton this week and whilst not as rewarding as the 'no alternator' scenario the benefits are definitely noticeable and useable.
Voltage from the alternator (voltage available to coils and ignition module) is still between 13.5 and 14.5 volts but the alternator imposes approx. 1/3 less 'draw' on the engine and the waste heat is not present any longer witnessed by the cooler running Reg / Rec.
The no alternator (flywheel missing) option has a significant benefit with enhanced engine braking which with marginal brakes is a very welcome addition. Gear changing is quickened because revs fall away much faster and of course the engine runs up like a two stroke, albeit a big fat one! If you have the 'Wired George' relay mod as i do (cant for the life of me think of a reason to justify it now for my set-up, meaning there are no longer any lights or electrical ancilliaries) then 17 volts of overcharging gets fed directly to the coils and ignition module and expensive stuff gets cooked.
From the chin wagging with Electrex it turns out that they do what they call a 'Low Power Unit' http://www.electrexworld.co.uk/acatalog/RR152.html (here's an example of one type, there are several) which is significantly cheaper than standard or just use the std Reg / Rec with one yellow wire pulled out.
Anyway it was all leading somewhere, didnt know where, until i came to the inevitable conclusion that what i needed was this; http://www.electrexworld.co.uk/acatalog ... ystem.html so i ordered one. Very popular in France apparently not at all in the UK i heard. Should have done it years ago. Its the marginally more expensive version that allows you to keep the starter motor which for me is a must have.
No swopping batteries between sessions, no remote batteries, no inverters, no battery chargers, no petrol generators, no drill batteries, no flywheel (to speak of) no overheating regulator, no scraping alternator cases round corners, no fuss.
AL