Berlin Germany
Registered
yes - again and again some of my hayabusa colleagues haye problems with a charging voltage of around 14.8 volts or higher especially at gen I´s.
everyone knows that such a high voltage is lethal for any acid-filled batteries after only a short period of time because the liquid evaporates and the lead plates first dry and then, if not been refilled with destilled water, get a internal plate circuit.
end of battery´s life
but one hayabusa driver here in berlin found a seemingly nice and easy solution by using the "active" regulator/rectifier of a Honda CB 1100 XX (type sc35) from ´99-´02 plus a separate additional 30A relay.
how that works and which spare parts you´ll need overall the following picture should show you.
that way he got at maximum 14.2 volt charging.
to be able to control then that voltage also during driving, he also used a digital display for voltage near the cockpit (at handlebars) .
this solution is now i think older than 3 or 4 years and works still perfect.
to download the *.jpg above as a pdf klick here.
little add:
a LiFePo4 can stand more than these 14.9 volt - the sellers say up to 15.5 volt no problem visable
i bought one for my yamaha fj 1200 in march 2017 and the LiFePo has only 4.5 Ah instead of 10 or 12 Ah of the acid-filled original.
but this really doesn´t matter - the LiFePo4 has a coldstarting voltage of about 240 A what makes every starting motor begging for less voltage - i seriously promise.
the only little prob the LiFePo´s have at temperatures under around 15-18°C / 59-64°F (e.g. over night) is that then they need some 1.5 - 2 minutes with ignition on and switched on lights to "remember" (I personally call this an internal warm-up
) that they have to work properly after this max. 2 minutes,
what they realy do then !
promised seriously - works anytime - even now at only 5-6 °C / 41-42 °F (standing in the yard overnight) till today.
everyone knows that such a high voltage is lethal for any acid-filled batteries after only a short period of time because the liquid evaporates and the lead plates first dry and then, if not been refilled with destilled water, get a internal plate circuit.
end of battery´s life
but one hayabusa driver here in berlin found a seemingly nice and easy solution by using the "active" regulator/rectifier of a Honda CB 1100 XX (type sc35) from ´99-´02 plus a separate additional 30A relay.
how that works and which spare parts you´ll need overall the following picture should show you.
that way he got at maximum 14.2 volt charging.
to be able to control then that voltage also during driving, he also used a digital display for voltage near the cockpit (at handlebars) .
this solution is now i think older than 3 or 4 years and works still perfect.
to download the *.jpg above as a pdf klick here.
little add:
a LiFePo4 can stand more than these 14.9 volt - the sellers say up to 15.5 volt no problem visable
i bought one for my yamaha fj 1200 in march 2017 and the LiFePo has only 4.5 Ah instead of 10 or 12 Ah of the acid-filled original.
but this really doesn´t matter - the LiFePo4 has a coldstarting voltage of about 240 A what makes every starting motor begging for less voltage - i seriously promise.
the only little prob the LiFePo´s have at temperatures under around 15-18°C / 59-64°F (e.g. over night) is that then they need some 1.5 - 2 minutes with ignition on and switched on lights to "remember" (I personally call this an internal warm-up
) that they have to work properly after this max. 2 minutes,what they realy do then !
promised seriously - works anytime - even now at only 5-6 °C / 41-42 °F (standing in the yard overnight) till today.
