Regulator / rectifier query

The situation is thus:

The reg / rec on the TS50 failed some months back.
I acquired an identical looking one from a scrap bike (not a TS50) and
ordered a new pattern part.

My lad is adamant that the bike goes better with the scrap reg/rec than with
the new pattern one.

Has he got a point, or is he talking bollocks.

--
Dan L (Oldbloke)
My bike 1996 Kawasaki ZR1100 Zephyr
M'boy's current bike 1990 Suzuki TS50X (Heavily fortified)
M'boys NEW bike 2003 Honda NSR125R
BOTAFOT #140, DIAABTCOD #26, BOMB#18 (slow)

 

Hmm, interesting. He has just pointed out to me a website which states that
UK spec NSR125's are restricted by way of the CDI (is this the same as a reg
/ rec?).

Anyway, website is here: http://www.nsr125.com/derestrict.htm, scroll to
bottom.

As he is only 16 he prolly is talking bollox, but he seems to want to take
this matter into the car park for further discussion

--
Dan L (Oldbloke)
My bike 1996 Kawasaki ZR1100 Zephyr
M'boy's current bike 1990 Suzuki TS50X (Heavily fortified)
M'boys NEW bike 2003 Honda NSR125R
BOTAFOT #140, DIAABTCOD #26, BOMB#18 (slow)

 

No. The CDI controls the spark. The reg/rec merely takes the alternating
curent from the alternator (durrr... right), and converts it to a nice
comfortable 12/13 volts (or 6-6.5 for a 6-volt electrical system) to
keep the battery charged.

There's no way a reg/rec can be considered a performance aid.

 

What about if you have a hybrid system? DC motor driving the wheels
and a petrol engine powered alternator. Surely changing the reg/rec
could be a performance mod then?

 

I have just shown him this, and told him he is a know nothing ****.

He is suitably humbled. [1]

I thank you.

[1] When they are teenagers, moments like this are to be cherished.
--
Dan L (Oldbloke)
My bike 1996 Kawasaki ZR1100 Zephyr
M'boy's current bike 1990 Suzuki TS50X (Heavily fortified)
M'boys NEW bike 2003 Honda NSR125R
BOTAFOT #140, DIAABTCOD #26, BOMB#18 (slow)

 

Git.

 

It's a wonder that teenagers need to go on to further education
given that they already know everything.

 

Acknowledged, and I prostrate and flagellate my self at the feet of a know
everything ****.

--
Dan L (Oldbloke)
My bike 1996 Kawasaki ZR1100 Zephyr
M'boy's current bike 1990 Suzuki TS50X (Heavily fortified)
M'boys NEW bike 2003 Honda NSR125R
BOTAFOT #140, DIAABTCOD #26, BOMB#18 (slow)

 

Heh, see our next thread about hexadecimal numbers.

--
Dan L (Oldbloke)
My bike 1996 Kawasaki ZR1100 Zephyr
M'boy's current bike 1990 Suzuki TS50X (Heavily fortified)
M'boys NEW bike 2003 Honda NSR125R
BOTAFOT #140, DIAABTCOD #26, BOMB#18 (slow)

 

I don't know much about electronics (which I'm probably about to
prove), but one thing I do know is that if you increase the current
draw, the alternator has to work harder to meet the demand. This in
turn means the engine has to donate more of its ponies to driving the
alternator, hence the reason why your car's idle speed dips when you
switch the window demister on.

I would therefore think it's possible that if the pattern reg/rec is
faulty, it could be putting a load on the alternator, leaving less
power for the important things like driving the back wheel, which could
possibly be noticeable on a 50. This could of course be complete
bollox, but it sounds feasible to me.

 

YM "Kids! Get a good job NOW, while you still KNOW EVERYTHING!"

 

The Older Gentleman was thinking very hard :

I think what the spec means is that the maximum revolutions which the
engine can attain are probably limited by the CDI unit. Limit the
engine revolutions and it will also limit the top speed that the
machine can achieve.

 

What the **** are you on about? And this relates to a reg/rec how?

Sheesh.

 

It is bollocks in that it's the wrong way around. A *working* alternator
imposes load on the engine.

 

Yes I know that; by "faulty", I meant if it had a short or something
that *was* putting load on the alternator.

 

<Retires utterly confused>