Postby DewCatTea-Bob » Thu Apr 04, 2013 10:22 pm
" Got it, 27 degrees. "
____ That meaning that the factory-mark on your alt.rotor should be advanced ahead of the crankshaft's TDC.point by about 27-degrees (instead of 0-degrees, as by the-book).
__ I assume that you've come to understand what my previous error was, and how it's correction has led to the reconsideration of exactly how your alt.rotor ought-to be timed to the engine ? ...
With the PREVIOUSLY intended alt.rotor-location, the alt.timing would've been near-perfect for the static-ign.timing,, BUT, as the auto-advance moved the ign.timing towards max.advance, the ign.power would've then become pretty-much totally reliant on just battery-power (at revs nearer-to & above 3000-RPM, [when the ign.system most needs strong-power for best saturation of the ign.coil]).
However with the alt.rotor located/timed as now most recently recommended, the engine should be able to run at all RPMs even when the battery is off-line, (even-though the ign.spark will likely not be as strong).
____ This alt.timing-issue may not seem very important when the ign.system is powered by battery,, however I (as well as many others), have been thankful for having a motor that would still be capable of running even when the battery has (for any number of reasons) become as-if nonexistent !
__ I've ridden-on a few battery-powered Duke-models which had their alt.rotors MIStimed while also the battery was either dead or disconnected,, and depending on the happen-chance set-timing of the alt.rotor, a Duke would then either have to be push-started (since it couldn't be kicked-over fast enough to create a worthy ign.spark), or, a Duke could possibly be kick-started (with a sufficiently-generated ign.spark), but then the ignition would cut-off/on & badly misfire at higher RPMs (due to insufficiently-generated ign.spark !).
Neither which of those two extreme-conditions, does a Duke-rider wish to ever find himself stuck with (until whatever his particular battery-issue is solved).
__ But in addition to the above mentioned concern, there's still more benefit for a well timed alt.rotor...
Because batteries exhibit several various states-of-condition which they may possibly be caught-in, it's thus possible for the charging-system to be somewhat more efficient depending on if the alt.power is properly 'timed' with the power-demand made by the ign.system's fairly constantly-timed on & off load-action...
For instance, when a battery has reached it's fully-charged state, a power-pulse from the alternator will then be mostly rejected whilst it's top-peak will simply pass-through without saving any charge from the pulse that can be stored within the battery,, thus, (assuming that the ign.system is the only load), the power-pulse is THEN completely wasted ! _ And when the alt.rotor is not well timed with the ign.timing, then that power-waste will occur with EVERY alt.power-pulse, which thus-then leaves the battery's own power-reserve alone to power the ignition. _ However when the alt.power is best timed to supply a power-pulse during the time when the ignition happens to be demanding required-power, THEN that pulse of power isn't wasted by the battery and instead can then be consumed to power the ignition, thus saving the battery's stored-charge from having to supply that power-demand. _ And that's one way of how proper alt.timing can possibly make the charging-system more efficient,, as in such case, the power-demand by the ign.system can then be virtually free (as it then has no need to draw-away & consume charge stored within the battery).
Such proper alt.timing is also a concern when the battery is in other states of charge. _ Another for-instance for when the alternator is-not properly timed... Quite unlike a condenser-cap, when a battery is very low on charge (and in good condition to accept charge), it will then absorb the alt.power-pulses (merely to help build-up charge), but yet will-not give-back (for the ignition) that same-amount of power-juice which the battery had just taken-in & absorbed, thus leaving the ign.system pretty-much solely at the mercy of the battery's low state of charge ! - (Understand that batteries really don't SAVE-up & store electrons like a condenser-cap does, [so-thus relatively much more alt.power-juice is NEVER regained-back from a battery !]!)
Whereas if the alt.timing is instead properly-set so that it happens to supply a power-pulse when the ignition requires it, then the ignition will be able to swipe-away & consume that pulse of power before the battery can absorb it all just for it's very-OWN use. _ Thus the (rather important) ignition can then enjoy a fair-bit higher supply of power for itself, at that time !
" I knew there was something wrong. "
____ Right,, as there'd certainly have to be, in order to keep me away from my most-favorite Duke-subject for much longer than 10-hours ! _ Unfortunately, this-time it wasn't due-to the loss of internet-service, (but rather bad-chicken, I think).
" Hopefully you will be back to full speed soon. "
____ Still not back all the way yet, but still improving.
Thanks.
____ Hopefully soon, I'll later post to your other/newer related-thread.
Duke-Cheers,
-Bob
PLEASE NOTE... If this-post is not-yet signed-off with '-Bob', then I'm still in the process of completing it,, and if not also included with 'DCT' near bottom as well, then I may edit this post's wording at a later time. - Dct.Bob