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What Is A Stator For A Motorcycle
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At first glance, the stator coil appears to be a simple thing with metal and copper wire, but the quality of work and equipment affects both performance and longevity. DB electronic works directly with the industry to ensure that only consumer goods and technology are known to customers. Our stator coils have high quality wire for better current carrying capacity, which lowers the overall temperature as the current flows through the part. The roof is breathable and resists heat to reduce the risk of damage. The phone is wound up to the highest standards of fine craftsmanship for excellent performance.
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DB Electric proudly stands behind the quality of our products with a full 1 year warranty. Yes, you have one year to make sure your stator meets your expectations.
Customers keep coming back because we consistently deliver complete satisfaction. Our key to success is selling parts that fit and function like the original. This is why many mechanics make us their top choice. If you clicked on this article, I think you have an electrical problem and want to understand what’s wrong (and maybe fix it). If not, congratulations for being proactive!
Your stator is a pretty important part of the electrical system on your bike. In short, when you ride a modern bike, it has a lot of electrical needs. The ignition, ignition, fuel pump and starter consume different types of energy. In simple terms, this energy is produced by the battery. However, the battery will wear out quickly if not for the star of the charging system, the stator. Think of your stator as the part that provides electricity to keep your battery charged to keep all the electronics on your bike running.
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“Stator” is often used to mean “the thing that spits out alternating current on a modern bike which usually burns out because the magnet on the metal fly is not very good”.
“Alternator” is equivalent to “a cylindrical device, usually driven indirectly by a crank (but sometimes driven by a belt) that produces direct current and has an armature, commutator and magnet. din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din din tons of tons of tons of T tons of tons) reported that he narrated, the controller of the controller in a different place.”
An “alternator” is usually referred to as “an electrical device driven by a belt or chain that is similar to something on a car and produces a large amount of DC electricity with the stator, rotor, regulator and rectifier all in a small package.” strength. device. home.”
And the “magneto” is usually “something different on an old bike or chopper that makes it easier to wire and spark, so one can avoid the battery if the bike also has a generator.”
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As the above section shows, you may hear the words “generator”, “stator” and “key” in your mind. All of these things have been used on motorcycles and they all work (and) do the same thing. Let’s take a quick trip through history and talk about the differences between the two, so you know why you have a stator and what makes it different from other electrical devices- and why the jargon involved is a bit confusing.
Magneto. Think of it as a drivetrain and an engine, just an ignition box. This is a later magneto that fits an older bike that was once fitted with a timer but the magnetos were OEM pieces once upon a time. Photo of Lemmy.
Early cars used a magneto (a small, separate engine control system) to create the spark that provided the electricity needed to turn on the ignition. This particular system works because there isn’t a lot of electricity needed on the bike of the day. Light did not exist then, or later acetylene powered.
However, electric geegaw must be done on motorcycles. Horsemen loved cutting-edge technology then, just as they do today. For example, adding a hood and electric lighting makes adding a battery and charger almost a necessity. The batteries are charged by a generator, a device that supplies electricity directly. They do their job by rotating a coil, a coil of copper wire, in a strong magnetic field. (Actually the generators produce AC power, but it is “rectified” or converted to DC by communicating with the internal eraser. When the battery drops below the set voltage, the switch reconnects and allows charging.
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Fun fact: The field coils in the genny are actually a type of stator, as the stator refers to the electrical component that produces the mo-sheen.
Until the early 1960s, most motorcycles were 6-volt systems, but after this time, many motorcycles began to use 12-volt electrical equipment. The reason is to increase the power of the engine. To make more powerful motorcycles, the compression ratio goes up. Starters need more power to turn the engines and a higher voltage can help deliver that power. The generator is then supplied in a 12V variant for a short period of time.
Here is a six volt generator with mounting screws. As you can see, the unit is somewhat self-contained. Photo of Lemmy.
Generators on motorcycles are usually a separate area. They were very long and heavy and in most motorcycles of their time they were mounted remotely and were often driven by gears or belts. For most motorcycles, generators and alternators were replaced in the late 1960s and 1970s.
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An alternator, which is a type of generator, produces electricity by rotating a magnetic field (the “rotor”, a part that does the same thing as the armature) in (or around) the stator, a piece of stable containing copper air. phone, remember? If you remember, it’s a flipsy-daisy version of something called a generator in the motorcycle world.
This is the second part of the alternator, the rotor. See that sandwich of black stuff around the perimeter? These are magnetos. picture.
In the motorcycle world, alternators produce alternating current and are more efficient. Their author allows them to mount directly on the output shaft of the engine, which represents a great saving in weight, simplicity and assembly work. Most transformers (though not all, by far) use a magnetic field instead of a permanent magnet, like in a generator. This means that output can be
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