Suzuki (?) stator for 82 1200 TS Mirage?

Paul LeClair

Paul LeClair

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Staff member
Location
Calgary, Alberta, Canada
Hi all

the stator has failed on my 82 1200 TS Mirage, and Wolfgang I gather is just leaving to be away for nearly a month.

I am guessing I could just order a stator from pretty much any early 80's Suzuki from ElectroSport or similar? Does anyone know for sure what would be a direct replacement, or better yet, a higher output replacement?

Paul LeClair
 
250 Kawasaki Ninja stator bolts straight on but you will need to play with the rubber sealing block, rated at 250 watts x 3 phase
1988 - 2007 models

HTH

 
redax5 said:
250 Kawasaki Ninja stator bolts straight on but you will need to play with the rubber sealing block, rated at 250 watts x 3 phase
1988 - 2007 models

HTH
Click to expand...

thanks so much, Red! As it happens, I still have my spouse's lightly crashed 2004 Kawasaki 250 in the garage that I have never gotten round to selling after replacing it with a 2013 Moto Guzzi V 7 Special....... I won't have to go far to harvest the necessary part  ;) ;) 8)

Paul LeClair
 
jarama79 said:
Probably been asked before but is there a similar replacement upgrade for earlier 180 triples? Stuart
Click to expand...

Hi Stuart

there is an alternator/ignition conversion for the earlier triples, you just will not get off as inexpensively as I just did.......

RedAx makes and sells an alternator/ignition conversion for the earlier triples which works very well. I think it may be either a further development or a redesign and improvement of an earlier conversion then done by IIS (John Wilson) in Australia a long time ago.

I have had the IIS alternator/ignition conversion on my 79 1200 for probably 15(?) years, don't remember exactly. The one and only issue I had with it RedAx stepped up, even though it was not his system, and provided a machined rotor to solve my issue, as Red also supports the long gone IIS system.

As you know, the earlier 180's combine both ignition and charging functions within each other on the right side, making upgrading the charging system on those engines requiring also converting the ignition, which adds the price of an ignition to the conversion.

it is not an inexpensive purchase, but in my view transforms the bike, much better ignition than stock and now fully programmable, and excellent charging and regulation, no more charging system worries, I can run my headlight full time PLUS  heated vest in early spring and late fall as needed. Pretty sure it also uses the Kawasaki 250 stator/rotor as well. Highly recommended!

The very late 180 motors like my 82 1200 TS Mirage Series 2 separate the charging system, leaving it on the right side of the engine while moving the ignition to the left side of the bike in the primary cover like Laverda then did on the 120 motors that followed. I do run Red's excellent ignition conversion on my 82 1200, but still use the stock alternator on the right side, although I did add a significantly upgraded regulator/rectifier, a Shindengen Mosfet.  http://www.ebay.com/itm/UNIVERSAL-MOTORCYCLE-REGULATOR-UPGRADE-KIT-SHINDENGEN-MOSFET-FH020AA-/380801823383?hash=item58a98eb297:m:mCXcVj2Cg4ukmJ1vP4gijuA&vxp=mtr

anyway, I am no expert, email Red and ask him.......

Paul LeClair
 
Thank you for that Paul. I've got a Witt fitted to my Jarama which as you know gives an increase in output but was hoping just to swap the rotor etc and not need a whole new system. Hey ho. Stuart
 
Paul, if I recall correctly, Electrex can supply a stator that is rated at 280.  That said, I still have the original one in my 1982 Mirage TS and it runs the ignition, lights and heater jacket liner without any problem.
 
Hi Lawrence

not necessarily looking for "more power" although that would be nice. This particular stator has gone up in a puff of Italian smoke........ I will check with Electrex.

Paul LeClair
 
Paul LeClair said:
This particular stator has gone up in a puff of Italian smoke........ I will check with Electrex.
Click to expand...

Technically, I think the smoke was Japanese.
Many decades of psychological conditioning has made it almost impossible for our brains associate the words "electrical" "smoke" and "Japanese" in the same sentence, hence the more logical "Italian" was subconsciously amended as you wrote.  :D
 
Hi Steve

chuckling out loud.... too true!

I do have to note however that the 79 Honda CBX has the very weirdest and oddest charging system I have ever seen, with that slipping spring loaded bare metal clutch drive and the brushes, all of which in my case is buried behind the turbo plumbing and a huge pain to get at, which is why I simply replaced it all with brand new "while I was at it" 8) ;) bloody thing better work......

Paul
 
Paul LeClair said:
slipping spring loaded bare metal clutch drive and the brushes
Click to expand...

Has it got slip rings? Must not have a permanent magnet alternator like 99% of bikes. Probably means the alternator rotor is lighter than a magnetic one and will allow the engine to spin up quicker. Alternator output can be controlled by controlling the exciter current which is more efficient than a shunt regulator because it can be unloaded (de-magnetised) when not needed to power lights etc.
 
Paul,
Presumably you've seen the mod to substitute the typically over-complicated Honda alternator with one from a daihatsu (or some such) car?  It's a little industrial looking but apparently works a lot better.
Cheers
Steve
 
Just been looking at the CBX alternator on line. I see what you mean about the slipper clutch drive. It's a complicated little sucker. It has slip rings too, so does indeed have a wire wound alternator rotor rather than permanently magnetic.
 
breganzane said:
Paul,
Presumably you've seen the mod to substitute the typically over-complicated Honda alternator with one from a daihatsu (or some such) car?  It's a little industrial looking but apparently works a lot better.
Cheers
Steve
Click to expand...

Hi Steve

looked into the alternator conversion while I had the engine apart. Bottom line, it gets in the way of the turbo install. Bill Brint at Tim's CBX "back in the day" had 5 of those conversions machined up with an offset drive to allow fitment of the alternator conversion with a turbo install, but all are long since sold with no plans for making any more, pretty small market..... That is why I simply replaced all the stock charging bits with brand new, then installed the turbo piping over top of them with my fingers crossed. The turbo install takes up every square inch of available space, very tight fit.

Hi Dellortoman

the odd CBX charging system means that CBX owners have the dubious pleasure of changing a pair of spring loaded brushes that wear out every 10,000 miles or so, seems odd for Honda. The slip rings mean I cannot use a MOSFET regulator/rectifier. Then there is the relatively poor charging system performance generally, especially at low rpm, and the really odd stock mounting location of the stock regulator/rectifier, underneath the battery box fully exposed to road debris. Just odd all the way around. Combine the odd stock charging system with the huge amount of additional heat that the turbo install brings to the party, and the added stress it will likely impose on the odd bare metal clutch arrangement in the charging system, and things may get interesting. I did add shims behind the new spring I installed in the clutch drive just to try and beef up the system a bit...... ::) ::)

Paul LeClair
 
How long will it take you to do 10,000 miles on your turbo nutter bike?  :o
 
Grant said:
How long will it take you to do 10,000 miles on your turbo nutter bike?  :o
Click to expand...

laughing out loud, Grant...... I figure rear tire wear will be high, and front tire wear will be light, if everything works according to plan  :o 8)

There were only eight Blake turbo kits ever produced and they are the most elaborate and well made of the various turbo conversions for CBX's. The most recent Blake CBX turbo conversion on the public market was sold by Bill Brint of Tim's CBX about two years ago for around $23,000 USD.

to be totally candid, if the turbo bike runs as well as I hope it does, you may soon see it advertised on US eBay (with dyno graphs) for a significant asking price. Now I have all the concepts properly figured out, and a high end execution developed, I would like to build a turbo Laverda triple using the proceeds of sale of the CBX turbo if it were to sell for a good buck, we'll see..... ;) I am not emotionally attached to the CBX turbo the way I am to my Laverda triples, not sure why..... However, if it does not sell for a "good buck" will still be great fun to keep it and ride it and wear out charging system brushes and rear tires, I built it to the very highest possible standards........ 8) 8) ;)

Paul LeClair
 
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