X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imo-m28.mx.aol.com ([64.12.137.9] verified) by logan.com (CommuniGate Pro SMTP 4.3.4) with ESMTP id 1009602 for flyrotary@lancaironline.net; Tue, 21 Jun 2005 19:48:16 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.9; envelope-from=WRJJRS@aol.com Received: from WRJJRS@aol.com by imo-m28.mx.aol.com (mail_out_v38_r1.7.) id q.128.5f43caf5 (15864) for ; Tue, 21 Jun 2005 19:47:27 -0400 (EDT) Received: from mblk-d45 (mblk-d45.mblk.aol.com [205.188.212.229]) by air-id06.mx.aol.com (v106.2) with ESMTP id MAILINID63-3df842b8a70f286; Tue, 21 Jun 2005 19:47:27 -0400 Date: Tue, 21 Jun 2005 19:47:27 -0400 Message-Id: <8C744D2B6F6CF8D-C10-13857@mblk-d45.sysops.aol.com> From: wrjjrs@aol.com References: Received: from 66.127.99.234 by mblk-d45.sysops.aol.com (205.188.212.229) with HTTP (WebMailUI); Tue, 21 Jun 2005 19:47:27 -0400 X-MB-Message-Source: WebUI X-MB-Message-Type: User In-Reply-To: X-Mailer: AOL WebMail 1.1.0.12781 Subject: Re: [FlyRotary] Re: Dc-DC regulator (was: Racemate Alternator) Content-Type: multipart/alternative; boundary="--------MailBlocks_8C744D2B6EFA885_C10_12F04_mblk-d45.sysops.aol.com" MIME-Version: 1.0 To: flyrotary@lancaironline.net X-AOL-IP: 205.188.212.229 ----------MailBlocks_8C744D2B6EFA885_C10_12F04_mblk-d45.sysops.aol.com Content-Type: text/plain; charset="us-ascii" Bill and Bill, I spoke to a Motorcycle Electrics technician yesterday, said he had used Harley (Accell) alternators on various racing applications that rev up to 8-9000 rpm with no problems. He recommended the use of the 45 amp regulator on the 25 amp alternator as it was more robust and better design. I did not mention 'buck converter' as that term is new to me. He also said that it was only the balanced magnet annulus that spins and had no history of mechanical failure. Thanks for your input here, WD, I too, know just enough to be dangerous! FWIW, Dave McC Dave, I have no trouble with the design of these parts, but I avoid EE tasks as what happens is that I get into the project and then miss something that a EE takes for granted because they do this sort of thing all the time. I can easily work to someone's schematics though. OK now about the alternator; several things have to work to be able to use these things. Since the alternator is usually on the outside of the assembly most do not have a large center opening that we can say pass the e-shaft through. For a E-shaft concentric alternator we need a HOLE about 40mm (at least) to fit the shaft through regardless of which end of the engine we run the alternator on. We also need to mount the alternator windings to the engines cases safely. This is doubly true of the magnetic rotating assembly. The large center hole is the area I expect the most trouble with. Bil Jepson ----------MailBlocks_8C744D2B6EFA885_C10_12F04_mblk-d45.sysops.aol.com Content-Type: text/html; charset="us-ascii"

Bill and Bill,
I spoke to a Motorcycle Electrics technician yesterday, said he had used Harley (Accell) alternators on various racing applications that rev up to 8-9000 rpm with no problems. He recommended the use of the 45 amp regulator on the 25 amp alternator as it was more robust and better design. I did not mention 'buck converter' as that term is new to me. He also said that it was only the balanced magnet annulus that spins and had no history of mechanical failure.
Thanks for your input here, WD, I too, know just enough to be dangerous! FWIW, Dave McC

Dave,

I have no trouble with the design of these parts, but I avoid EE tasks as what happens is that I get into the project and then miss something that a EE takes for granted because they do this sort of thing all the time. I can easily work to someone's schematics though.

OK now about the alternator; several things have to work to be able to use these things. Since the alternator is usually on the outside of the assembly most do not have a large center opening that we can say pass the e-shaft through. For a E-shaft concentric alternator we need a HOLE about 40mm (at least) to fit the shaft through regardless of which end of the engine we run the alternator on. We also need to mount the alternator windings to the engines cases safely. This is doubly true of the magnetic rotating assembly. The large center hole is the area I expect the most trouble with.

Bil Jepson

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