Rotors, Gen 1 vs Gen 2 - Kawasaki KLR 650 Forum
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post #1 of 5 Old 12-10-2016, 05:54 PM Thread Starter
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Rotors, Gen 1 vs Gen 2

Dimensionally they are pretty much the same, though the Gen 1 is a bit deeper.

It's been mentioned before that the trip for the pick-up coil is different between the two.

My measurements were somewhat quick and dirty, but I show the Gen 1 trip strip starts at 128° BTDC with a duration of 20°.


The Gen 2 starts 157° BTDC and has a duration of 50°.


They both seem to stop at about the same place, 107°-108°. Could be they are supposed to be exactly the same, but my measurement is a bit off.

Tom

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Last edited by Tom Schmitz; 12-10-2016 at 05:57 PM.
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post #2 of 5 Old 12-10-2016, 06:19 PM
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Ain't Normk wrestling with inter-generational rotors? On another forum?

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post #3 of 5 Old 12-10-2016, 06:29 PM Thread Starter
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No clue, though I don't see what there is to wrestle with. It's one of those lock, stock, and barrel things, ain't it?

Tom

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“She went out slowly. The way she did it hadn’t been learned at business college.” -Philip Marlowe

“'Why' and 'How' are words so important they cannot be too often used.” -Napoleon Bonaparte


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post #4 of 5 Old 12-10-2016, 07:07 PM
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I'll suggest that .5 to 1 degree is more accurate than most can or will accomplish in a home garage, Tom.
It is a KLR after all, it probably won't matter 'much'.

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post #5 of 5 Old 12-10-2016, 07:21 PM
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The thyristor-triggering thresholds of the two rotors, a parameter influenced by the arc length of the sensor sector, may be in play.

Generation 1: I think the CDI capacitor discharges at a rate of 186,000 miles per second; doesn't need much rotor rotation to do its job.

Generation 2: Might have to wait a while to achieve total collapse of the electromagnetic field in the primary ignition coil windings, inducing a robust spark of the desired duration, before primary ignition coil winding saturation begins again . . . hence, wider sensor sector angle.

Speculation only.

-------------------------------

We may have discussed this issue before on this website: SOME CDI systems advance the spark, proportional to rpm, thusly: At higher rpm, the magnitude of the pulse from the pickup coil increases. The thyristor trigger threshold is reached earlier in the cycle at higher rpm; so . . . the spark plug fires sooner, proportional to rpm within design limits.

Make sense? Didn't think so!

Figures 10-14, 10-15; p. 203 of this reference address the ignition advance issue:

http://bennettco.k12.sd.us/cms/lib/S...EMS%20CH10.pdf
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Last edited by Damocles; 12-11-2016 at 03:28 AM.
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