Frozen 17mm Rotor Nut removal

There is a caution when getting a Custom Rewind rotor..........Do some research............i mentioned it in the thread i made on Rotor rewinds...........
Thanks 650skull - that’s one of the threads I was fishing around for.
 
Well, I guess I'll get off my butt tomorrow and order some wire. Looks like there's enough demand to start rewinding.... :whistle:
"Hard takes awhile to do, Impossible takes a little longer" righto Jim ? ;)
Heard that from an old military machinist at work last week. Stan builds his own kit planes.
I do have a very nice looking 78e rotor for your efforts whenever you are ready.
-RT :bow:
 
Hey all I talked to Kirk at Custom Rewinds yesterday and shipped out my core to swap for the one rewound electric ignition rotor he had left. Said he sells a ton of ‘em. Thanks for the advice - much better deal than the China stuff.
 
I don't need a rotor at this moment...….but I was wondering......Do these rewinders accept and rewind cores that are not YAMAHA cores? Like, how does that work? Jim might be interested in this issue too.

Scott
I've got two of the aftermarkets Scott, one looks as good as the Yamaha's and the other looks like pure junk. Haven't decided yet, but I'm leaning away from doing the repops.
 
After seeing all of the variations from different sources, that would probably be an easier decision to make. Also there's the buyer that could ask what exactly is he getting. Don't think I've ever seen this mentioned in any ads about core exchanges.

Scott
 
That’s an excellent point Scott. When i talked to Kirk I didn’t ask him if the rotor he has in stock is an OEM XS650 core ( the one he is shipping to me when he receives my core). I assumed it is but I will call him Monday to confirm.
 
9B668744-0158-4ED3-B4D3-5E0A4BED1BB9.jpeg
The man in the brown truck just delivered my Custom Rewind rotor so looking forward to hopefully solving my charging problem this weekend.

Scott - I spoke to Kirk last week and he confirmed they use OEM Yamaha rotors for their rewinds. So the pic here is the CR unit and assuming it’s the OEM rotor - haven’t slid it on the key yet but a glove fit with the key and taper I suppose is = to OEM.

To confirm GrizlD1 and others’ observation, the fresh CR rotor registers at 4 ohms out of the box. My MM has a 0.1 native resistance.

More info on why 4 ohms here (thanks guys).

http://www.xs650.com/threads/another-rotor-thread.50481/#post-523576
 
This may not be the issue but it is Winter and the rotor may have been very cold. It is important to have the rotor at 20 Celsius or very close to. The following is something I posted previously:

At close to 20 Celsius the coefficient for copper wire is approximately 0.4 percent per degree Celsius. The rotor specification is 5.25 +/- 10% at 20 Celsius. When measuring the resistance at 0 Celsius the result will appear 8% low and at 60 Celsius it will be 16% high. I once checked my resistance after a ride and got 6 Ohms and when tested cold during winter got a low value. When tested at 20 Celsius in the house after several hours I got 5.3 Ohms. This was all on a freshly rewound rotor.

Perhaps temperature is an issue here??
 
...Perhaps temperature is an issue here??

Good point, Paul. In addition to the increased resistance of a heated winding, there's the magnetic flux loss of the rotor core (Curie temp).

In the mid-70s, we had a lot of complaints of charging insufficiency from the new batch of Honda CB550-fours. 4-cylinder ignition, the new always-on lighting, and heavy battery recharge rates, were challenging the charging system.

I found the charging system to be barely adequate when cold, insufficient when hot, even when the regulator was bypassed, full power to the excitor (field coil). I found the excitor's resistance had increased by more than a half ohm when hot. If I quickly replaced the hot excitor with a cold one, leaving the engine hot, the charging improved, to just barely adequate.

I wrote a field report to American Honda motor co., detailing the issue.

They quickly responded with a new excitor (field coil) that had about 1/2 ohm less resistance than the OEM coils, and bumped up the part number suffix (revision).
CB550-FieldCoil.jpg

The new coils solved the problem, and were available on a non-public-disclosed warranty program. All new factory bikes were refitted with these new coils.

And, that's my only claim to fame...
 
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