The first dynamic test allows you to check the rotor that contains the magnets and spins around the stator. I usually time the Kawasakis and Suzukis in the retarded position and most Yamahas in the full advance position. If the dynamo starts to charge then the residual magnetism has gone from the magnet. Once you have the stator exposed, you can perform a visual inspection. Kick back is when the air/fuel mixture lights off BEFORE the piston reaches Top-Dead-Center. in the advance unit at full advance (a lot of them, anyway!). The point wire is connected to this movable point. When you get the used, worn out points in your grimy little hand don't just throw them out. Take a good look at the points wire before you change the points and reposition it on the new points in the same way.magneto_condenser.jpg. Once all this is set, theoretically, when the points are worn out, you should be able to replace the points with a new set, set the gap and all will be correctly timed. To get to the points, we must remove the flywheel. Let us start from the beginning. It sounds so easy, and it can be...
Install the flywheel and retest. You take a wire from the negative of the battery and just after you have started the bike you touch the other end of the wire to the dynamo body for half a second. Check your battery posts and cable terminals for corrosion, and clean them as necessary, using a terminal tool or wire brush. You
The cure is a new set of points. The magnets usually cannot be replaced individually, so you must replace the rotor as a unit if it is damaged. No matter how clean and well maintained you keep your bike if you offend with neglect of your points you will be guilty of all because your bike will not run. The tests will help you to identify or eliminate the stator as the problem in a charging issue. Not only must the points open at the right time for the engine, but they must open at the peak of the charging cycle of the coils.
With the ignition switch in the “Off” position, disconnect the regulator from the stator. to tell when the points open. You should read around 0.2 to 0.5 ohms. You can even buy an exchange armature off the shelf. The magnet no longer has magnetism or its polarity has been reversed. Remember the timing marks must match when the paper pulls loose. All different. Also you can advance the timing on a worn engine, as I explained in Ignition Theory Page, to make maximum power and still keep the right point gap.
Check the condition of the cables. I use what is called a "Buzz Box". Or visa versa. Pull the Flywheel cover and find the points wire that comes out of the top of the crankcase. It is VERY IMPORTANT to do this. Triumph, BMW, & Kawasaki Sales Spares & Repairs. Since the regulator-rectifier cannot be tested, the only way to identify it as bad is to eliminate every other possibility first, so checking the stator is a necessary step in determining if you have a bad regulator.
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