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| techtalk:evo:elec02 [2023/11/26 01:54] – [Circuit Breakers & Fuses] ixl2relax | techtalk:evo:elec02 [2025/06/24 09:36] (current) – [Relays] ixl2relax | ||
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| - | | Note: Most people think of electricity in regards to voltage (as power), with power flowing from positive to negative to complete the circuit. For that reason, this explanation ignores the scientific facts of actual electron flow when conceptualizing the charging process, relationships and power distribution. This description includes the concept that power flows from the most positive source to the lesser positive connection (sometimes thru various devices) and eventually to the negative, ground, point. Voltages are typical with exact values varying under differing circumstances.\\ \\ The overview diagram is representative of a typical system and not exact for a specific Sportster model. Although later models have a more complicated distribution scheme, the charging components and operation are functionally the same for all models with alternators (Stator/ | + | | Note: Most people think of electricity in regards to voltage (as power), with power flowing from positive to negative to complete the circuit. For that reason, this explanation ignores the scientific facts of actual electron flow when conceptualizing the charging process, relationships and power distribution. This description includes the concept that power flows from the most positive source to the lesser positive connection (sometimes thru various devices) and eventually to the negative, ground, point. Voltages are typical |
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| A fully charged, good battery, with no load, will show 12.7v - 13v DC when measured on a multimeter. Under light load the battery will read 12.5v and under heavy load (starting the engine) it will read 10.5v or more. The achieved voltage output of the Battery and/or Regulator, under load, will vary according to the existing charge level of the battery, load of the bike circuitry and the Stator output from engine RPMs. | A fully charged, good battery, with no load, will show 12.7v - 13v DC when measured on a multimeter. Under light load the battery will read 12.5v and under heavy load (starting the engine) it will read 10.5v or more. The achieved voltage output of the Battery and/or Regulator, under load, will vary according to the existing charge level of the battery, load of the bike circuitry and the Stator output from engine RPMs. | ||
| - | When the engine is running, the Rotor magnets rotate around the coils of the Stator, producing an alternating current (AC) output. This AC output is fed to the Voltage Regulator (VR) which converts the AC to Direct Current (DC) and limits (regulates) the voltage level of it's DC output. | + | When the engine is running, the Rotor magnets rotate around the coils of the Stator, producing an alternating current (AC) output. This AC output is fed to the Voltage Regulator (VR) which converts the AC to Direct Current (DC) and limits (regulates) the voltage level of it's DC output. Typical, regulated, charging voltage is 14.5v (+/-.2v) to the battery & system when the battery is fully charged. |
| **Distribution** | **Distribution** | ||
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| Be sure that the battery wire is connected on one side of the Main CB while the VR & Keyswitch are connected on the other side. This arrangement prevents destructively high current flow (and potential fire) on the wiring in case the VR or Keyswitch develops an internal failure, like a short circuit to ground. Note that a few HD wiring diagrams incorrectly showed the VR connected to the battery side of the CB. If the bike you have is actualy wired that way from the factory, it should, for safety, be changed to the proper connection location.((HD mentions this in a Service Bulletin)) | Be sure that the battery wire is connected on one side of the Main CB while the VR & Keyswitch are connected on the other side. This arrangement prevents destructively high current flow (and potential fire) on the wiring in case the VR or Keyswitch develops an internal failure, like a short circuit to ground. Note that a few HD wiring diagrams incorrectly showed the VR connected to the battery side of the CB. If the bike you have is actualy wired that way from the factory, it should, for safety, be changed to the proper connection location.((HD mentions this in a Service Bulletin)) | ||
| - | When the battery is fully charged, it may have a voltage higher than expected. | + | After starting the bike, the charging system will take time to re-charge the battery. If you have had difficulty starting the bike or the battery has not been used or charged for quite some time, it may not be fully charged until the bike has been ridden several hours. |
| + | |||
| + | When the battery is fully charged | ||
| \\ | \\ | ||
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| If the rated amperage for the CB is exceeded, the strip will be overheated, causing it to bend away from the internal contact, thereby opening the circuit and removing the current flow. Once the bi-metallic strip has cooled sufficiently, | If the rated amperage for the CB is exceeded, the strip will be overheated, causing it to bend away from the internal contact, thereby opening the circuit and removing the current flow. Once the bi-metallic strip has cooled sufficiently, | ||
| - | The circuit breakers have copper (incoming power) and silver (outgoing power) colored terminals. The copper terminal of the Main Circuit Breaker is the input side for the battery. ((Ironmick of the XLFORUM | + | The circuit breakers have copper (incoming power) and silver (outgoing power) colored terminals. The copper terminal of the Main Circuit Breaker is the input side for the battery. ((Ironmick of the XLFORUM |
| Although very reliable, over time & usage, the CB may no longer function at the rated current, requiring replacement of the Circuit Breaker. | Although very reliable, over time & usage, the CB may no longer function at the rated current, requiring replacement of the Circuit Breaker. | ||
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| {{ : | {{ : | ||
| - | **(1991-1993)** ((Pic from juzyHD at http:// | + | **(1991-1993)** ((Pic from juzyHD at https://www.xlforum.net/ |
| * All 1991 to 1993 models have 4 circuit breakers mounted on the front side of the rear fender under the seat. ((Clymer 1986-2003 HD Xl/XLH Sportster Service Manual pg 457)) | * All 1991 to 1993 models have 4 circuit breakers mounted on the front side of the rear fender under the seat. ((Clymer 1986-2003 HD Xl/XLH Sportster Service Manual pg 457)) | ||
| * Circuit Breakers (CB) - Under Seat - Automatically Resettable - Ring Lugs for wiring | * Circuit Breakers (CB) - Under Seat - Automatically Resettable - Ring Lugs for wiring | ||
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| {{ : | {{ : | ||
| - | **(1998-2003)** ((Pics by Shu of the XLForum - http:// | + | **(1998-2003)** ((Pics by Shu of the XLForum - https://www.xlforum.net/ |
| * These models have a Main Circuit Breaker, 4 Fuses, the Starter Relay and the Data Link Connector (1200S Only) located under left-side triangle cover to rear of battery. | * These models have a Main Circuit Breaker, 4 Fuses, the Starter Relay and the Data Link Connector (1200S Only) located under left-side triangle cover to rear of battery. | ||
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| (In the diagrams, S=Source & is B+ from the Battery or thru Keyswitch. L=Load & goes to the Starter Solenoid.)\\ | (In the diagrams, S=Source & is B+ from the Battery or thru Keyswitch. L=Load & goes to the Starter Solenoid.)\\ | ||
| (Be sure to see the note at the end of this section regarding diodes in relays)\\ | (Be sure to see the note at the end of this section regarding diodes in relays)\\ | ||
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| + | For Starter Relay function [[techtalk: | ||
| + | |||
| **(1980-1992 & Early 1993)** | **(1980-1992 & Early 1993)** | ||
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| * **NOTE:** The 2007-2009 model years have a significant history of corrosion and gunk collecting in the fuse/relay tray causing low-grade shorts and erratic electrical operation - This is especially problematic if the bike is left outside or operated in the rain. It's a good idea to check & thoroughly clean this tray at least every year (or 4 to 6 months if parked outside). | * **NOTE:** The 2007-2009 model years have a significant history of corrosion and gunk collecting in the fuse/relay tray causing low-grade shorts and erratic electrical operation - This is especially problematic if the bike is left outside or operated in the rain. It's a good idea to check & thoroughly clean this tray at least every year (or 4 to 6 months if parked outside). | ||
| * **NOTE2:** In the UK, check for part number Durite 0-727-13. | * **NOTE2:** In the UK, check for part number Durite 0-727-13. | ||
| + | |||
| **(2010-2013)** | **(2010-2013)** | ||
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| * Standard MC-RLY9 | * Standard MC-RLY9 | ||
| * (Superceded from: 31579-04) | * (Superceded from: 31579-04) | ||
| + | |||
| **(2014-on)** | **(2014-on)** | ||
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| \\ | \\ | ||
| - | **NOTE: Polarity & Diodes** | + | **NOTES:** |
| + | |||
| + | **System Relay Function (2007-2013)** | ||
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| + | {{: | ||
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| + | **Polarity & Diodes** | ||
| < | < | ||
| *If the originally specified relay did not have a diode, the polarity of the connections to the relay coil made no difference - the relay functioned with either connection orientation. However, when a diode is present across the coil, for reverse EMF bleed off, it is important that the polarity of the normal connection provides reverse bias on the diode and not forward bias. The positive connection must be at the bar end of the diode (the silver band) which is opposite of the way diodes are used in many other applications. | *If the originally specified relay did not have a diode, the polarity of the connections to the relay coil made no difference - the relay functioned with either connection orientation. However, when a diode is present across the coil, for reverse EMF bleed off, it is important that the polarity of the normal connection provides reverse bias on the diode and not forward bias. The positive connection must be at the bar end of the diode (the silver band) which is opposite of the way diodes are used in many other applications. | ||
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| </ | </ | ||
| - | (This document may be of interest: | + | (This document may be of interest: |
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| **Take Note:** The charging system is designed to keep the battery charged and supply power to run the bike. However, even if you disconnect the regulator from the system (and/or the stator from the regulator), the bike will run just fine on the battery alone. Without being recharged, the battery will slowly discharge (over time, depending on the actual current being drawn) to the point where the voltage will be too low to operate the igntion system and the bike will fail to run. | **Take Note:** The charging system is designed to keep the battery charged and supply power to run the bike. However, even if you disconnect the regulator from the system (and/or the stator from the regulator), the bike will run just fine on the battery alone. Without being recharged, the battery will slowly discharge (over time, depending on the actual current being drawn) to the point where the voltage will be too low to operate the igntion system and the bike will fail to run. | ||
| - | The run-time on the battery alone is surprising. If your stator or regulator fails while on a long-distance ride, you can recharge the battery (wherever possible) and then run the bike on it alone. To do so, you should minimize the current draw from unnecessary components by removing the fuses to those component circuits (such as lights) or disconnecting the devices, temporarily. Of course, running in daylight with other riders would be a safe decision in this emergency.((Sportsterpaul rode 500 miles on the battery alone - http:// | + | The run-time on the battery alone is surprising. If your stator or regulator fails while on a long-distance ride, you can recharge the battery (wherever possible) and then run the bike on it alone. To do so, you should minimize the current draw from unnecessary components by removing the fuses to those component circuits (such as lights) or disconnecting the devices, temporarily. Of course, running in daylight with other riders would be a safe decision in this emergency.((Sportsterpaul rode 500 miles on the battery alone - https://www.xlforum.net/ |
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| It is possible for the voltage regulator output wire and the ignition sensor wires to contact the transmission cover screws and transmission case if the wires are not routed properly. Powertrain movement can cause the insulation to be rubbed through resulting in intermittent ignition, charging problems or generating of a fault code on EFI models. ((HD Tech Tip #43 dated September 1995)) | It is possible for the voltage regulator output wire and the ignition sensor wires to contact the transmission cover screws and transmission case if the wires are not routed properly. Powertrain movement can cause the insulation to be rubbed through resulting in intermittent ignition, charging problems or generating of a fault code on EFI models. ((HD Tech Tip #43 dated September 1995)) | ||
| - | **CAUTION: As shown in the Charging System diagram, BE SURE the output of the voltage regulator is connected to the Keyswitch-Side of the Main Circuit Breaker or Fuse! This is a SAFETY ISSUE. Some models from the factory were wired incorrectly on the battery-side of the main circuit breaker.** ((see http:// | + | **CAUTION: As shown in the Charging System diagram, BE SURE the output of the voltage regulator is connected to the Keyswitch-Side of the Main Circuit Breaker or Fuse! This is a SAFETY ISSUE. Some models from the factory were wired incorrectly on the battery-side of the main circuit breaker.** ((see https://www.xlforum.net/ |
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| **Additional XLForum Links related to the charging system:**\\ | **Additional XLForum Links related to the charging system:**\\ | ||
| - | Testing Charging System - http:// | + | Testing Charging System - https://www.xlforum.net/ |
| - | Discussion of aftermarket regulator - http:// | + | Discussion of aftermarket regulator - https://www.xlforum.net/ |
