One thing I learned back when I had my 650 was that Mr Clymer will
absolutely lie to you and won't feel bad about it. I can't say if he's
right or not about the charging system, it's been too many years, I think
the biggest lie I found was with wiring diagram had some wire colors mixed
up.
That said, yes the 83-85 650 does not charge below 2500 RPM. There are tons
and tons of threads in the archives here regarding the charging systems,
several disagreements, lots of high level discussions about the comings and
doings of electrons and amps and ohms, but the one thing agreed on is it
doesn't charge at idle.
-Kyle
On Fri, Jun 17, 2022 at 8:48 AM Frank Hawkwarts <frank.hawkwa...@gmail.com>
wrote:
> Dear Hawkies,
>
> proudly owning an US 83‘ Nighthawk 650 for many years now, I much
> appreciate Paul's valuable site leading me to this group.
> Currently I‘m also fighting the famous charging issues and struggle with a
> misleading information in the Clymer CB550 & 650 Nighthawk 1983-1985
> chapters 4 and 7 about the permanent magnetic rotor which states the
> following.
>
> Chapter 4 Engine - page 101:
> "Rotor Testing - the rotors are permanently magnetized and cannot be
> tested except by replacement with rotors known to be good. Rotors can lose
> magnetism from old age or a sharp blow. If defektive, the rotors must be
> replaced; they cannot be remagnetized. The inner and outer rotors are
> available only as a set."
>
> Chapter 7 Electrical System - page 186 (older Clymer print only, not found
> in my print):
> "Rotor Testing - The alternator has 2 rotors that are permanently
> magnetized and cannot be tested except by replacement with a rotor known to
> be good. A rotor can lose magnetism from old age or a sharp blow. If
> defektive, the rotors must be replaced; they cannot be remagnetized."
>
> But in fact, the US CB 650 SC Nighthawk (aka CBX 650 E in Europe) has a
> brushless excited field alternator which receives 12V DC input from the
> Voltage regulator through the black and white leads into a separate field
> coil to return adjusted AC through its 3 yellow leads on demand.
> Unlike a permantent magnet giving full capacity all time, it prevents the
> RR from smashing all the overhead by cooling the transformed heat.
>
> So it looks like the Clymer information was false copied from the
> preceding 82 CB650SC or similar model. There used to be a link to ‚Revised
> '83-85 Clymer Chapter 7 for '83-'85 CB650SC Charging System‘ which is
> broken and obsolete. Is there any other source to confirm my assumption?
>
> Another controversy discussion is often seen to when and what the charging
> starts ("it doesn't charge below 2500 vs. it they all charge at IDLE
> already").
> Well, the Table 1 at the end of chapter 7 states an negative amperage
> output up to 1500 rpm, approximately 0 amp at 2000-2100 rpm (83) resp.
> 1700-1800 rpm (84-on) and +2 amperage output beginning at 2500 rpm.
> This seems to match my experience when wasting a lot of time on traffic
> jams and lights before surprising me with an empty sucked battery on next
> engine start in the mid of nowhere *slurp*.
>
> Any comments to confirm or deny my throughts and assumptions are welcome
> :-)
>
> Thank you and take care,
> Frank
>
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