Another alternator hits the dust and not under warranty

Discussion in 'Parallel Universe' started by C5!, Jul 11, 2011.

  1. MikeMike

    MikeMike Long timer

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    Curious as to the brand of your voltage indicator.
  2. mischief

    mischief misadventurer

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    It is the one sold by advmonster
    I have 3 of them and they all seem to be fine
  3. ebrabaek

    ebrabaek Long timer

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    The best thing to do would be to spend about 15 minutes to properly diagnose the stator's function. It will tell you if it is functioning correct. I wrote up a how to. If you search for it it has the procedures to run the test.
  4. lunaticTR

    lunaticTR Adventurer

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    Yes it would. If it stops charging for a while and drain the battery a little, then rew it up to produce more juice, it won't go up right away since charging the battery puts extra load to a weak stator. As the battery is charged the voltage goes up. When you slow down, it should go down again, especially when it is hot. My alternator died that way.

  5. dbh

    dbh d00d

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    Here is the latest observations on my charging system.

    This weekend on a nice long ride to the mountains and back I noticed the voltage display on my Garmin 276C started indicating a range of voltages between 12.6 and 14.0

    So I checked with a digital multimeter and it read 14.33V steady.

    Bottom line: don't rely on your 276C alone for a definitive diagnosis.
  6. bmwroadsterca

    bmwroadsterca RadioFlyer

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    Given all the stator problems I changed the display on my 276C to read voltage. I have seen a similar range as you report but the voltage always seems to be as one would expect - low after starting as the battery is recharged initially, lower as each additional load is switched on (lights, grip heaters....). I haven't checked but because the 276C is plugged into the BMW nav oulet and therefore switched by the ZFE I am thinking that the 276C reading will always be slightly less than the true voltage at the battery terminals because there will be some loss through the ZFE.

    mike
  7. LukasM

    LukasM Long timer

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    Do you have the GPS wired directly to the battery?
  8. dbh

    dbh d00d

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    No it is connected via the BMW GPS accessory connector. However, I checked the voltage at the same place with the multimeter and it reads the same voltage there as it does directly across the battery posts. My 276c is not accurate, and it fluctuates.
  9. Bayner

    Bayner Long timer

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    Hmm, interesting. I have wondered that about my 478 as well.
  10. Reaver

    Reaver Outta Here

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    OK then. I was confuzzled by this post and it's meaning as I was out of the loop on something. I don't cheat on ADV with F800Riders so I think that's why.


    Anyway, I got the jist of it and did the following:

    My '09 F8 with 50K kms has the original battery, stator and RR. I purchased a new Deka batt and the latest OEM RR and changed both today just as preventative maintenance only, both worked fine. I changed the battery first to maintain good investigative practices.

    Old RR: 13.9 V at idle with or without high grip heat and high beam on.
    13.8 V at 4K rpm with no additional load.
    13.7V at 4K with high grip heat and high beam on.

    New OEM RR: 14.45 V at idle with or without high grip heat and high beam on.
    14.3V at 4K with or without high grip heat and high beam on.

    So that's about half a volt higher across the board and rumour here is that the higher voltage is preferred by the Alt and battery and may prolong the life of things. I also bought a Spark Bright Monsoon LED voltage monitor to be installed. I want to see how far this original stator will last. It's cooler in Canada so that may attribute to it's longevity being heat is the killer. We'll see what happens on my Toronto to LA trip soon. Oh I have a new stator waiting, I just don't want to give in to fear.

    BTW, I bought two new RR's reeeeeeeeel cheap so that's why I went that route. :D



  11. drid

    drid n00b

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    Having a fried stator at 60K km I decided to rewind the stator my self.
    As I was unwinding the old wire I noticed that not all coils have the same number of turns as I would expect, there is a 42/44 turns winding pattern on all three phases.
    Does anyone know the reason for that?
    Should I wind the new wire using the same pattern?
    As mentioned in previous posts, new rotors have venting holes, I was thinking of maybe drilling holes my self on the old rotor, has any one tried that?
  12. MikeMike

    MikeMike Long timer

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    drid, what was your oil change schedule in the 60,000 before the stator quit?
    Were you following the BMW recommendation or a more frequent schedule of your own?
    Just curious, thanks.
  13. drid

    drid n00b

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    BMW dealers in Greece recommend oil change every 5K km and I followed that recommendation. I think the manual recommends a 10K change, but not sure.
    In addition, they were initially using ARAL 10W40 and moved to MOTOREX 15W50 at some point.
  14. JRWooden

    JRWooden Long timer

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    Back in March of last year BMW "officially" started recommending 15W-50 for the twins - <!--[if gte mso 9]><xml> <o:OfficeDocumentSettings> <o:RelyOnVML/> <o:AllowPNG/> </o:OfficeDocumentSettings> </xml><![endif]--> [FONT=&quot]See: [/FONT]
    [FONT=&quot]http://www.bmw-motorrad.dk/se/sv/services/media/PI_OlL_BMW_MC_2012_MD.pdf[/FONT][FONT=&quot][/FONT]


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  15. MikeMike

    MikeMike Long timer

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    Thanks.
    You know what I was thinking was that perhaps the failure was related somehow with the oil.
  16. vtbob

    vtbob wanderer

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    FWIW relating oil with stator failure.

    It is clear that the early F800 of all type have a stator over heating problem. BMW seems to have decide to solve this with with a rotor design that flings more oil.

    For those of us with the old design rotor/stator (or aftermarket stator) we just have to live with the problem.

    However, after removing my stator and looking at it's black and carbonized condition (but not yet failed), I have begun to think that part of the carbonization is due the engine oil being toasted and turning to black carbon deposits. Over time these deposits seem to build up, ie get thicker. I think this extra thick deposits for thermal insulation which in fact accelerates the overheating failure of the stator.

    A corollary to this MIGHT be...a benefit in changing to full synthetic oil at it has better high temperature performance. Could synthetic oil toast less...black deposit built up slower....delay the over temperature failure of the stators???

    Just speculation
  17. MikeMike

    MikeMike Long timer

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    Maybe you are on to something, Bob.
    What I was thinking was that impurities in the oil when running on the BMW 10,000kms/6,000 mile change schedule could be breaking down the oil and generate more heat. I haven't measured it, but I swear the pipes on the new F bikes (post-2013 models) are positioned a little farther away from the engine case. If I get a chance, I will measure this and compare it to mine.
    Changing the rotor is tantamount to Spandau recognizing a problem with the early models. Now, if someone can explain why the changed the switchgear and screwed that up?:deal
  18. ebrabaek

    ebrabaek Long timer

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    I will second that speculation Bob. I have run synthetic in mine since 1500 miles, and changed it every 3000 miles, due to living in the desert. So when I did into mine, it could be a good indicator of this..... except for the fact that I have had the mosfet R/R in it for the past 3K miles, and soon to have a series R/R.
  19. bross

    bross Where we riding to?

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    Nov 10, 2005
    Oddometer:
    5,125
    Location:
    Osoyoos, BC
    Different bike but same problem. My Honda CBF1000 toasted its stator in 18,000kms running AMSOIL full synthetic from the first service on. The first gen CBFs are still toasting stators to this day. Honda's fix on the 2nd gen CBF was to add a few more oil passages into the stator chamber, obviously trying to do the same thing BMW is doing, trying to get more oil there. Seems to be working on the gen 2s as I haven't heard of a failure yet and they are getting enough miles on them now two years into their production. Oil or oil change intervals aren't the answer, sorry.

    I replaced my fried stator with a new Honda part but swapped out the r/r for a Compufire unit which many had success with. Only rode the bike for another 8000 kms before selling it for a Tiger so not sure if the Compufire fixed there em or not. Good luck.
  20. rockinrog

    rockinrog Long timer

    Joined:
    Mar 5, 2008
    Oddometer:
    3,197
    Location:
    Central PA
    With 60200miles on the odom my Battery Bug indicated that something wasn't right. Lacking the tools/know how to do all the electrical testing I went on a hunch that it was the stator. Notice the one coil that is clean-no oil I wonder whats up with that? Judging by other pics I have seen here I am guessing my hunch was correct?
    [​IMG]

    WARNING: after you remove the cover you will see black gunk that you will be temped to reach in an wipe out. DON"T do it with your finger---its as sharp as a razor blade in there...don't ask how I know:huh