e3steve wrote:UPDATE: just measured my CB stator: pk-bn = 1R(Ω), pk-y = 1.6R & y-bn = 2.6R. This means that the CB diagram* must be correct and that my stator is a touch unbalanced, if within tolerance, with coil pair#1 being 0.6R, #2 being 1R & #3 being 1R.Brew, all stators should read Open Circuit / no continuity / infinity (∞) to ground; a C/CA stator, I seem to recall, has a reading of between 1 & 3Ω (1.6Ω springs to mind, for some reason) across yellow & brown. Whatever is is, it's pretty low -- practically dead-short. If yellow to brown = R, then pink to brown = R∕2; that's the way the 3 coils are internally linked. The CB stator is different: pk-bn = R, pk-y = 2R & y-bn = 3R.
All readings should be checked after disconnecting those colours at the main harness-to-motor junction.
Abstract: pk-bn routes via coil pair#2, pk-y via 1 & 3, y-bn via all 3 pairs. The pairs are diametrically coupled within the stator.
*concerning the alternator coils' internal connections!
Lots of ohm meters are not very accurate at the lower ranges. The 10% error or accuracy of a meter is only on the higher scales.At lower ohms measurements, the battery condition, and resistance of the leads and the lead connections start to introduce higher error. a half ohm of lead resistance means nothing when your measuring 20meg ohms.. but can be devestating when measuring one ohm. Pulling the leads out and clean them can eliminate up to 2 ohms of resistance typically. Then do you get full scale defection and can calibrate for battery variations?? Digital meters, some do if you touche the leads together can, most can. So you live with that understanding of error.
