When I managed an industrial electric motor rewind shop,
In post 6, the possibility of an overload
'Fraid you fundamentally misunderstand the difference between industrial electric motors and the permanent-magnet alternator fitted to the bike of the thread title:-
. The electric motors pictured in your link, the electricity they use passes through the copper wires in the stator, the magnetic force induced by the electricity turns the rotor.
. On the bike, the rotor is magnetised; at the sub-atomic level, the rotor's magnetic strength induces electron movement in the stator coils, this electron movement being the electricity generated and rectified to supply the bike's electrical consumers - ignition, lighting, etc. including the "additional lighting" you suggested in your post #2:-
Overload, such as additional lighting exceeding amperage rating of the stator
... there is absolutely no way on God's green earth this is possible; while the magnetic strength of the rotor is one
criterion affecting the power available to the consumers, the reverse does not exist - the total potential
draw of all consumers does not have any connection whatsoever to the magnetic strength of the rotor, nor any of the other criteria that govern the actual
power available at any given time.
If the total power drawn by the consumers exceeds that supplied by the alternator, the difference is drawn from the battery. If the battery cannot supply the difference, the lights go dim, the ignition misfires, etc.
To try and be absolutely clear, it is not possible in any way, shape or form for high potential
consumer demand actually
to "overload" a permanent-magnet alternator.
In post 6, the possibility of [a]
dead short was dismissed.
3. winding grounded
In the same way as the total potential
draw of all consumers does not have any connection whatsoever to the magnetic strength of the rotor, nor can there be any increase if the generated electricity happens to find a path to "ground". The fault here is, potentially, stator AC might
get into the DC system unrectified. But that cannot cause stator potting to melt.
1. turn to turn
2. shorted coil
There are two ways of regulating alternator AC - series and shunt:-
. Series disconnects the stator coils from the regulator. Causes huge Voltage spikes in the stator coils. Fine if the stator insulation is built for them. Lucas stator insulation isn't, which is why - as I've posted already - a fault disconnecting (and reconnecting) the OP's bike's stator from the rectifier or reg./rec. - mimicking series regulation - might
have damaged the stator.
. Shunt 'shorts' the stator coils. As I've posted already, this is how Lucas regulated stator output before Zener diodes, and how modern reg./rec. that can work with Lucas stators work. Shorting a stator coil simply means there won't be any output from the pair and the output from the other two coil pairs (in a single-phase stator standard on the 1974 T140V of the thread title) will be depressed.
. As above, while rotor magnetism induces electron movement in the stator coils, a shorted coil cannot cause the rotor magnetism to induce greater
electron movement. In fact, the opposite; the eddy current generated by the shorted coil reduces
the rotor's effect on the other stator coils, reducing
their output also. That is precisely how Lucas regulation operated pre-Zener.
. Shunt regulation can cause a small
amount of extra heat in the stator coils and wires. However, given thousands and thousands of Lucas potted stators have operated reliably with shunting reg./rec. for four decades to my certain knowledge, how can "turn to turn" or "shorted coil" have caused the OP's problem?
If you prefer that I not post in this forum,
AUP Thou Shalt Nots not contravened, no reason you shouldn't post in this forum?
No point in an Irishman and a Scot arguing.
The thread has reached post #12 without any more input from the OP.
Absent that, I'm not sure there's any point in other contributors arguing?