HighMPG bike phase 2 electrical system
Here lies the woe of Skypilot, all entangled in wire

We begin with a list of what I need to do electricaly in phase two. From there I will begin documenting progress

  1. Remove everything I dont need. That sounds easier than it really is.  Complete.
  2. Make a new wiring diagram of what is needed adding in isolation points needed for testing.  Complete.
  3. Build the infrastructure on which to build the new electrical system and mount the components. Complete 
  4. Reconnect / rewire everthing I put back on.  In progress
  5. Determine total electrical system amperage requirements indexed by when they are needed. In other words how many amps do I need to run just the engine or how many to run lights also.
  6. Develope low energy drain options for supplying total needed amperage and choose the best option. Solar panel is one option but I dont know if there is one that will fit and supply enough until the total required is detearmined. Reducing the output of the alternator, and thus it's power input requirements is another option I will look into.

a: Remove everything electrical

We begin this fiasco with a big bunch of wires hanging down one side of the bike plus the starter solenoid hanging on the other side.  The tangled mess is very un-nerving but it will get better as I run out the stuff I dont need.  You would not believe how much they stuff into a headlight.

b: Make a new wiring diagram of what is needed adding in isolation points needed for testing.

I needed to read the wiring diagrams and start exploring to verify what the whole thing looked like in reality compared to the diagram.  Ewww, did I really say read the wiring diagrams?

While I was tearing everything apart I was following each wire and comparing it to the diagram to see if it looked correct. That meant pulling the tape or casing off the harnes inch by inch. That is a very messy thing to do by the way.

I ran into a minor snag here. It turns out that there is no 1993 GN125 in the book I have. My wire diagram looks like the 94 version except two things. Mine has a Gear indicator system that is not in any GN125 diagram in the book. There is one similar but with more wires than in the GS125 diagrams. My 93 also has a sidestand lockout complete with the sidestand diode set from the dr125SEY diagram.  My GN is probably a Euro or Asian spec bike imported for the training industry.

Once I knew what I had to keep I made the wire diagram shown here. I finished this January 30th of 08. A bigger copy is below or just click this one. This step can now be called done for the time being but will be added to If I add the solar system. To test viability of the Solar system I just read the Amp meter shown in the diagram once I get the RPM low enough and see if I can find a small enough panel that supplies that much juice.

c: Infrastructure, the base on which I will build

The first thing I realized was that I would need new places to bolt all the stuff I want to keep. To that end I have hacked into some network rack shelves that were left over in the basement. These are a nice rigid 1/8 inch aluminum with some convienient bends in the right places.  I put some threaded rod through the coil mounts on the frame and stuck it out far enough on each side to hold both shelves. Some odd bits of rubber tube with heavy nylon tie wraps through them keep everything steady and vibration free. Now I have two Service Panels ready to start mounting stuff.

Next I picked up a new battery and mounted it on the front of the right Service Panel. I mounted the  Ignition Module and VRR on the left Service Panel. 

I decided to mount the three way fuel valve into the right side service panel also. This allowed for a little less welding and gave me a place to put labels for the valve positions later.  This carry over bit from the fuel follies now completes the fuel system allowing me to close out that entire portion of the project.

To mount the switches I purchased a project box from Radio shack.  Added to this box is also a set of fuses, one for each of the four switches. Yes I said four because I wanted a spare, which may eventually be part of the solar charging system. Also packed in the box is the flasher module for the blinkers. It fit so it just stayed there. After closing the box up and looking at my handy work I have dubbed it the Service Module and rivited it in place on the front of the left Service Panel.

The Starter Solenoid had to be dealt with also. After finding all the components I couldent see a reason for this to be all spread out like it was in the OEM design. That just requuires more wire. I would like to put in a kick starter eventualy so I wont spend lots of time with this.

I used a bracket to bolt the Solenoid directly to the Starter motor. I made the mistake of trying to make this from a high temp tubing bracket left over from my jet engine days. The bracket turned out to be made of some amazingly hard stuff, Unobtanium?  I burned up several drill bits trying to drill a hole in one end but I finaly got it.  I bolted it to the in terminal on the starter then the volt out terminal of the starter solenoid after stuffing it into a bit of fuel line to prevent it from shorting against anything.  All that remains is to wire the low amp terminals to start it but that is a matter for the secondary circuit portion of our show

Above is all the original stuff, then what I kept, then the solenoid in place but not yet wired. This is the end of the architecture segment of our show boys and girls

d: Reconnect/rewire everthing I need  as per the Wire Diagram.

As seen in the wire diagram there are three systems.

  1. The Ignition Circuit includes everything needed to produce spark on an ongoing basis. That means the ignition and timing systems as well as charging.
  2. The Primary Circuit includes the minimum equipment needed to opperate the bike in a normal and safe manner. Included here is starting, horn and brake lights.
  3. Last is the Secondary circuit which includes blinkers, head light and tail light.

Apart from the 3 main circuits I have also tossed in an electronic speedo so it goes in this page. This is a bicycle unit and allows for the adjustment of wheel size in mm. Given that the track has now been calibrated I will be able to double check its accuracy. This is going to be important later since I will need to determine the real milage traveled between LA and NY

First of the required circuits is the Ignition circuit

This is mostly just a matter of tying the major components together as they were before but in their new location.

The Ignighter module is mounted on the rear of the left service panel with a home made rubber shock mount. There is a pickup that may be some sort of a Hall Effect Sensor watching for a magnet attached to the outer portion of the Alternator housing. This connects to the Ignighter module teling itwhere TDC is +/- some predetermined off set.  The igniter module opens a circuit which causes the coil to loose its primary side field casing the secondary side to send voltage to the spark plug. I am going to need to learn about these CDI modules and when I do so I will replace this pathetic sentence with a description of what the ignition module really does. I also ned to find a way to adjust firing with relation to TDC. This is because I may need to alter it to get the optimum performance at the lower RPM I hope to run at.

The Coil itself has been mounted on the right side service module where it conects to the sprak plug. Most of you can figure out where that is.

Also included in this system is the Charging Circuit. This includes the entire alternator and the Voltage Regulator Rectifier (VRR).  The VRR is mounted just forward of the ignition module on the left side service pannel, above and behind the Service Module.

A lot of credit is do here to a guy named Bill. Bill worked through what was really in the diagrams with me and helped sort out what I needed to make it run.  Bill is my electrical saviour and also a great friend.

The image of the charging system is from http://home.earthlink.net/~trinomial/chgtypes.html and was a big help also in identifying the exact nature of my charging system. The image is republished here by permision of the original author who's page lists all types of motorcycle charging systems nicely.

Next up is the Primary circuit

This included what must be on for the bike to run in a safe and normal manner.  Since the Horn and brake lights must work when ever I am on the road I have included them here.  The horn goes from the service switch to the horn button on the hand set then to the horn. I havent decided where to put that yet. The service switch also ties to both brake light switches then to the brake light.

Also tied to this system is the starter service.  This ties from the service switch in the control package to the starter button on the hand set and then to the primary side of the starter solenoid.  The secondary side of the solenoid is tied directly to the battery via a larger cable. I hope to elliminate the starting circuit eventually. I have located a DR125 engine and am having it shipped here. I am hoping that the kick start from it will fit in mine or I may use it in the end and forget about the GN125 crank case.

Then we have the Secondary ciruit

This is all the lighting stuff.  Mostly I needed to find time to run the wires here although managing to stuff the flasher into the service module was a lucky bit

The service switch connects to the blinker module which then ties to the switch on the hand set then the 4 blinkers.  The service switch also ties to the high/low switch on the hand set then to the head light. Last the service switch ties to the tail ight

e: Determine total electrical system amperage requirements

In other words how many amps do I need to run just the engine or how many to run lights also.  In the infrastructure segment i built the system such that I could move my meter aound to see how much each system draws. I need to know eac system but I really need to know the ignition draw at the RPM I will run. This requires the gearing tests to be done.

Eventualy this will include testing the lighting draw which will include some new high efficiency lighting from http://www.radiantz.com/. See the phase 2 lighting page for furtther information on that

f:  Develope low energy drain supply options

Develope low energy drain options for supplying total needed amperage and choose the best option. Solar panel is one option but I dont know if there is one that will fit and supply enough until the total required is detearmined. Reducing the output of the alternator, and thus it's power input requirements is another option I will look into.  I have collected the following interesting links which may lead to the selection of a solar panel providor if I get to that point without dying of old age first.

http://www.qinetiq.com/home/products/zephyr.html - Zephyr is an ultra-lightweight carbon-fibre aircraft that flies on solar power generated by amorphous silicon arrays covering the aircraft's wings, no thicker than sheets of paper. It is powered day and night by rechargeable lithium-sulphur batteries that are recharged during the day using solar power. The aircraft uses United Solar Ovonic solar arrays, a full flight-set of Sion Power batteries, as well as a novel solar-charger and bespoke autopilot developed by QinetiQ. This sounds very promising!!!

http://www.sunpowercorp.com/ - claims to have the most efficient solar panels

http://www.nanosolar.com/ - making the flexible printed solar panels

 Following is the current wire diagram

Here is a nice big view of the Wire Diaram from step b

Here are some links that may be handy in this phase