I'm on triumph675.net and there are plenty of users that tart between forums including the triumph rat pages.
http://www.triumph675.net/forum/showthr ... ight=fh008
So with further testing, I'm more confused than ever.
Firstly I bought another mosfet reg-rec, wrapped the exhaust mid pipe in 'titanium' fibreglass type wrap (to reduce heat) and made a new bracket to relocate the reg-rec (away from the back of the engine, and now under the battery tray).
New reg rec location:
Simply because it was easy and relatively cheap (AU$70), I've sourced a second mosfet R/R (another FH012) and these are the diode resistance test results. (Note: I discovered there is another setting on the multimeter that allows for more sensitivity - sorry, I'm new at this!!).
Results:
Current R/R fitted:
Pos Lead, Neg Terminal 464 - 477 - 468
Neg Lead, Pos Perminal 108 - 107 - 107
(nil results for pos/pos and neg/neg)
Second R/R:
Pos Lead, Neg Terminal 488 - 481 - 487
Neg Lead, Pos Perminal 113 - 113 - 113
(nil results for pos/pos and neg/neg)
Stator:
Diode resistance test: 0.5 between all terminals.
~30Vac @ 2,000 rpm (between all terminals)
~90Vac @ 5,000 rpm (between all terminals)
It did however jump a bit as it was hard to hold at 5k.
I did notice a very different engine note when the stator was plugged in. It sounded like the engine wanted to rev more freely when it was unplugged.
Battery:
Manufacture date/code: MB051212 (MotoBatt 05/12/12 DMY??)
Voltage when the stator was unplugged before any other tests were done or the bike warmed up, 12.5V. The battery hasn't been on the Optimate charger as yet.
I then ran the bike till I got 6 bars of temp and the fan started to kick in.
Voltages were: Off - 13.0, Ign - 12.8 and running 13.9 (to 14.2 depending on which time I tested it).
I don't believe I got the bike anywhere near as hot as the trackday to simulate the heat (unfortunately), although it was hot enough to trigger the fan which has been set at 100 degrees C.
I did re-tape some of the wires underneath, and straightened the R/R pig-tail loom when I remounted it under the battery tray. Maybe all that was simply enough to solve the problem, along with reducing the heat from the exhaust mid-pipe, as I couldn't replicate the problems I had at the track.
One positive that has come out of this, is after cracking the sads over trying to lift the tank and disconnect everything for the 100th time, I've made a little bracket that holds the tank high enough that you can get in there to disconnect or reconnect everything. In fact, it's stable enough to move the bike around without any concern of the tank falling off!! (BTW the peg will be replaced with a 120mm bolt once I get to the fasteners store.)
But I digress...
Any more suggestions, other than taking off the engine case to look at the stator itself?
MotoBatt batteries don't seem to have a very good name, maybe it's on the way out already... .
I thought I'd post here as well knowing there were many D600.org refugees and D675 owners, and some still remember who I am!!