SEM ignition stators

RE: Re: RE: Understand

Hi Sparks

I've read thru the posts and noticed your name comes up a bit.
What's approximate cost for a rewind?
Why does it still go at all with those sort of readings?

Shayne

Hi Sparks

Yep you're on the money there, the plug is pretty black but I thought the cause was running too rich.
All my troubles may be the stator all along.
I've found some other probs with my Hussey recently (like water in the oil) so I have to find the cause of this and see what the damage is - literally and budgetary.
I'm hoping it's just a water pump shaft seal and not the head gasket.
Only had the bike a couple of months now so I guess it's 'welcome to the world of Hussey ownership'.
When and if it goes it does really go though.

Shayne

__________________

03 fe650e - sometimes in the bush

cheers sparks
just got chance to fit stator tonight fired up 3rd kick
bit late for a ride thou

thanks again for super quick service

Interesting comment Sparks.I would assume this would apply to any ign system and engine that developes a rich condition for no apparent reason.
You mentioned that the stator coils may give readings that are not very far from spec.Is there any way to verify this condition causing poor spark? Or is it a exclude everything else sort of thing?

For what it's worth I finally got to ride my sparks rewound SEM equipped '03 FE400. I must say that starting is much improved as opposed to the last ride in November of '06. All things being equal for all intents and purposes, my seat-o-the-pants testing method came back with much improved performance. I pulled the front wheel off of the ground in 1st and 2nd whereas last November the thing didn't have enough ambition to get out of it's own way. Now, could there be other factors, maybe... The jetting has remained the same and temps being low 40's F in Michigan in November and two days ago so that shouldn't be a factor. I noticed improved starting over the "stock" version. In fact, I started the thing off of the button dead cold at ~45 F! It took a couple of tries, and after a backfire or two it fired up, go figure. I did fudge with the manual decomp while starting but still I don't think the bike has started cold off of the button in 1 1/2 years...

Initial product impressions combined with excellent customer service and support are and "A".

New rewound Stator

Sparks,
I apologize for jumping in here unannounced, I am new to the board and to Husaberg's as I just picked up a 2000 501 FC -2 days ago and you seem to be the resident expert concerning the ignitions and stators The bike starts on the first kick and seems to run fine with the switch in the Low position, but if I flip it to High it runs rough and backfires. I removed the stator case and cleaned the coils with a degreaser and a lot of rust was on the rag and the guided hash lines that shuldbe lined up were way off- a full compression turn, so I lined those back up, new oil, new spark, and turned down the air-fuel screw as it seemed to be running rich (the old plug was coated black but not that bad.) I'm in Colorado at elevation and there is a 180 Main jet, and a 40 pilot jet, I think. The igition module is not the original SEM, as it was in a box that came with the bike, but it looks like the same model but with an extra lead for a light. I really like my bikes to VERY reliable as I go on long desert trips occasionally, so my question is: What is my best course of action here and if I disconnect the HI/LO switch- what are the consequences? I am looking to have you rewind the stator to new, or send me one that is altready done that will fit, if you have one, and should I go ahead and upgrade the ignition module - Kokusan? even though the bike runs. Your thoughts, if you'd be so kind to indulge me. Thanks

shogun, where in CO are you?

D'town

I'm in downtown Denver, if your familiar with the area, west side of City park 3 blocks of York. I am going to take the bike down to Pueblo to that mini-track and the "landfill" trails and bookshelf cliffs way out behind the track. I usually ride there, Rampart more often than any other, Moab couple times a year, Grand Junction (Finally took Skinny Ridge on my old Husky 610 last year), and around my neighborhood much to the displeasure of my neighbors. Anyway, I'm always up for a ride if work/time permits and your welcome to come and ride/camp at Pueblo Lake this weekend. Imagine two Husa's at the same place at the same time, other people around may have a heart attack.

RE: D

Hello from Estonia. I just want to say thanks to this site for a lot of information I have found here and also to sparks for his help. I can really recommend this guy when you have broken SEM ignition stator - very helpful and fast response to all my questions. I am still having some problems running my FE501 but I believe I can find good help from here and everything should be fine soon.

RE: D

Just in case anyone is in any doubt -
Steve (Sparks) is ya man.
He repaired mine in two days and it works fantastic. Better than the original.
And he knows his stuff IMO. Excellent ! Another electrical guru on board.
Regards
Ady

JoeUSA said:

Hello sparks,

Specifications for 1999-2003 Sems stator

If I am not mistaken, the SEMs OEM wire gage is #41, the diameter is 0.071mm not 0.71mm and the finished Red-Black DC resistance is 3000 + - 300 ohms; the finished Green-Black DC resistance is 168 + - 16.8 ohms not 260 ohms.

I don't know how many turns on each bobbin, but when Kick starting the Red-Black unloaded output is over 30 VAC and the Green-Black is over 3 VAC as measured with a digital multimeter when the stator is new. These VAC values are very important for the function of the SEMs CDI.

So, what are your values again for the materials and finished DC resistance values for your rewound 1999-2003 Sems stators?

Regards,

Joe

Click to expand...

Joe,

Having just gone through an epic on my 95 FC 501, I have had three different stators and two CDI coils in the bike. The original stator, the KTM unit, and the rewound one from Sparks. The last change was to go to a new CDI Coil which finally did the trick and the bike starts reliably / easily now.

In all three stator cases, the Black Green trigger pulse was 0.8 to 1.0 VAC as measured on a Fluke 189 DVM. I was recording the peak voltage for half a dozen good kicks.

It sounds like the 1999-2003 stator had more turns on the Black Green coil than the 1995 stator...3.0 VAC for 1999-2003 and 0.8 VAC on all three of my 1995 stators.

Do you have trigger voltage specks on older stators??

Do the flywheel magnets get weak??

WAberg

sparks said:

Hi Kzoo,

Nice to here there is good improvement. You mentioned that you have left the jetting the same, is the jetting stock or has it been altered over the years?. Keep an eye on the performance as the tempurature rises.

Regards

Sparks.

Click to expand...

Jetting is stock needle, needle clip and main. The pilot is few sizes larger. I was fighting multiple issues at the end of the year now have them sorted... The weather in MI changes 20 degF day by day during the spring so it makes no sense to try and lean it out on warmer days as it may be much colder the next ride... When the weather gets steady I'm going to put it back to stock and do as Taffy says and change ONE thing at a time starting with the main on down... To bad I couldn't jet my way outta a wet paper bag...

WAberg said:

JoeUSA said:

Hello sparks,

Specifications for 1999-2003 Sems stator

If I am not mistaken, the SEMs OEM wire gage is #41, the diameter is 0.071mm not 0.71mm and the finished Red-Black DC resistance is 3000 + - 300 ohms; the finished Green-Black DC resistance is 168 + - 16.8 ohms not 260 ohms.

I don't know how many turns on each bobbin, but when Kick starting the Red-Black unloaded output is over 30 VAC and the Green-Black is over 3 VAC as measured with a digital multimeter when the stator is new. These VAC values are very important for the function of the SEMs CDI.

So, what are your values again for the materials and finished DC resistance values for your rewound 1999-2003 Sems stators?

Regards,

Joe

Click to expand...

Joe,

Having just gone through an epic on my 95 FC 501, I have had three different stators and two CDI coils in the bike. The original stator, the KTM unit, and the rewound one from Sparks. The last change was to go to a new CDI Coil which finally did the trick and the bike starts reliably / easily now.

In all three stator cases, the Black Green trigger pulse was 0.8 to 1.0 VAC as measured on a Fluke 189 DVM. I was recording the peak voltage for half a dozen good kicks.

It sounds like the 1999-2003 stator had more turns on the Black Green coil than the 1995 stator...3.0 VAC for 1999-2003 and 0.8 VAC on all three of my 1995 stators.

Do you have trigger voltage specks on older stators??

Do the flywheel magnets get weak??

WAberg

Click to expand...

No I do not have values for the 95. It sounds like you already have the data from what you posted above.

You might do a search here if you haven't already done so. I recall numbers being posted for some of the early models and being much lower than the 99-03 but did not write them down.

I read something about the CDI deteriorating, maybe thats why when replacing yours it solved your problem.

As far as I know, the magnets will not loose their charge.

Regards,

Joe

good to see you're still about joe, but not so much of you lately? where have you been and what kept you away?

i also didn't realise that you wouldn't be doing moab. disappointed that i didn't catch up with you this time over...

regards

Taffy

Sparks

I would like tp send you a 2003 FE501E SEM ignition to rewind, could you please let me know cost to rewind & send to Melbourne Australia, 3190.

Cheers
Horto