I pulled the left side plastic again and measure the various key-off currents:
Motronic/Fuse 5: 0.8 mA
RID/Fuse 3: 1.5 mA
ABS: 0.3 mA
Kisan SignalMinder: 4.7 mA !!
Total: 7.3 mA
Total w/o Kisan: 2.6 mA
I'm going to check with Kisan and as if that's the correct stand-by current.
The Oilhead one is mounted just below the windscreen, top of the dash. Can't find a better photo See airhead shot for detail.
Both bikes have Odyssey batteries. The airhead is about to get a new adjustable regulator which I will adjust up to 13.5V for better Odyssey charging en route. The oilhead gets plugged into an approved Odyssey charger periodically to keep it up to snuff.
2013-05-11 13.11.31.jpg2013-04-11 12.04.00.jpg
MJM - BeeCeeBeemers Motorcycle Club Vancouver B.C.
'81 R80G/S, '82 R100RS, '00 R1100RT
Looks like it will be a while before I ride. Pulling fuses 3 and 5, and the Kisan Signal!inder will drop the total Standby current to 0.8 mA. That will leave me with a discharge rate of about 1% per week.
A quick update: Heard back from Kisan about the SignalMinder SM-5 flasher. The key off standby current is just a little under 5 mA, which effectively triples the standby current drawn by the motorcycle. They have to keep it powered so that the Hazard flashers work with the key off.
Since pulling the Kisan and fuses 3 & 5, six days ago and thereby dropping the standby current to 0.8 mA for the ABS input, my PC680 battery voltage has remained constant at 12.84V. This means no need to keep it on a tender or trickle charger.
Now I know what my winter wiring project is going to be!
'04 R1150RT - Metallic Titan Grey
'04 R1150R - New Life in Virginia
Happy NY Roger,
When is the last time you needed, I say needed, to use the hazard lights on your motorcycle?
It was July 2, 2012 when the in-tank fuel hoses burst, without warning, in the high-speed lane, Rt. 93N, going 75 MPH and having to negotiate from the left-hand lane in heavy traffic, four lanes to the right to an exit, without power, hazard lights on (as if that matters at that point).
R1150RT Fuel System Failure
I thought I'd take a moment for a long term follow up report. Since my 6 full discharge, 6 proper recharge cycles, I had a couple months of riding before we got shutdown by real winter--ice, snow temperatures between -10F and 30F for the most part.
As a result, I "winterized" my battery by giving it a full charge (per Odyssey procedure) and then pulling Fuses 3 & 5 and the Kisan signal minder. That drops my parasitic current with the key off to 0.3 mA. The result is that my battery voltage has dropped about 40-50 mV per week. At that rate it would be able to sit for a couple months and still start the bike. However, I have topped it up once a month when the voltage gets to about 12.65V.
Charging to 100% not only made starting better, it also has made it easier to store.
Since the last post, I've reinstalled the fuses and Kisan after about 2 months of sitting. Voltage at 12.72. (There was a top up charge 3 weeks ago.) Relearned the throttle. Pulled up the fast idle lever. Hit the starter, 1 second later it was running and idling at 1400 RPM.
The new charging protocol per Odyssey (including boosted alternator voltage) worked well, as expected.
Below is a chart showing five successive discharge times for a PC680 in an Oilhead (Reported Here). The battery is 7 years old and was only measuring 12.5 volts at the start of the discharge sequence. There was a significant increase in capacity (discharge time lengthened) between the 1st and 2nd discharges and again between the 4th and 5th discharges.
You can see at the 150 minute mark the 5th discharge extended nicely with the result that the time to 10.25 V was 160 minutes on the 1st cycle, 180 on the second and nearly 210 minutes on the 5th discharge cycle. Those numbers suggest an initial state of 75% charged, which is consistent with the 12.5V at the start of discharge 1.
The beginning voltage has also been increased, from 12.5V to about 12.9V.
It is looking like a 7 year-old PC680 has been revived.