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Message: [QUOTE="jaguar, post: 788535, member: 19340"] An interesting swist to the story: I had a rewound stator coil on my bike up until yesterday when I installed a stator coil from Elextrex in England. The OEM coil should have 304 – 456 ohms according to the manual. My locally rewound coil only has around 250 ohms. The Electrex coil has 400 ohms. I think the rewound coil has wire that’s slightly thicker than OEM which would account for its lower resistance although the coil body is the same size as original. When I installed the Electrex coil my bike lost some of the top end power, a fair amount. It just wasn’t impressive anymore. So I reinstalled the rewound coil and shazam, the magic was back! After thinking about it I believe the Elextrex coil (which I assume is equal to OEM) lacked current delivery ability at high revs due to its very fine wire. And the rewound coil is able to better maintain the >300 volts going to the CDI at high revs due to its thicker wire. It could be that a delayed spark at high rpm is of little use without a strong spark to quickly ignite the gas/air mixture. So in effect, this “fix” could be dependent on two things; a more aggressive timing curve, and a stronger spark at high rpm’s. I looked at the voltage waveform with my oscilloscope on the timing capacitor with the two stator coils. The Electrex coil produced a peak –4 volts at idle. The rewound coil produced –3.2 volts peak. That would make sense if the wire used was a slightly thicker gauge which would limit the number of “turns” of the wire around the body which would limit the voltage since voltage out is directly dependent on number of turns. But the thicker gauge would be able to deliver more current to the main capacitor which means it would have less of a hard time fully charging it in the small fraction of time it has to do so at high revs. But of course I need to evaluate the two timing curves (with the two stator coils) to see if there is enough of a difference to account for the power difference. [/QUOTE]

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