TRIUMPH 765 Racing Alternator Kit 2017+
PLN 4,777.50
Available, delivery time: 1-2 weeks
Product "TRIUMPH 765 Racing Alternator Kit 2017+"
Please choose your desired variant, as well as the appropriate accessories for installation and successful operation!
This is a complete, ready-to-install race alternator kit consisting of the rotor, stator, mounting plate and the dedicated regulator/rectifier. The kit is supplied pre-assembled with all necessary connectors.
In short: the significantly lighter rotor with a much smaller radius results in drastically reduced gyroscopic forces acting on the crankshaft. The effect is immense:
- Easier direction changes, especially in quick chicane transitions
- Much faster engine-speed matching when downshifting under braking, resulting in:
- quicker downshifts
- less chassis disturbance, improved rear-end stability
- more time and confidence when turning in
- later braking
- Improved throttle response and faster acceleration
A typical power gain is around 5–6 hp, although this varies slightly from engine to engine.
The kit uses a compact 45 mm rotor weighing only 198 g.
This not only reduces the effective rotating mass on the crankshaft—since the new rotor is 78% lighter than the OEM unit (198 g vs. 890 g)—but more importantly reduces gyroscopic forces thanks to the much smaller radius (45 mm vs. 120 mm). For comparison: at 14,000 rpm the OEM rotor reaches a tangential speed of approx. 320 km/h, while the race rotor spins at only about 120 km/h.
The key performance advantage comes from the fact that a lighter rotor with a smaller radius is far easier to accelerate and decelerate.
Most racing alternators also use a smaller rotor, but typically with far fewer windings. This results in low and inconsistent output, and they still rely on the OEM regulator—which is not designed to handle surplus power at racing rpm and converts it into damaging heat.
Our alternator kits also feature a compact rotor, but we use high-efficiency, fine-gauge copper wire for the windings. This enables us to deliver strong and consistent power from lower speeds (approx. 4000 rpm).
Another key benefit is the intelligent switching system inside our dedicated regulator/rectifier. Once the required voltage is reached, no additional electrical load is generated at the crankshaft. This keeps the regulator significantly cooler and far more reliable. For this reason, never use our race alternator kits with the OEM regulator.
Insbesondere für die besonderen Ansprüche hinsichtlich notwendiger Kapazitätsreserven in Verbindung mit einer Racing Lichtmaschine empfehlen wir den Einsatz einer LiFePo4 Versorgungsbatterie mit mind. 7,5 Ah, besser 10Ah.
When using a racing alternator, we advise against the use of a lithium polymer battery.
To remove the original flywheel, you will need a puller.
Pullers and LiFePO4 batteries are available here in the shop.
Important installation notice
for race generator kits by BDK Race Engineering
A BDK race generator kit replaces your motorcycle’s rotor, stator and regulator/rectifier with a considerably lighter unit designed for racing. The reduction in rotating mass is noticeable – but it requires a clean installation and brings a different operating behaviour with it. Here is what matters most so your kit works reliably from the start.
Who should carry out the installation?
Installation should be performed by an experienced mechanic – someone confident working on both the engine and the electrical system. Specifically, this includes:
- Removing the generator cover, flywheel/rotor, starter clutch and stator, including retaining the rotor key
- Removing and refitting the pick-up sensor while preserving its original position
- Working with thread-locking compound and defined torque values to manufacturer’s specification
- Cleaning gasket surfaces, correctly seating new gaskets and dowels, sealing the cable grommet – and, on liquid-cooled models, draining and refilling the coolant
- Properly crimping the spade terminals and populating the connector block
- Wiring and fusing the regulator/rectifier into the electrical system, plus taking AC and DC measurements with a multimeter
What matters during installation
- Thread lock is mandatory: All bolts are fitted with thread-locking compound and tightened to the specified torque. Failures have occurred where this was omitted – it is the most common avoidable mistake.
- Use only the supplied regulator: The standard regulator must never be run with a race generator. The regulator body must be properly earthed at all times.
- Regulator mounting: on a flat metal surface in the airflow, away from exhaust heat. Bolt one mounting point and secure the other with a cable tie.
- Mind the cable management: Route and secure the stator and pick-up wiring exactly as it left the factory, using the original clamps – free of chafing, with sufficient slack, never trapped. A chafed wire means a short to earth.
- Connections: Every spade terminal must audibly click into place. The order of the three stator wires is irrelevant – a secure fit is what counts.
- Fuse and switched supply: An intact fuse (30 or 35 A depending on the kit) belongs in the positive lead. The signal wire goes to a switched 12 V positive supply so there is no drain when the bike is off.
- Follow the original instructions: Sequence, torque figures, gasket part numbers and cable lengths are model-specific and covered in the enclosed BDK instructions.
What changes in operation
A race generator deliberately produces less charging output than the standard system. Depending on the kit, it only begins charging from around 3,000 to 5,000 rpm; running for longer periods below that will drain the battery. Three rules follow from this:
- Always start with a fully charged battery, use at least 7.8 Ah, better 10.4 Ah LiFePO4 battery.
- After every session, pull the fuse at the regulator, isolate the 12 V supply or use a battery isolator switch – otherwise the battery may be deeply discharged.
- Never start or run the bike with the battery or the regulator disconnected. This will damage the alternator.
The green LED on the regulator indicates that the system is charging – a useful quick check before and after a session.
Diagnostics
The installer should be able to carry out the basic checks independently with a multimeter: fuse and switched supply, continuity between the stator pins (between any two yes, to earth no), the AC voltage across the stator pins at a fixed engine speed, and the charging voltage at the battery. This narrows down almost any irregularity within minutes – often to something minor such as a blown fuse or a spade terminal that never clicked home. The specific target values are listed in the troubleshooting section of the enclosed instructions.
If you are unsure
That is perfectly fine – in that case, have the installation carried out by a specialist workshop or an experienced racing mechanic. If you have technical questions about your kit, we are happy to help; just get in touch.
Please note: This is racing equipment, intended exclusively for racing and track use and not approved for use on public roads. It has been designed with performance in mind over longevity, and – as is customary for racing parts – the manufacturer gives no warranty, guarantee or liability for these items, in particular none for consequential damage. Your statutory rights towards us as the seller remain unaffected. The original BDK Race Engineering installation instructions supplied with the product are authoritative for the installation itself.
Compatibility
| Brand | Model | Years |
|---|---|---|
| Triumph | TRIUMPH 765 (R/RS/Moto2) | 2017-2026 |
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ZUBEHÖR & ERSATZTEILE RACING LIMA´s
1m charging cable XT60with 4mm banana plug with AWG 12 silicone wiressuitable for LiFePo4 battery and HTRC 150 charger
Battery Disconnect Switch 12 - 32 V 3 positions Recommended for all motorcycles with racing alternator. Comfortable and secure battery disconnection. protect the battery when bike is not in use from discharge. Switch has 3 setting position, removeable in Off-Setting. Needed whole cut for installation 29mm12-36V100A max.
Sealing compound DIRKO HT BLACK ProfiPress 200ml 471.501 Very easy to dose and a perfect consistency. Resealable. Suitable for Don't buy anything cheap. Should always be with you. Nnow based on oxime (neutral cross-linked) - silicone Temperature range from -60°C to + 285 °C (on 24h to + 315°C) pasty, stable, permanently elastic when cross-linked not solvent based UV-resistant non-flammable pressure packaging with new closure technology (handy clip closure and 90° locking nozzle) Color: Black Content: 200ml max. sealing gap: 2.0mm electrically insulating no drying out MEKO-free Reliably seals surfaces, crevices and cracks even when moving. Can be used as a seal for aggregates, engine housings, gears, end caps, oil pans and various engine parts. Neutral cross-linked, also suitable for light alloy engines. Resistant to ozone, extreme weather conditions, cold and hot water, salt water, fats and mineral oils.
2-piece puller for racing alternator rotorWhen pulling rotors with the two-piece puller: First, carefully remove the aluminum threaded washer (with nut head). With newer versions, removing the nut/threaded washer is not necessary, as sufficient thread is available. Engage the outer puller completely. Tighten the central puller bolt until the rotor is released. On some models, the bolt securing the rotor may need to be loosened so that the puller can press against it to release it.
You are ordering a RACEPACE LiFePO4 Endurance Power battery – a high-performance battery system consistently engineered for racing applications. The focus is on electrical stability, repeatable power delivery and maximum reliability under heat, vibration and high current peaks. Compared to conventional motorcycle batteries, the Endurance Power series offers up to 75 % weight reduction while providing significantly higher performance and a substantially extended service life. Polyimide-insulated individual cells – stable electrical safetyEach individual 26650 cylindrical cell is equipped with a high-temperature, electrically stable polyimide insulation layer. This ensures permanently consistent electrical isolation even under thermal stress, vibration and tightly packed cell configurations. Unlike conventional PVC insulation, polyimide maintains its insulation properties across a very wide temperature range and throughout the entire service life – a decisive advantage in racing environments. Copper busbars & precision spot weldingCell interconnections are realized using low-resistance copper busbars, joined by a transistor-controlled bipolar spot-welding machine. Pneumatically regulated electrode pressure ensures reproducible weld quality with minimal thermal stress on the cells. Active cell balancing & external fine-balancing portAn integrated active balancer continuously monitors all cell voltages and intervenes from a voltage difference of just 0.1 V – even during charging. Cells are actively balanced down to approximately 0.01 V. In addition, an external balancing port allows targeted fine balancing using smart chargers. Fine balancing is recommended once per race weekend. Robust, high-temperature & impact-resistant enclosureThe newly developed enclosure is manufactured from a high-performance engineering polymer offering excellent temperature resistance, high impact strength and long-term dimensional stability. It reliably protects the battery pack from mechanical and thermal stress under real racing conditions. Manufactory quality – Made in GermanyEach RACEPACE Endurance Power battery pack is manually assembled and tested. The result is not a mass-produced product, but a deliberately over-engineered high-performance energy system. Optional high-current terminals & adapters: 75A battery terminal instead of standard ring terminals matching 75A onboard connection adapter matching 40A onboard charging adapter 40A charging cable for compatible smart chargers RACEPACE LiFePO4 PARAMETER 5.2 Ah 7.8 Ah 10.4 Ah 13 Ah 15.6 Ah Voltage 13.2V 13.2V 13.2V 13.2V 13.2V Number of cells 8 12 16 20 24 Capacity at 23°C 5.2 Ah 7.8 Ah 10.4 Ah 13 Ah 15.6 Ah Max. continuous discharge 104 A 156 A 208 A 260 A 312 A Max. discharge pulse (10s) 240 A 360 A 480 A 600 A 720 A LxH 110x79 mm | W 56 mm 83 mm 110 mm 137 mm 164 mm Weight 0.75 kg 1.10 kg 1.40 kg 1.75 kg 2.10 kg CHARGING AND OPERATING PARAMETERS PARAMETER 5.2 Ah 7.8 Ah 10.4 Ah 13 Ah 15.6 Ah Recommended charge current 5A 8A 10A 10A 10A Max. continuous charge current 52 A 78 A 104 A 130 A 150A Charge cut-off voltage 14.4V Float charge voltage 14V Discharge temperature range -30°C to 60°C Charge temperature range 0°C to 60°C Storage temperature -40°C to 70°C RACEPACE LiFePO4 TECHNOLOGY – FEATURES AT A GLANCE TECHNOLOGY FEATURES ADVANTAGES Polyimide cell insulation Additional insulation on every individual cell High dielectric strength Electrically stable at elevated temperatures Mechanically stable under vibration Long-term stable electrical insulation Reduced risk of leakage currents Increased operational safety Consistent racing performance Active cell balancing Active from 0.1 V voltage difference Balancing during charging Balances down to approx. 0.01 V Energy-efficient with minimal heat generation Maximum usable capacity Uniform cell aging Significantly extended service life Stable long-term performance External balancing port Dedicated connector for smart chargers Targeted fine balancing possible Independent of onboard charging system Preventive stabilization of the cell pack Recommended for racing use Full control instead of a black-box battery Copper busbars & spot welding Low-resistance copper busbars Transistor-controlled bipolar welding Pneumatically regulated electrode pressure Minimal thermal stress on cells Extremely low contact resistance High cranking current capability Reproducible manufacturing quality Maximum electrical efficiency High-performance enclosure High-temperature resistant engineering polymer High impact resistance Dimensional stability under continuous load Protection against heat & vibration High mechanical safety Designed for racing environments PERFORMANCE DATA AND EFFICIENCY PARAMETER VALUE DESCRIPTION Usable capacity 94.2% at 1C discharge (10.4Ah version) Capacity after 1000 cycles 86% at 1.2C charging (25°C) Weight reduction up to 75% compared to conventional motorcycle batteries Discharge temperature range -30°C to 60°C Extreme temperature range for all applications IMPORTANT SAFETY INFORMATION Water protection Do not immerse the battery in water or expose it to moisture Fire protection Do not throw into open fire or expose to extreme heat Mechanical Do not open, puncture, or mechanically damage the battery Electrical Avoid short circuits and reverse polarity at all costs Charger Use only chargers suitable for LiFePO4 with CC/CV characteristics CERTIFICATIONS AND STANDARDS SAFETY TEST RESULT STANDARD Nail penetration ✓ Passed EUCAR4 Deep discharge ✓ Passed EUCAR3 Thermal stability ✓ Passed EUCAR4 External short circuit ✓ Passed EUCAR3 Crush test ✓ Passed EUCAR3 Overcharge ✓ Passed EUCAR2 Quality standards: UN 3480 (UN38.3), UL 1642, UL1973, IEC 62133-2, REACH, RoHS, ISO-14001, TS/IATF-16949, ISO-9001
Spare Part: Regulator for Racing Alternator 3 Phase Regulator/Rectifier. Every year a high number of alternators fail due to lack of heat transfer and cooling. One reason for this is imbedded in the design of many Japanese and aftermarket regulators. They work by short circuiting the generator, and by doing so the regulator is running at 100% capacity all the time. This way the excess power produced at high rpm by the generator is transferred from electrical energy to heat in the alternator and the regulator. Our regulators work by disconnecting the alternator from the regulator when there is sufficient voltage in the battery. Because the alternator is running without any load it produces less heat and resistance. This design lengthens the life of both the alternator and the regulator, and less resistance on the engine (= more power). The ultimate output of the regulator voltage is adjustable and this product is suitable for use with all types of Lithium racing batteries. There is an LED fitted to the regulator which shows when the regulator is overcoming load on the system. This will work with ALL types of 3 phase alternators and generators. The 3 phase Regulator/Rectifier MUST run with a battery at ALL times. Connection: The regulator is connected to the alternator by the 3 wires in no particular order. The red wire is connected to the battery +ve, via a fuse (fitted). The black wire is connected to the battery –ve. The housing of the rectifier has to be earthed with fitting directly to the body or with an extra wire. The thin blue wire is connected to a switched +ve 12V supply (so no drain occurs when the vehicle is off). You cannot test or run the regulator without the battery connected. The battery and alternator must be charged and in good working order. Always ensure the battery is fully charged before starting. When mounting the regulator please ensure there is good airflow and as much space as possible around it. Spacers behind the regulator will allow extra airflow behind it.
SPAREPART STATOR FOR RACING ALTERNATORS This is the basic stator only intended as a replacement part for those who are confident in wiring and fitting or including the statorcup and stator installation from us. Please choose in the options! For DIY-Buyers: The damaged stator can be removed by being pressed out. Take note of where the stator wires should end up in relation to the stator cup fixing holes and heat the stator cup on a hotplate or similar - the stator should then drop in. Please ensure that the wires do not touch the hot stator cup and that the stator finishes flush and fully home in the cup. The stator core should only just be visible over the edge of the stator cup. Once cool the sheathing, grommet and connector block can be recovered but fresh crimps will be required. Please note some early model generators had a slightly different size stator, in this cases please order with stator cup!
ERSATZ ADAPTERPLATTE SPULE RACING LIMA
Voltmeter Display DC 8-16V Specifications: Display mode: LED digital Display color: Green Measurement Range: DC 8V - 16V Measurement accuracy: ±(0.2%) Dimension: 5.7 x 2.9 x 1cm / 2.2" x 1.1" x 0.4" Wire length: 90cm / 35.4" Waterproof, Dustproof, Shockproof. Simple connection, easy to use. Mini size with 3-digit LED Digital Display. Measures DC Voltage precisely from 8V to 16.0V. Widely used for cars, motorcycles, bikes, substation automation, distribution automation, test equipment, voltage regulator and so on. Displays "LLL" when the voltage is lower than measuring range; displays "HHH" when the voltage is higher than the measuring range. Installation: red to switsched 12V source black to mass
Spezifische Ersatzteile TRIUMPH 765 RACING LIMA
ERSATZ MAGNET rotor TRIUMPH 675 13+
The kit includes: x1 pick up coil mounting plate x1 130 mm silicone sleeve x3 crimps x1 connector x1 outer sleeve length x2 M5/10 screws x2 M5/12 screws x3 M6/10 low head cap screws x6 M6/10 button head screws x6 M5/30 screws.
The kit includes: x1 pick up coil mounting plate x1 130 mm silicone sleeve x3 crimps x1 connector x1 outer sleeve length x2 M5/10 screws x2 M5/12 screws x3 M6/10 low head cap screws x6 M6/10 button head screws x6 M5/30 screws.
Flywheel puller original rotor TRIUMPH 675 13+
PRODUKTE TRIUMPH 765
Please choose your desired variant, as well as the appropriate accessories for installation and successful operation!This is a complete, ready-to-install race alternator kit consisting of the rotor, stator, mounting plate and the dedicated regulator/rectifier. The kit is supplied pre-assembled with all necessary connectors.In short: the significantly lighter rotor with a much smaller radius results in drastically reduced gyroscopic forces acting on the crankshaft. The effect is immense: Easier direction changes, especially in quick chicane transitionsMuch faster engine-speed matching when downshifting under braking, resulting in:quicker downshiftsless chassis disturbance, improved rear-end stabilitymore time and confidence when turning inlater brakingImproved throttle response and faster accelerationA typical power gain is around 5–6 hp, although this varies slightly from engine to engine.The kit uses a compact 45 mm rotor weighing only 198 g. This not only reduces the effective rotating mass on the crankshaft—since the new rotor is 78% lighter than the OEM unit (198 g vs. 890 g)—but more importantly reduces gyroscopic forces thanks to the much smaller radius (45 mm vs. 120 mm). For comparison: at 14,000 rpm the OEM rotor reaches a tangential speed of approx. 320 km/h, while the race rotor spins at only about 120 km/h.The key performance advantage comes from the fact that a lighter rotor with a smaller radius is far easier to accelerate and decelerate.Most racing alternators also use a smaller rotor, but typically with far fewer windings. This results in low and inconsistent output, and they still rely on the OEM regulator—which is not designed to handle surplus power at racing rpm and converts it into damaging heat. Our alternator kits also feature a compact rotor, but we use high-efficiency, fine-gauge copper wire for the windings. This enables us to deliver strong and consistent power from lower speeds (approx. 4000 rpm).Another key benefit is the intelligent switching system inside our dedicated regulator/rectifier. Once the required voltage is reached, no additional electrical load is generated at the crankshaft. This keeps the regulator significantly cooler and far more reliable. For this reason, never use our race alternator kits with the OEM regulator. For the special requirements regarding necessary capacity reserves in conjunction with a racing alternator, we recommend using a LiFePo4 supply battery with at least 7.5Ah, preferably 10Ah.When using a racing alternator, we advise against the use of a lithium polymer battery. To remove the original flywheel, you will need a puller. Pullers and suitable LiFePO4 batteries are available here in the shop. Important installation notice for race generator kits by BDK Race Engineering A BDK race generator kit replaces your motorcycle’s rotor, stator and regulator/rectifier with a considerably lighter unit designed for racing. The reduction in rotating mass is noticeable – but it requires a clean installation and brings a different operating behaviour with it. Here is what matters most so your kit works reliably from the start. Who should carry out the installation? Installation should be performed by an experienced mechanic – someone confident working on both the engine and the electrical system. Specifically, this includes: Removing the generator cover, flywheel/rotor, starter clutch and stator, including retaining the rotor key Removing and refitting the pick-up sensor while preserving its original position Working with thread-locking compound and defined torque values to manufacturer’s specification Cleaning gasket surfaces, correctly seating new gaskets and dowels, sealing the cable grommet – and, on liquid-cooled models, draining and refilling the coolant Properly crimping the spade terminals and populating the connector block Wiring and fusing the regulator/rectifier into the electrical system, plus taking AC and DC measurements with a multimeter What matters during installation Thread lock is mandatory: All bolts are fitted with thread-locking compound and tightened to the specified torque. Failures have occurred where this was omitted – it is the most common avoidable mistake. Use only the supplied regulator: The standard regulator must never be run with a race generator. The regulator body must be properly earthed at all times. Regulator mounting: on a flat metal surface in the airflow, away from exhaust heat. Bolt one mounting point and secure the other with a cable tie. Mind the cable management: Route and secure the stator and pick-up wiring exactly as it left the factory, using the original clamps – free of chafing, with sufficient slack, never trapped. A chafed wire means a short to earth. Connections: Every spade terminal must audibly click into place. The order of the three stator wires is irrelevant – a secure fit is what counts. Fuse and switched supply: An intact fuse (30 or 35 A depending on the kit) belongs in the positive lead. The signal wire goes to a switched 12 V positive supply so there is no drain when the bike is off. Follow the original instructions: Sequence, torque figures, gasket part numbers and cable lengths are model-specific and covered in the enclosed BDK instructions. What changes in operation A race generator deliberately produces less charging output than the standard system. Depending on the kit, it only begins charging from around 3,000 to 5,000 rpm; running for longer periods below that will drain the battery. Three rules follow from this: Always start with a fully charged battery, use at least 7.8 Ah, better 10.4 Ah LiFePO4 battery. After every session, pull the fuse at the regulator, isolate the 12 V supply or use a battery isolator switch – otherwise the battery may be deeply discharged. Never start or run the bike with the battery or the regulator disconnected. This will damage the alternator. The green LED on the regulator indicates that the system is charging – a useful quick check before and after a session. Diagnostics The installer should be able to carry out the basic checks independently with a multimeter: fuse and switched supply, continuity between the stator pins (between any two yes, to earth no), the AC voltage across the stator pins at a fixed engine speed, and the charging voltage at the battery. This narrows down almost any irregularity within minutes – often to something minor such as a blown fuse or a spade terminal that never clicked home. The specific target values are listed in the troubleshooting section of the enclosed instructions. If you are unsure That is perfectly fine – in that case, have the installation carried out by a specialist workshop or an experienced racing mechanic. If you have technical questions about your kit, we are happy to help; just get in touch. Please note: This is racing equipment, intended exclusively for racing and track use and not approved for use on public roads. It has been designed with performance in mind over longevity, and – as is customary for racing parts – the manufacturer gives no warranty, guarantee or liability for these items, in particular none for consequential damage. Your statutory rights towards us as the seller remain unaffected. The original BDK Race Engineering installation instructions supplied with the product are authoritative for the installation itself.
Please choose your desired variant, as well as the appropriate accessories for installation and successful operation!This is a complete, ready-to-install race alternator kit consisting of the rotor, stator, mounting plate and the dedicated regulator/rectifier. The kit is supplied pre-assembled with all necessary connectors.In short: the significantly lighter rotor with a much smaller radius results in drastically reduced gyroscopic forces acting on the crankshaft. The effect is immense: Easier direction changes, especially in quick chicane transitionsMuch faster engine-speed matching when downshifting under braking, resulting in:quicker downshiftsless chassis disturbance, improved rear-end stabilitymore time and confidence when turning inlater brakingImproved throttle response and faster accelerationA typical power gain is around 5–6 hp, although this varies slightly from engine to engine.The kit uses a compact 45 mm rotor weighing only 198 g. This not only reduces the effective rotating mass on the crankshaft—since the new rotor is 78% lighter than the OEM unit (198 g vs. 890 g)—but more importantly reduces gyroscopic forces thanks to the much smaller radius (45 mm vs. 120 mm). For comparison: at 14,000 rpm the OEM rotor reaches a tangential speed of approx. 320 km/h, while the race rotor spins at only about 120 km/h.The key performance advantage comes from the fact that a lighter rotor with a smaller radius is far easier to accelerate and decelerate.Most racing alternators also use a smaller rotor, but typically with far fewer windings. This results in low and inconsistent output, and they still rely on the OEM regulator—which is not designed to handle surplus power at racing rpm and converts it into damaging heat. Our alternator kits also feature a compact rotor, but we use high-efficiency, fine-gauge copper wire for the windings. This enables us to deliver strong and consistent power from lower speeds (approx. 4000 rpm).Another key benefit is the intelligent switching system inside our dedicated regulator/rectifier. Once the required voltage is reached, no additional electrical load is generated at the crankshaft. This keeps the regulator significantly cooler and far more reliable. For this reason, never use our race alternator kits with the OEM regulator. Insbesondere für die besonderen Ansprüche hinsichtlich notwendiger Kapazitätsreserven in Verbindung mit einer Racing Lichtmaschine empfehlen wir den Einsatz einer LiFePo4 Versorgungsbatterie mit mind. 7,5 Ah, besser 10Ah. When using a racing alternator, we advise against the use of a lithium polymer battery. To remove the original flywheel, you will need a puller.Pullers and LiFePO4 batteries are available here in the shop. Important installation notice for race generator kits by BDK Race Engineering A BDK race generator kit replaces your motorcycle’s rotor, stator and regulator/rectifier with a considerably lighter unit designed for racing. The reduction in rotating mass is noticeable – but it requires a clean installation and brings a different operating behaviour with it. Here is what matters most so your kit works reliably from the start. Who should carry out the installation? Installation should be performed by an experienced mechanic – someone confident working on both the engine and the electrical system. Specifically, this includes: Removing the generator cover, flywheel/rotor, starter clutch and stator, including retaining the rotor key Removing and refitting the pick-up sensor while preserving its original position Working with thread-locking compound and defined torque values to manufacturer’s specification Cleaning gasket surfaces, correctly seating new gaskets and dowels, sealing the cable grommet – and, on liquid-cooled models, draining and refilling the coolant Properly crimping the spade terminals and populating the connector block Wiring and fusing the regulator/rectifier into the electrical system, plus taking AC and DC measurements with a multimeter What matters during installation Thread lock is mandatory: All bolts are fitted with thread-locking compound and tightened to the specified torque. Failures have occurred where this was omitted – it is the most common avoidable mistake. Use only the supplied regulator: The standard regulator must never be run with a race generator. The regulator body must be properly earthed at all times. Regulator mounting: on a flat metal surface in the airflow, away from exhaust heat. Bolt one mounting point and secure the other with a cable tie. Mind the cable management: Route and secure the stator and pick-up wiring exactly as it left the factory, using the original clamps – free of chafing, with sufficient slack, never trapped. A chafed wire means a short to earth. Connections: Every spade terminal must audibly click into place. The order of the three stator wires is irrelevant – a secure fit is what counts. Fuse and switched supply: An intact fuse (30 or 35 A depending on the kit) belongs in the positive lead. The signal wire goes to a switched 12 V positive supply so there is no drain when the bike is off. Follow the original instructions: Sequence, torque figures, gasket part numbers and cable lengths are model-specific and covered in the enclosed BDK instructions. What changes in operation A race generator deliberately produces less charging output than the standard system. Depending on the kit, it only begins charging from around 3,000 to 5,000 rpm; running for longer periods below that will drain the battery. Three rules follow from this: Always start with a fully charged battery, use at least 7.8 Ah, better 10.4 Ah LiFePO4 battery. After every session, pull the fuse at the regulator, isolate the 12 V supply or use a battery isolator switch – otherwise the battery may be deeply discharged. Never start or run the bike with the battery or the regulator disconnected. This will damage the alternator. The green LED on the regulator indicates that the system is charging – a useful quick check before and after a session. Diagnostics The installer should be able to carry out the basic checks independently with a multimeter: fuse and switched supply, continuity between the stator pins (between any two yes, to earth no), the AC voltage across the stator pins at a fixed engine speed, and the charging voltage at the battery. This narrows down almost any irregularity within minutes – often to something minor such as a blown fuse or a spade terminal that never clicked home. The specific target values are listed in the troubleshooting section of the enclosed instructions. If you are unsure That is perfectly fine – in that case, have the installation carried out by a specialist workshop or an experienced racing mechanic. If you have technical questions about your kit, we are happy to help; just get in touch. Please note: This is racing equipment, intended exclusively for racing and track use and not approved for use on public roads. It has been designed with performance in mind over longevity, and – as is customary for racing parts – the manufacturer gives no warranty, guarantee or liability for these items, in particular none for consequential damage. Your statutory rights towards us as the seller remain unaffected. The original BDK Race Engineering installation instructions supplied with the product are authoritative for the installation itself.
Electro-mechanical Downshift Blipper & Advanced Quickshifter System for nearly all non-ride-by-wire motorcycles. Please select either the carburetor or EFI version and enter the exact model name and year of manufacture in the “Order and Delivery Comments” field during checkout. Examples of compatible bikes: Honda CBR600F 1987–2013 Honda CBR600RR 2003–2016 Honda Fireblade CBR900RR 1992–2003 Honda Fireblade CBR1000RR 2004–2016 Kawasaki ZX-6R incl. 636 1995–2018 Kawasaki ZX-7R 1996–2003 Kawasaki ZX-10R 2004–2014 Suzuki GSX-R600 from 1992 Suzuki GSX-R750 from 1985 Suzuki GSX-R1000 2001–2016 Triumph Daytona 675R from 2013 Yamaha YZF-R6 1999–2005 Yamaha YZF-R1 1998–2006 The kit includes: IRC ECU with integrated digital display Dual-channel solid-state load-cell shift rod sensor Shift rod Blipper solenoid actuator with bracket Throttle cable junction box Solenoid actuator sub-harness Throttle pulley cable (carburetor or EFI) Replacement throttle twist grip cable Stick coil connectors Complete related wiring harness During downshifting, the IRC control unit activates a gear- and RPM-specific throttle blip. This eliminates the need to pull the clutch when downshifting. The bidirectional IRC sensor also provides the necessary signal for the OEM ECU’s quickshifter function. Adjustable parameters: Shift force for upshifts Shift force for downshifts Blip duration Blip trigger RPM Sensor direction: pull or push All settings can be adapted to your riding style (road or race) and your specific rearset configuration. No road homologation (no ABE)2-year manufacturer warranty Installation notice IRC components interface directly with your motorcycle’s engine management and sensor systems. Installed correctly, they deliver reliable performance for years — so here is what matters most. Installation should be carried out by an experienced mechanic who is confident working with the electronic components of modern motorcycles: Ignition coils Throttle position sensor (TPS) Gear position sensor Throttle grip / twist grip sensor Demand sensor Fuel injectors Equally important during installation: Work carefully — seat all connectors fully, keep contacts dry and corrosion-free, observe torque values. Mind the cable management — route wiring free of chafing with sufficient slack, away from hot and moving parts, and secure it properly. Follow the IRC installation instructions — sequence, pin assignment and operating parameters are product-specific. Be able to read fault codes — most irregularities after a modification can be narrowed down within minutes. A solid understanding of the rest of the motorcycle’s electronics and of how the components interact is just as valuable. If you are unsure, have the installation done by a specialist workshop or an experienced racing mechanic — and feel free to contact us with technical questions. These products are intended exclusively for racing and track use and are not approved for use on public roads. Damage caused by improper installation, deviating settings or inadequate cable management is excluded from the manufacturer’s warranty. Warranty conditions This product is covered by the international warranty conditions of IRC S.r.l. Download the IRC international warranty conditions (PDF)
ERSATZ MAGNET rotor TRIUMPH 675 13+
The kit includes: x1 pick up coil mounting plate x1 130 mm silicone sleeve x3 crimps x1 connector x1 outer sleeve length x2 M5/10 screws x2 M5/12 screws x3 M6/10 low head cap screws x6 M6/10 button head screws x6 M5/30 screws.
The kit includes: x1 pick up coil mounting plate x1 130 mm silicone sleeve x3 crimps x1 connector x1 outer sleeve length x2 M5/10 screws x2 M5/12 screws x3 M6/10 low head cap screws x6 M6/10 button head screws x6 M5/30 screws.
You are ordering one brake pad per unit, sufficient for one rear brake caliper.VESRAH WIN racing brake pads have been specifically designed for controlled and safe use in rear wheel braking. They impress with outstanding control and stability. They are available in various compounds for different braking preferences and riding styles for maximum braking precision and optimal brake pressure control. VESRAH WIN RACEPACE brake pads for rear wheel braking Stable line control in corners – thanks to finely adjustable rear braking No jerking – consistent braking behavior even at high temperatures Four different compounds – choose the optimal material for your riding style Better corner exit – use the tighter line with more RPM on the straight Trust the rear brake – and take your riding skills to the next level Vesrah Racing Compounds – Overview of Properties Compound Properties Chart Vesrah WINB-Pads (GRAY) Beginner? Don't like using the rear brake? With Vesrah XD B-Pads, rear braking is much more comfortable and safer, without risk of locking up. B-Pads are recommended for motorcycles with 250cc or smaller displacement engines Vesrah WINE-Pads (Brown) E-Pads are for experienced riders who have a lot of experience with rear braking. The brake material of the E-Pads for rear braking has transparent brake force development, giving you greater control. E-Pads are recommended for motorcycles with 600cc or larger engines. Vesrah WINP-Pads (RED) P-Pads are perfect for experienced riders who already have a lot of experience with rear brake force application. P-Pads have increased braking power compared to the E-Pads (BROWN). Vesrah WINS-Pads (BLUE) For intensive use of the rear brake and motorcycles with very powerful engines. Highest braking power of all XD-Pads.
You are ordering one brake pad per unit, sufficient for one rear brake caliper.VESRAH WIN racing brake pads have been specifically designed for controlled and safe use in rear wheel braking. They impress with outstanding control and stability. They are available in various compounds for different braking preferences and riding styles for maximum braking precision and optimal brake pressure control. VESRAH WIN RACEPACE brake pads for rear wheel braking Stable line control in corners – thanks to finely adjustable rear braking No jerking – consistent braking behavior even at high temperatures Four different compounds – choose the optimal material for your riding style Better corner exit – use the tighter line with more RPM on the straight Trust the rear brake – and take your riding skills to the next level Vesrah Racing Compounds – Overview of Properties Compound Properties Chart Vesrah WINB-Pads (GRAY) Beginner? Don't like using the rear brake? With Vesrah XD B-Pads, rear braking is much more comfortable and safer, without risk of locking up. B-Pads are recommended for motorcycles with 250cc or smaller displacement engines Vesrah WINE-Pads (Brown) E-Pads are for experienced riders who have a lot of experience with rear braking. The brake material of the E-Pads for rear braking has transparent brake force development, giving you greater control. E-Pads are recommended for motorcycles with 600cc or larger engines. Vesrah WINP-Pads (RED) P-Pads are perfect for experienced riders who already have a lot of experience with rear brake force application. P-Pads have increased braking power compared to the E-Pads (BROWN). Vesrah WINS-Pads (BLUE) For intensive use of the rear brake and motorcycles with very powerful engines. Highest braking power of all XD-Pads.
You are ordering two brake pads per unit, sufficient for one brake caliper.VESRAH racing brake pads are specifically developed for use in motorcycle racing under all weather conditions. They offer outstanding temperature stability, are available in different compounds for various braking preferences and riding styles, and feature an especially stiff backing plate to ensure maximum braking precision, optimal brake pressure control, and free wheel rotation. Racing in any weatherEven in wet conditions, full braking power is restored instantly. The metal-on-metal friction generates immediate heat – water evaporates instantly, completely fade-free. Stability across the full temperature rangeSintered metal pads are designed to maintain their coefficient of friction consistently across the entire racing temperature range – no softening, no outgassing. Vesrah's specially developed steel backing plate also provides maximum shape stability. Customized braking behavior – tailored to your riding styleWhether you accelerate early and aggressively or brake late and hard into corners: Vesrah pads offer optimized compounds for different riding techniques, allowing maximum control based on your personal riding style. Vesrah Racing Compounds – Overview of Properties Compound Properties Chart Vesrah RJL Very smooth, controlled initial bite Ideal for beginners and intermediate riders Especially durable and consistent Proven in endurance races Vesrah RJL-SS Very strong initial bite High endurance – ideal for advanced riders More direct feedback than XX Very popular – often sold out Vesrah RJL-XX Softer initial bite with strong effect in the temperature range Very durable – suitable for advanced riders Especially stable over race distances Vesrah RJL-ZZ Very strong initial bite Good control and modulation Medium durability – ideal for light/midweight bikes Newest pad generation for maximum performance from the first brake Vesrah RJL-RX Very strong initial bite Very good control and modulation High durability – ideal for all category bikes Newest pad generation for maximum performance from the first brake
You are ordering two brake pads per unit, sufficient for one brake caliper.VESRAH racing brake pads are specifically developed for use in motorcycle racing under all weather conditions. They offer outstanding temperature stability, are available in different compounds for various braking preferences and riding styles, and feature an especially stiff backing plate to ensure maximum braking precision, optimal brake pressure control, and free wheel rotation. Racing in any weatherEven in wet conditions, full braking power is restored instantly. The metal-on-metal friction generates immediate heat – water evaporates instantly, completely fade-free. Stability across the full temperature rangeSintered metal pads are designed to maintain their coefficient of friction consistently across the entire racing temperature range – no softening, no outgassing. Vesrah's specially developed steel backing plate also provides maximum shape stability. Customized braking behavior – tailored to your riding styleWhether you accelerate early and aggressively or brake late and hard into corners: Vesrah pads offer optimized compounds for different riding techniques, allowing maximum control based on your personal riding style. Vesrah Racing Compounds – Overview of Properties Compound Properties Chart Vesrah RJL Very smooth, controlled initial bite Ideal for beginners and intermediate riders Especially durable and consistent Proven in endurance races Vesrah RJL-SS Very strong initial bite High endurance – ideal for advanced riders More direct feedback than XX Very popular – often sold out Vesrah RJL-XX Softer initial bite with strong effect in the temperature range Very durable – suitable for advanced riders Especially stable over race distances Vesrah RJL-ZZ Very strong initial bite Good control and modulation Medium durability – ideal for light/midweight bikes Newest pad generation for maximum performance from the first brake Vesrah RJL-RX Very strong initial bite Very good control and modulation High durability – ideal for all category bikes Newest pad generation for maximum performance from the first brake
Flywheel puller original rotor TRIUMPH 675 13+