Kawasaki Ninja 400 Racing Alternator Kit 2018+
€1,079.00
Available, delivery time: 1-2 weeks
Product "Kawasaki Ninja 400 Racing Alternator Kit 2018+"
Kawasaki Ninja 400 Racing Alternator Kit 2018+ – without comfort relay is the version of the BDK Racing alternator kit for the KAWASAKI Ninja 250 / 300 / 400 (2018–2026): lightweight rotor for reduced gyroscopic forces on the crankshaft and faster downshifting, without comfort relay (electrical consumers are disconnected) – for the racetrack and racing conversions.
Fits KAWASAKI Ninja 250 / 300 / 400 2018–2026.
Each unit includes rotor, stator with mounting plate and regulator, all connectors pre-fitted.
(RG-KAW-NIN400-18+ .2, BDK Racing Lima)
Please select your preferred variant and the matching accessories for installation and successful operation!
This is a complete, ready-to-fit kit consisting of the rotor, the alternator coil including the corresponding mounting plate, and the alternator regulator. The kit is supplied pre-assembled with all necessary connectors.
In short: The significantly lighter rotor, with a smaller radius, results in substantially reduced gyroscopic forces on the crankshaft. The effect is immense:
- Easier direction changes, especially in chicanes
- Significantly faster matching of engine speed when downshifting under braking, resulting in:
- Faster downshifting
- Less instability, a more stable rear end
- More time and comfort when turning in
- Later braking
- Improved throttle response, faster acceleration
The typical power gain is approximately 3 hp, although this varies from engine to engine.
This kit uses a rotor with a diameter of 80 mm and a weight of only 294g.
This not only reduces the effective weight of the crankshaft, since the new rotor is 75% lighter than the original rotor (1,210g), but above all reduces gyroscopic forces thanks to the significantly smaller radius of 80mm instead of 120mm. A practical example to illustrate the effect: at 14,000 rpm, a standard rotor reaches a rotational speed of 320 km/h due to its larger radius, whereas the kit rotor reaches only 209 km/h.
The main performance benefits stem from the fact that a lighter rotor with a significantly smaller radius is much easier to accelerate and decelerate.
Most racing alternators also use a smaller rotor, but compared to ours, usually with significantly fewer windings in the coil, resulting in uneven and relatively low output. In addition, the original regulator is often retained, which is not designed for the excess power generated at the required revs and can only convert this into damaging heat.
Our alternator kits also use a small rotor, but we use a particularly efficient and fine wire for our windings. This allows us to deliver strong, consistent power from lower revs onwards (approx. 4,000 rpm).
Another clever feature lies in the switching system of our special alternator regulator. Once the desired voltage is reached, no further electricity is generated at the crankshaft. This results in a significantly cooler and more durable regulator. For this reason, you should never use our alternator kits with the original regulator.
Particularly in view of the specific requirements regarding the necessary capacity reserves in conjunction with a racing alternator, we recommend using a LiFePO4 supply battery with a minimum of 7.5 Ah, preferably 10 Ah.
We advise against using a lithium polymer battery in combination with a racing alternator.
To remove the original flywheel, you will need a puller.
Pullers and LiFePO4 batteries are available here in the shop.
Important installation notice
for racing alternator kits from BDK Race Engineering
A BDK racing alternator kit replaces your motorcycle's rotor, stator and regulator/rectifier with a significantly lighter unit designed for racing use. This provides a noticeable reduction in rotating mass – but requires careful installation and involves changed operating behaviour. To ensure your kit works reliably from the outset, here is an overview of the most important points.
Who should carry out the installation?
Installation should be carried out by an experienced mechanic – someone who is confident working on the engine and the vehicle's electrical system. Specifically, this includes:
- Removal of the alternator cover, flywheel/rotor, starter clutch and stator, including securing the Woodruff key (rotor key)
- Removal and refitting of the ignition pulse sensor (pickup), maintaining the original installation position
- Working with thread locker and specified torque values according to the manufacturer's instructions
- Cleaning sealing surfaces, correctly fitting new gaskets and locating dowels, and sealing the cable grommet
- Professional crimping of the spade connectors and fitting of the connector housing
- Connection and fusing of the regulator/rectifier in the vehicle electrical system, plus measurements with a multimeter in AC and DC
What matters during installation
- Thread locker is mandatory: All screws must be fitted with thread locker and tightened to the specified torque. Failures have already occurred due to missing thread locker – this is the most common avoidable mistake.
- Only use the supplied regulator: The standard regulator must never be used with a racing alternator. The regulator body must have a permanently clean earth connection.
- Regulator mounting: on a flat metal surface exposed to airflow, away from exhaust heat. One mounting point bolted, the second secured with a cable tie.
- Pay attention to cable management: Route the stator and pickup wires and secure them with the original clamps as done from the factory – free of chafing, with sufficient movement clearance, and not pinched. A chafed cable causes a short to earth.
- Connectors: Every spade connector must click audibly into place. The order of the three stator wires is not important – a secure fit is what counts.
- Fusing and switched positive: An intact fuse (30 or 35 A depending on kit) must be fitted in the positive line. The signal wire must be connected to a switched 12V positive supply so that no standing current flows when parked.
- Follow the original installation instructions: Sequence, torque values, gasket part numbers and cable lengths are model-specific and are detailed in the enclosed BDK instructions.
What changes during operation
A racing alternator deliberately delivers less charging output than the standard system. Depending on the kit, it only starts charging from around 3,000 to 5,000 rpm; prolonged running at lower engine speeds will discharge the battery. This results in three fixed rules:
- Always start with a fully charged battery, using at least a 7.8 Ah LiFePO4 battery, ideally 10.4 Ah.
- After each session, remove the fuse at the regulator, disconnect the 12V supply, or use a battery disconnect switch – otherwise deep discharge may occur.
- Never start or run the bike with the battery disconnected or the regulator unplugged. This will damage the alternator.
The green LED on the regulator indicates that charging is taking place – a useful quick check before and after each session.
Diagnostics
The installer should be able to independently check with a multimeter: the fuse and switched positive supply, continuity between the stator pins (present between each other, none to earth), the AC voltage between the stator pins at a constant engine speed, and the charging voltage at the battery. This allows almost all faults to be narrowed down within a few minutes – often to something minor such as a blown fuse or a connector that hasn't clicked into place. The specific target values can be found in the troubleshooting section of the enclosed instructions.
If you're unsure
That's not a problem – in this case, please have the installation carried out by a specialist workshop or an experienced racing mechanic. If you have any technical questions about your kit, we'll be happy to help; just get in touch with us.
Please note: This is racing equipment intended exclusively for competition and track use and is not approved for use on public roads. In its development, performance takes priority over durability; as is common for racing parts, the manufacturer provides no warranty or liability for these parts, in particular not for consequential damage. Your statutory rights against us as the seller remain unaffected. The original installation instructions from BDK Race Engineering supplied with the product are authoritative for installation.
Compatibility
| Brand | Model | Years |
|---|---|---|
| Kawasaki | KAWASAKI Ninja 250 / 300 / 400 | 2018-2026 |
Installation Intro
Preview of the installation manual: introduction, safety rules and scope of delivery.
Manufacturer: B.D.K. Race Engineering, Norwich (UK) Fitting Instructions
BDK Race Generator Kit
These instructions take you step by step through removal, fitting, electrical connection, commissioning and testing of the kit. With the Ninja 400 kit the original generator cover is retained: the racing stator is mounted on a mounting plate, the pick-up gets spacers, the BDK rotor is bolted to the original starter clutch, and the stator lead is cut to length and fitted with crimp pins. They supplement BDK's short English fitting instructions with test values, a sign-off checklist and practical experience. Please read in full before you start.
- Fit all screws with thread-locking compound and tighten to the specified torque. Failures have occurred without thread-lock – this is the most common avoidable mistake.
- Rotor bolt ≈ 34 Nm (BDK: 25 ft·lb) with thread-locking compound; tighten the six M6 × 12 to the starter clutch only afterwards (centring).
- Use only the supplied racing regulator/rectifier. The original regulator destroys the race generator. The regulator housing must be properly earthed.
- Blue sense wire to switched positive 12V supply (ignition live). Permanent live drains the battery when parked, missing live prevents charging.
- Pick-up with 10 mm spacers (M6 × 20) and wires routed as from the factory with the original clamp – nothing pinched. And: never run the engine with the battery disconnected or the regulator unplugged.
Contents
1Before you begin – requirements & safety
A BDK race generator kit replaces the rotor (flywheel), stator (coil) and regulator/rectifier with a significantly lighter unit designed for race use. The lightweight rotor saves a large part of the rotating mass of the original generator – you feel it when tipping into corners, when downshifting and in throttle response. The price: the system demands a careful installation and changed operating behaviour (Section 9).
What you should be confident doing
- Removing the fairing, generator cover and flywheel with a puller – without force and without damaging gasket faces; separating the flywheel and starter clutch
- Removing and refitting the ignition pick-up with spacers
- Working with thread-locking compound and a torque wrench in the 5–35 Nm range
- Clean the sealing faces properly, fit the new paper gasket and locating dowels correctly
- Vehicle wiring: identify the switched positive, tap it cleanly and insulate it; fit crimp pins properly and populate the connector block
- Measuring with the multimeter in AC, DC and Ω (continuity)
If you are unsure about any point
Have the installation carried out by a specialist workshop or an experienced race mechanic. A mistake here can cost the rotor, stator, regulator or, in the worst case, the engine. If you have technical questions about the kit, we are happy to help before installation – contact details are on the last page.
These instructions are deliberately detailed. Experienced mechanics can skim the basics; the points in bold and the test values apply to everyone.
- Let the engine cool down completely. Support the motorcycle securely (rear paddock stand, front stand if necessary), ignition off, remove the key.
- Disconnect the battery first – always undo the negative terminal first and connect it last when reconnecting. With lithium batteries, never lay tools across both terminals.
- The generator cover is oil-wetted. Drain the engine oil before opening (Step 1) – this way only residual oil runs out when the cover is removed, the gasket faces stay dry and the bearing area stays clean. Have a drain pan, rags and gloves ready; remove any oil on tyres or brakes immediately.
- The rotor is a permanent magnet: swarf, screws and metal debris are attracted to it. Before fitting, dab the magnet side thoroughly with adhesive tape and check it.
- Use thread-locking compound, silicone remover and sealant only in ventilated rooms; observe the safety data sheets.
2Check kit contents & ordered option
Check the contents completely before you strip the motorcycle. If anything is missing or a part is damaged, do not start the installation – contact us.
| Item | Qty | |
|---|---|---|
| Racing stator windings assembly (stator) with cable sheath | 1 | |
| Rotor assembly (lightweight rotor, bolted to the original starter clutch) | 1 | |
| Mounting plate for stator windings assembly | 1 | |
| Spacers 10 mm for the ignition pick-up | 2 | |
| Racing regulator/rectifier with connection leads, green LED, fuse holder (35 A) and adjustment screw | 1 | |
| Screws M6 × 12, button head (rotor → starter clutch) | 6 | |
| Screws M5 × 30, button head (stator assembly → mounting plate) | 6 | |
| Screws M6 × 10, low head (mounting plate → cover) | 3 | |
| Screws M6 × 20, button head (pick-up with spacers) | 2 | |
| 3-pin connector block with pins | 1 | |
| Thread-locking compound, small bottle | 1 | |
| Original fitting instructions from BDK Race Engineering (“Kawasaki NINJA 400 Race Generator Fitting Info”, English) | 1 |
Your ordered option (please tick)
| Comfort Relay | yes – nothing needs to be disconnected after use no – battery or regulator is disconnected after use |
| Connection | Ring terminals directly to the battery (there is no OEM-connector conversion for Kawasaki) |
New cover gasket (genuine Kawasaki part), silicone sealant for the grommet, silicone remover, flywheel puller to suit the model (available in the shop), engine oil with sealing washer for the drain plug, and the recommended LiFePO4 battery (min. 7.8 Ah, better 10.4 Ah). A battery isolator switch makes sense if you have not ordered a Comfort Relay (Section 9).
- The original cover is retained; the stator goes onto the BDK mounting plate, the pick-up is refitted with 10 mm spacers and M6 × 20.
- The BDK rotor is bolted to the original starter clutch with six M6 × 12 – rotor bolt ≈ 34 Nm first, then the starter clutch bolts.
- The original grommet and approx. 40 mm of original wire are retained; the new stator lead is cut to length, sheathed and fitted into the connector block with crimp pins. According to BDK, bolt the regulator to metal through both holes.
The complete installation manual (10 pages) is included in print with every kit.
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ZUBEHÖR & ERSATZTEILE RACING LIMA´s
Replacement Coil Racing Alternator is the BDK alternator coil (stator) as a spare part for all BDK racing alternator kits: identical to the coil supplied in the kit, available either pre-fitted into the carrier ring or as a single coil – for replacement after a defect, crash or heat damage. Suitable for all BDK racing alternator kits (universal, carrier ring model-specific). Each replacement coil unit comes as a single coil, either with or without the carrier ring fitted, depending on the variant. (RG-SPP-SPULE, Racing Alternator Coil, Alternator Stator BDK, BDK Coil Replacement) 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!
Replacement Regulator for Racing Alternator is the intelligent 3-phase 240 W regulator/rectifier for all BDK racing alternators: rather than regulating by short-circuiting like conventional regulators, it regulates according to load, resulting in significantly less heat build-up and no heat-related failures on the racetrack – ideal as a replacement or spare for your racing electronics. Fits all BDK Racing Alternator Kits (universal). With each Replacement Regulator you receive one regulator/rectifier, available with or without comfort relay. (RG-SPP-REGREC, Racing Alternator Regulator, Alternator Regulator 3-Phase 240W, BDK Regulator Rectifier) 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.
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
Replacement Adapter Plate Racing Alternator Coil is the BDK mounting plate on which the racing alternator coil is fitted inside the alternator cover: CNC-machined, compatible with the BDK coils of the BP01–10 series – as a replacement after damage or for a second cover. Fits all BDK racing alternator kits with coil adapter plate BP01–10. For each Replacement Adapter Plate unit, you receive one plate without coil and screws. (RG-SPP-ROT-BDK_BP01-10, BDK Adapter Plate, Racing Alternator Coil Mount, Alternator Coil Mounting Plate) REPLACEMENT ADAPTER PLATE COIL RACING ALTERNATOR
2-Piece Puller for Racing Alternator Rotor is the two-part BDK tool for removing the rotor from all BDK Racing alternators: the outer puller engages on the rotor, and the central puller bolt pushes the rotor off the crankshaft in a controlled manner – for maintenance, coil replacement and engine conversion. Suitable for all BDK Racing alternator rotors (universal, model-independent). With each 2-Piece Puller unit, you receive an outer puller and a central puller bolt. (RG-BDK-ABZ-2TLG, BDK Puller, Racing Alternator Rotor Puller, 2-Piece Rotor Puller) 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.
Battery Isolator Switch 12–32 V, 3 Position is the main switch for safely disconnecting the battery from the electrical system, recommended for all motorcycles fitted with a racing alternator: protects the (LiFePO4) battery from deep discharge during storage periods, three detent positions, removable rotary knob in the Off position, up to 100 A – for racing motorcycles. Suitable for all 12 to 36 V electrical systems, installation diameter 29 mm. Per unit of Battery isolator switch, you receive one switch with a removable rotary handle. (RG-ACC-BATTSWITCH-3-POS, Lampa battery isolator switch, motorcycle battery master switch, racing bike battery emergency stop) 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.
DIRKO HT Black Sealant ProfiPress 200 ml is the high-temperature-resistant silicone sealant from Elring (471.501) in the ProfiPress cartridge: permanently elastic up to 250 °C, resistant to oil and coolant – for sealing the alternator cover when fitting the BDK racing alternator and for all engine casing sealing surfaces without a paper gasket. Suitable for all alternator and engine covers; recommended for every BDK racing alternator installation. Per unit of DIRKO HT, you receive a 200 ml cartridge for the ProfiPress gun. (RG-Acc-DirkoHT, 471.501, Elring Dirko HT, Dirko HT black 200ml, alternator cover sealant) 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.
Voltmeter display DC 8–16 V is the compact digital voltage display for the 12 V electrical system: it shows the racing alternator's charging voltage and the battery condition directly on the cockpit, so that regulator or battery issues can be detected early on the track. Suitable for all 12 V electrical systems (display range 8–16 V), recommended in combination with a BDK racing alternator and LiFePO4 battery. Per unit of Voltmeter display, you receive one display with connecting cable. (RG-ACC-VOLT-DISPLAY, motorcycle voltmeter 12V, racing bike voltage display, battery monitor display) 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
1m charging cable XT60with 4mm banana plug with AWG 12 silicone wiressuitable for LiFePo4 battery and HTRC 150 charger