Indeed Keith I have 3 bikes with NiFe batteries and I would fit the corresponding regulators in a flash. But every time I go to the NiFe regulator shop....It's shut!!!???:confused: Ron
email (option): ronpier@talk21.com
Early Maglites were only 4 volt so would need a 4 volt battery for its 8 watt headlight bulb.Later ones were 6 volt.
After riding with an 8 watt headlamp bulb the glow from a blackout mask must have made them feel quite at home...
Having ridden my bikes at night over Dartmoor many times (without any streetlights) but with a standard 6 volt Lucas set up I don't think I'd relish any less lighting..It's nearly impossible to see the sheep, cows, badgers, rabbits, foxes and ponies as it is!!....:milky_way: Ian
email (option): ian@wright52.plus.com
Ni-Fe regulators seem to be very scarce in the UK...Probably not surprising as the corresponding batteries seem to have been actively withdrawn from service...They were clearly in use with the BEF up until June 1940, but I can't recall any photos of them in use in the UK after that point. They turn up occasionally in Europe, generally with ex-BEF parts.
I have photos of Ni-Fe MCR1 bases and covers on file dating from 12/1936 through until 10/1939...WD CVCs then seem to have been marked 'Lead-Acid' to differentiate them from at least September 1939 (This is probably the first month that they were fitted to WD motorcycles) up until June 1942.
My December 1939 16H, 'as found' had a June 1937 Ni-Fe base in bronze green, roughly overpainted in KG3, wearing a November '39 dated KG3 cover with a part number that relates to the Lead-Acid type. Presumably it was a field replacement...the question is does that mean that a Ni-Fe battery had been fitted too, or had the Ni-Fe reg been recalibrated ?
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The letters had a white infill.
Keith
I wrote a little on the Ni-Fe batteries on my website explaining the difference between the two types of batteries.
Basically an Alkaline battery has 1,2V per cell where the Lead Acid cell produces 2,1V per cell.
Hence the bigger and more heavy Ni-Fe battery as it needed 5 cells instead of 3 cells to produce 6V.
The Chargeing current/voltage profiles are different hence the different CVC boxes.
It was possible to use a Lead Acid CVC on Ni-Fe batteries and vice versa but neither would result in an optimum chargeing of the battery.
Cheers,
Rob
email (option): wd16h@telfort.nl
I wrote a little on the Ni-Fe batteries on my website explaining the difference between the two types of batteries.
Basically an Alkaline battery has 1,2V per cell where the Lead Acid cell produces 2,1V per cell.
Hence the bigger and more heavy Ni-Fe battery as it needed 5 cells instead of 3 cells to produce 6V.
The Chargeing current/voltage profiles are different hence the different CVC boxes.
It was possible to use a Lead Acid CVC on Ni-Fe batteries and vice versa but neither would result in an optimum chargeing of the battery.
Cheers,
Rob[/quote]Thanks Rob and all for the explanations and advice. I am still wading through the boxes and racks of spares that lurk in the garage and when I re-discover the NIFE Regulator Box again I will send some photos to Ron and ask him to post them on here.
Whilst rummaging I also noted the slight variation in the battery carrier hinged cover - I have some that lack the returns so assume these were for the larger NIFE batteries whereas the the hinged cover with returns was for the lead acid battery.
email (option): keithchandler@clistandchandler.co.uk
email (option): keithchandler@clistandchandler.co.uk
Ha Ha! Yes Keith. But considering what you can see of the regulators on the bikes in question....No one will know the difference anyway. But it would be extremely nice to own a genuine NiFe regulator, if you find you have one surplus to sell.
Regards Ron
email (option): ronpier@talk21.com
If I would find a real Ni-Fe CVC I would hate to gut it to put electronics in it so I will just use an ordinary version and add the Ni-Fe marking.
When riding by, nobody will see the difference, and I think honestly 99% of the people have no clue anyway!!!
The battery straps without the side restrictions were indeed the early ones for Ni-Fe. The later ones with fixed side support for the Lead Acid versions.
When replacing the Ni-Fe with a Lead-Acid on an existing MC, they used a seperate/loose side support which can be nicely seen on the wartime instruction video "Army motor cycling".
Cheers
Rob
email (option): wd16h@telfort.nl
Rob, that's my feeling too, which is why my Ni-Fe box is on the shelf.
There may be a difference in the number of coils, but the Lead-Acid type changed over time too.
Nortons and Triumphs with their clip fitting regulators on the frame tubes are probably the only two makes where the base can be clearly seen, especially where the white infill is present.
Engraving would probably be needed to replicate the marking. I can't imagine that any form of letter punch would give the correct depth and profile.
Royal Enfield don't seem to have used the loose cross straps on WD/Cs, but their battery carrier had side projections anyway. They do though seem to have adopted the standard cover with welded-on strap when it became the norm. The 'D' would probably have been the only Ni-Fe period RE.
"The 'D' would probably have been the only Ni-Fe period RE"
Correct Rik! I have one on my WD/D and both my BSA KC10 and WC10. Ron
email (option): ronpier@talk21.com
I was lucky to obtain a Nife regulator - bsa type
But after discovering my project bike was produced after it’s discontinuation- I am unsure what to do now - it was another nice feature along with the big battery I had wanted on my bike
Lots of good information in this thread
Br
Job
email (option): jonnyob1@googlemail.com