Yes, please explain. And P.I.A. too.DJM wrote: ↑Fri Mar 06, 2020 5:50 amYour memory is quite right, the CH terminal on both CB and CL72s is simply a terminal post and doesn't connect to any of the other terminals in any switch position. It's actually a P.I.A. as it leaves the rectifier permanently connected to the battery which is why batteries drain/discharge in a few days when the rectifier gets tired. There is a fix for this which retains the standard rectifier if anyone is interested.
Charging System, Wiring, Lighting
If forced to deal a leaky rectifier draining the battery, I would be inclined to replace it. If it's in the condition to drain the battery most likely it's not charging all that well when it's running. A $3 Radio Shack rectifier can solve a lot of problems.
'72 750 Commando
my company car is a Kenworth
You're right of course. The problem is with the selenium rectifier, partly because it uses selenium as a semiconductor and partly because it is 50 years old and these devices have a shelf life.
Back in the 70s I made a made a new rectifier based upon silicon top hat style diodes, partly because of the leakage and partly because silicon makes more efficient diodes so more of the meagre output of the alternator would show up as useful electricity.
These days you can buy a silicon rectifier from your local lawn and garden store for a few dollars which will work much better than the original Honda part.
P.I.A. = Pain in the arse!
I run a '64 CB77 which has a modern solid state rectifier fitted and a '65 CL77 which retains the O.E.M. rectifier.
Both cope fine with long runs with the headlight on, I always ride that way,
If I can find out how to send a private message I'll gladly share my wiring mod with those interested, otherwise send me your E-mail address for details, I suppose if I was a bit cleverer I could post details somewhere and share it that way, suggestions please?