Champion 73536i Betreibershandbuch PDF herunterladen (Seite 4)

52 June 2012 ARRL – The national association for Amateur Radio www.arrl.org

Testing

The Honda EU2000i started on the first pull.

I found the voltage to be a bit high, 127 V ac

output with a 100 W load. The voltage varied

4.6 V from no-load to full-load. With the

highest loads, the Honda was quiet with very

little visual vibration. The no-load to full-

load response was the best of the four. I ran

the Honda with a 2000 W load for its rated

30 minutes with not one hint of overheating or

straining.

While the Honda has levels of conducted

emission as high as the other three on

160 meters, the levels drop off quickly, mak-

ing this the least offending inverter genera-

tor in this department. See Figure 1. Though

some noise can be heard, a receiver is usable

with this generator attached to an extension

cord. Ignition noise was fairly low as well.

The 98.5 cc engine provided

4.480 kWh/G, number two in

the fuel economy department.

The Honda powered a circular

saw flawlessly in both

ECONOMY

modes.

Manufacturer: American Honda

Power Equipment Division,

4900 Marconi Dr, Alpharetta,

GA 30005; tel 770-497-6400;

powerequipment.honda.com.

Yamaha EF2000iS

This royal blue 1600 W (2000 W

maximum) inverter generator

included a manual, spark plug

wrench and battery charging

cable.

On the right side is the control

panel, arcing around the pull

cord handle. At the top of the

panel are a red

OIL WARNING

light, a green

AC pilot light and a

red

OVERLOAD indicator. While

testing, I found the

OVERLOAD

indicator illuminated at the

1850 W threshold. Lower on

the control panel are a black

ECONOMY mode switch and a

red engine on/off switch. About

halfway down are the fuel

shutoff valve and a choke control

that must be pulled out when

starting the engine. Below the

choke are terminals for running

two generators in parallel and

two ac outlets. At the bottom of

the control panel are the dc

receptacle, dc circuit breaker and

ground terminal.

At the top are a carrying handle

and a vented fuel tank cap. The

Yamaha is the only generator of

cord, fuel valve and choke lever. Engine

access is on this side as well, the cover

secured by one screw with a clip. Indicators

and outlets are at the front. Top row:

ECONOMY mode switch, parallel operation

outlets and ac outlets. Bottom row: a red

OIL

ALERT light, a red OVERLOAD light (lights at

2200 W threshold) and a green

OUTPUT light.

The

OUTPUT LED also acts as a simplified

run-time hour meter. It blinks once after

100 hours of operation, twice for 200 hours

and so on. The front and back have large

vents for cooling and there is a spark arrestor

on the exhaust. This particular model does

not meet California emission standards,

though Honda offers a similar model avail-

able for sale in California. The manual is

very good and includes everything needed to

know to run and maintain the unit.

Honda EU2000i, s/n EAAJ-2263469

Engine: four stroke, single cylinder, 98.5 cc.

Fuel capacity: 0.95 gallons.

AC output: 120 V at 60 Hz.

Power output: 1600 W, 2000 W maximum.

DC output: 8 A at 12 V dc (battery charger).

Weight: 45.6 pounds (dry).

Size (HWD): 16.7 × 20.2 × 11.4 inches.

Price: $899

Lab Testing: Load Test, Eco On

Load Output Frequency Sound Level*

(W) (V ac) (Hz) (dBa)

0 127.2 59.9 61.6

100 127.0 59.9 61.6

250 126.4 59.9 62.0

500 125.7 59.9 63.3

1000 124.4 59.9 66.5

1500 123.0 59.9 70.0

1600 122.7 59.9 71.0

Eco off No load 67.4

Fuel efﬁciency: 4.480 kWh/G

*See text.

the four with a fuel gauge, although I noticed

the generator ran a long time while the gauge

read

E. The front and rear sides have large

vents for cooling. The exhaust pipe has a

spark arrestor. The left side of the unit has two

screws (no retaining clips) that secure the

engine access panel.

The manual is clearly written with ample

illustrations and instructions for servicing

the generator. A wiring diagram is included.

This generator meets California air pollution

standards and rates 3 out of 10 on the green

scale.

Testing

After filling the EF2000iS with oil and fuel,

I pulled out the choke rod and gave it one

easy, slow pull. It started! After a few sec-

onds, I pushed the choke rod in and the

Yamaha settled down into a soft purr with

ECONOMY switched on.

The Yamaha overall was the quietest at low

rpm. No vibrations of the case were noticed,

even at full load. The output varied 5 V ac

from no-load to full-load — reasonable, but

the most output change of the four generators.

The no-load to full-load testing showed a very

slow but steady response with

ECONOMY mode

on, but a very quick recovery with

ECONOMY

mode off. I placed the Yamaha on a 2000 W

load. In 20 seconds, the overload circuitry

kicked in and shut off the ac and the engine.

Figure 1 shows the conducted emission of the

Yamaha is very high all the way up through

the 20 meter band. We placed the generator

100 feet away from the operating table with

the extension cord running perpendicular to

the test dipole antenna, which was an addi-

tional 30 feet away. On the battery powered

transceiver, an S9 level of noise peaks with

slightly lower levels of hash were heard across

40 meters and S8 across 20 meters — all with

the generator in the

ECONOMY mode, at idle.

Increasing the demand increased the noise

level. Clearly, there is a need for filtering at the

ac outlet (more on that later).

With the extension cord unplugged and the

Yamaha running with the

ECONOMY mode off,

the radiated emission was found to be mostly

from the ignition system. With the generator

parked directly under the antenna (15 feet up),

a few S units of ignition noise from the spark

plug was observed. Turning on the receiver’s

noise blanker removed all of it; moving the

generator 30 feet away (off the broad side) also

reduced the ignition noise to nothing.

The Yamaha EF2000iS won the fuel economy

test by a significant margin, creating 5.37

kWh/G. I suspect this is due to the generator’s

small 79 cc displacement. The engine ramps up

quickly in the no-load to full-load test, so for

power tools I would leave

ECONOMY mode on.

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