• Jon Pardue designed this for riders who wish to bolt on one last rectifier, then forget about it forever. If you ride one of these bikes like your life depends on it to stay running, then your spirit is captured in this rectifier. This rectifier is built to be water tight, corrosion proof, and nearly bullet proof. Its got the strongest, highest specifications parts I can locate. Low cost is not the object, highest quality is all that matters here. The wires exit the rectifier at 90 degrees to the bolt hole, just like the OEM Honda part. There are no wires to snag, become unplugged, hang down, dangle, corrode, loosen, weaken, lose grip, or short out on nearby metal components. Nowadays electrical parts have almost no warranty, no support, and no explanation. We take things differently. If you can break this, send it back with the story of how you did it, and it gets replaced. It may even make it to our “Hall of Blame” which is an almost empty place.
  • Honda C65 Rectifier

    Jon Pardue designed this Honda C65 rectifier for riders who wish to bolt on one last rectifier, then forget about it forever. If you ride one of these bikes like your life depends on it to stay running, then your spirit is captured in this rectifier. This rectifier is built to be water tight, corrosion proof, and nearly bullet proof. Its got the strongest, highest specifications parts I can locate. Low cost is not the object, highest quality is all that matters here. The wires exit the rectifier at 90 degrees to the bolt hole, just like the OEM Honda part. There are no wires to snag, become unplugged, hang down, dangle, corrode, loosen, weaken, lose grip, or short out on nearby metal components. Nowadays electrical parts have almost no warranty, no support, and no explanation. We take things differently. If you can break this, send it back with the story of how you did it, and it gets replaced. It may even make it to our “Hall of Blame” which is an almost empty place.
  • Jon Pardue designed this for riders who wish to bolt on one last rectifier, then forget about it forever. If you ride one of these bikes like your life depends on it to stay running, then your spirit is captured in this rectifier. This rectifier is built to be water tight, corrosion proof, and nearly bullet proof. Its got the strongest, highest specifications parts I can locate. Low cost is not the object, highest quality is all that matters here. The wires exit the rectifier at 90 degrees to the bolt hole, just like the OEM Honda part. There are no wires to snag, become unplugged, hang down, dangle, corrode, loosen, weaken, lose grip, or short out on nearby metal components. Nowadays electrical parts have almost no warranty, no support, and no explanation. We take things differently. If you can break this, send it back with the story of how you did it, and it gets replaced. It may even make it to our “Hall of Blame” which is an almost empty place.
  • 2 Terminal Plug Rectifier Half wave 2 plug rectifier
    This style of rectifier fits a few bikes with points ignition: 1980 and 1981 Honda C70 Cub/Passport 1980 and 1981 CT110 Trail CT70 from the K3 to the 1979 model XL125 These small rectifiers plug in.  No wire connectors are involved, and no tools are needed to remove and replace the part. Located under the sidecover near the battery, the lightweight plastic rectifier may last some years.  These are half-wave rectifiers.  Want to see how it works?  Visit our fully illustrated and animated show:  https://parduebrothers.com/diode The original Honda rectifier was rated for 3 Amps of current.  It is passing 2+ Amps of current most of the time, yet the bike can generate more power than the rectifier can pass.  The Honda rectifier is just barely adequate, engineered and built at the lowest possible cost. Rectifier technology has radically improved. Today a sightly larger device can pass 4 or 5 times the power, yet absorb less of the bike's power.  Technically its overkill to use a 16 Amp rectifier to do the job of a 4 Amp part, but the cost and size is barely different.  Its cheap insurance to go heavy duty.  Dependable peace of mind while virtually eliminating future rectifier problems is the goal.  Passing more power to the battery and lights is a safety issue for many, including me that designed it!  The modern rectifier delivers. Another rectifier rating is reverse Voltage.  Think of it as a pressure rating for garden hose.  The original rectifier had a 50 Volt inverse rating, yet these bikes make brief 200 to 300 Volt spikes.  The modern rectifier can be rated for 1,000 Volts or more. A rectifier is an automatic valve, quickly switching electrical power flowing back-and-forth, to flowing in one direction.  The valve uses electrical power to work, making heat in the process.  Modern rectifiers are far more efficient.  Bottom line, a little more Voltage is delivered to the lights and battery at all engines speeds. Pulsing, alternating electricity is generated as the engine runs.  This AC power is great for light bulbs,  but bad for charging a battery.  The rectifier serves as a one-way valve to make the battery happy.  The battery is a chemical processor pushing electrons one way through it. Our Fearsome Extreme half wave rectifier plugs in.  It is a little larger due to the heavier duty components inside, but does not interfere with anything.  It is rated to pass 16 Amps at 800 Volts.  Your bike needs to pass 3 or 4 Amps at 8 Volts.   This is meant to be the last rectifier your bike will need.  Its not built of the lowest cost parts, just the best parts.
  • 2 Terminal Plug Rectifier Half wave 2 plug rectifier
    This style of rectifier fits a few bikes with points ignition: 1980 and 1981 Honda C70 Cub/Passport 1980 and 1981 CT110 Trail CT70 from the K3 to the 1979 model XL125 These small rectifiers plug in.  No wire connectors are involved, and no tools are needed to remove and replace the part. Located under the sidecover near the battery, the lightweight plastic rectifier may last some years.  These are half-wave rectifiers.  Want to see how it works?  Visit our fully illustrated and animated show:  https://parduebrothers.com/diode The original Honda rectifier was rated for 3 Amps of current.  It is passing 2+ Amps of current most of the time, yet the bike can generate more power than the rectifier can pass.  The Honda rectifier is just barely adequate, engineered and built at the lowest possible cost. Rectifier technology has radically improved. Today a sightly larger device can pass 4 or 5 times the power, yet absorb less of the bike's power.  Technically its overkill to use a 16 Amp rectifier to do the job of a 4 Amp part, but the cost and size is barely different.  Its cheap insurance to go heavy duty.  Dependable peace of mind while virtually eliminating future rectifier problems is the goal.  Passing more power to the battery and lights is a safety issue for many, including me that designed it!  The modern rectifier delivers. Another rectifier rating is reverse Voltage.  Think of it as a pressure rating for garden hose.  The original rectifier had a 50 Volt inverse rating, yet these bikes make brief 200 to 300 Volt spikes.  The modern rectifier can be rated for 1,000 Volts or more. A rectifier is an automatic valve, quickly switching electrical power flowing back-and-forth, to flowing in one direction.  The valve uses electrical power to work, making heat in the process.  Modern rectifiers are far more efficient.  Bottom line, a little more Voltage is delivered to the lights and battery at all engines speeds. Pulsing, alternating electricity is generated as the engine runs.  This AC power is great for light bulbs,  but bad for charging a battery.  The rectifier serves as a one-way valve to make the battery happy.  The battery is a chemical processor pushing electrons one way through it. Our Fearsome Extreme half wave rectifier plugs in.  It is a little larger due to the heavier duty components inside, but does not interfere with anything.  It is rated to pass 16 Amps a