You won't have to alter the wiring for this Hella conversion because it uses a normal 60/55 watt bulb.

If you want more power for the FZ750 twin beam conversion then I suggest you change the ignition coils. Swap the standard coils for two from an Aprilia RSV 1000. This has a twin spark head and the coils primary impedance is quite high, about 5 Ohms. The standard bakelite job for the Paso can have as little as 047R and uses a lot of power. This is your best chance to power a 120/100W light system.

What ? me wrong ? that would be a first ( ha ha ha )
the system is largely self ballancing in that if the load on the alt is say 150 watts then the alt only supplies 150 watts . All the loads in this system are in parrallel so the more stuff you switch on the lower the overall resistance of the circut , and thus more current will flow. The VOLTAGE regulator regulates voltage not current . The reg sends excess VOLTAGE to earth , usually anything over 13.5 volts .

Voltage is ONLY "tool" to handle all currents there in system !!!!! Rotor is very "stupid", cause more AC Voltage/power/CURRENT is coming from it with more RPMs. Ducati rotor gives about 70-80 AC Voltage output with high RPMs and surely battery(from what circuits are connected to)is boiling with high RPMs, if regulator cant lead one part of that rotor current DIRECT TO EARTH !!! Thats why sometimes regualator faults are caused by BAD regulator EARTHING.... Regulator MUST be very well earthed allways caused by this current feed to earth.... Regulator dont send any "excess voltage to eart" but excess current !!!! Voltage is only "tool".... Btw, i have been electrician now about 30 years..... I have learnd something about it alreday....

907IE rotor gives maximun 350 Watt output, newer ST modells much more. Remembering, that 750 Paso gives 300W.

PS. regulator are normally "adjusted so"(with components), that if battery voltage try to go too high(about more, than 14.6 Volts), then it start to lead CURRENT more direct to earth AND not boil battery. Regulator can "read" only voltage and then it handles currents to earth and to battery(read loads)...

so what headlight configuration should i use if i am installing the 2 globe headlight? should i run 2x 60/55 globes, or simply only use one globe in one reflector. If so, are the reflectors different for left and right? I would like as much illumination as possible, as that gives me a better chance of spotting any wayward roo's (Kangaroos) and other night hazards i might encounter?

I would put 2 x H4 bulbs with low and high beam in both lamps, BUT with 2 extra relays, one to low beam and one for high beam and ALSO add one switch to disconnect another H4 out, if need to "charge battery" by runing bike. Anyway i think, that 906 can supply enough power to both H4, cause its not injected and then not need so much current, as 907. And i think, that 906 and 907(350W) have same rotor power. I dont have 906, so i cant confirm that 100%. I run my 907 with 2 x H4 system and i need to use that switch cause rotor cant give enough power to 2 x H4 system, if running long distances with all lights on. Simply 907 injection takes too much current, so that 350W rotor is JUST enough big to keep engine running WITHOUT any light modfications! i use another H4 ONLY, when really need...

very good
thanks for that

Thanks! btw, i have also 2 x H4 system in my 750 Paso with lower rotor output and in that bike have not such "problem", as 907IE have, cause its carburated. No matter 750 have lower rotor power output, than 907.. and also smaler battery

The headlight came in, and as others have said, it is a direct bolt-in for the Paso. All the four mounting points are the same as the stock Paso headlight, and the light has no interference with the headlight frame. Naturally, one would have to modify their wiring to connect it.

For anyone who has not seen a Paso with this headlight conversion, here is a picture that Gerhard posted in another thread on this site....

Regarding the Paso alternator, Antti is right. The Paso system is a dumb systems that dumps the excess power to ground as heat dissapated in the reg. The alternator pumps out more power the faster the engine turns, as is seen by the increase in open circuit voltage (~80VAC) as the engine spins up.

The self balancing idea that McTool puts forward is valid for car alternators which have a variable rotor field (effectively a variable strength electro-magnet) that is controlled by a smarter regulator. When it senses that the battery voltage is lower than it would like (due to the battery being undercharged or the system loads being high like big headlights), the rotor field current is increased to make the alternator produce more power. It also controls this to suit the engine speed.