Electronic geeks required
Race Director
Joined: May 2003
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From: California
I used to own a vary large communications company
had 5 retail stores around 50 employees... sold to the .gov 60% of bussnses
we were a authorized repair center for Motorola and 10-15 other communications equipment manufacturers
when I sold out to Nextel/sprint I keep all my electronics equipment (I owned the frequency’s they needed at that time in my area)
my favorite piece is my shlumburger 4032 serivecd monitor
i could fix anything with that unit... original cost, $25,000...
had 5 retail stores around 50 employees... sold to the .gov 60% of bussnses
we were a authorized repair center for Motorola and 10-15 other communications equipment manufacturers
when I sold out to Nextel/sprint I keep all my electronics equipment (I owned the frequency’s they needed at that time in my area)
my favorite piece is my shlumburger 4032 serivecd monitor
i could fix anything with that unit... original cost, $25,000...
Race Director
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From: South Western Ontario
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Le Mans Master
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,You posted dual diodes. If that actually means it is 6-phase and 12 diodes then it would have less ripple compared to the typical 3-phase, 6 diode unit. That wasn't a factory GM configuration for the alternator, but it could be something Powermaster did on that unit for more power compared to the stock unit it was based on.
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Le Mans Master
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In the early 80s, GM began an experiment called the “X” car many of us remember as Chevy Citations and Buick Skylarks. These FWD transverse mounted four-cylinder engines were quite underpowered and prone to stalling and even strange tail pipe vibration as the two-pin GM “Delcotron” alternators were immediately turned on to a full-field condition in order to take care of a sudden increase of 12-volt accessory demand. Not quite ready to trust “F.R.E.D.” to handle voltage regulation, the GM/Delco Remy CS series alternators were born in order to gently ramp up the field current when a sudden current increase was demanded. As the alternator sensed internal voltage at the output post or external voltage at the new four-pin regulator’s new “S” terminal (tied to a strategic spot in the wiring harness), the smarter voltage regulator would ramp up the PWM of a duty cycle running at 400 Hz. Since this was all internal to the alternator, unless you were a rebuilder or a geek, you would have never known.
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Le Mans Master
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From: Fernandina Beach FL
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Last edited by Richard454; Jan 8, 2019 at 03:36 PM.
Race Director
Joined: Apr 2007
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From: South Western Ontario
I'll go look. Meanwhile, I copied this, and I think it's what I read before about the later units:
In the early 80s, GM began an experiment called the “X” car many of us remember as Chevy Citations and Buick Skylarks. These FWD transverse mounted four-cylinder engines were quite underpowered and prone to stalling and even strange tail pipe vibration as the two-pin GM “Delcotron” alternators were immediately turned on to a full-field condition in order to take care of a sudden increase of 12-volt accessory demand. Not quite ready to trust “F.R.E.D.” to handle voltage regulation, the GM/Delco Remy CS series alternators were born in order to gently ramp up the field current when a sudden current increase was demanded. As the alternator sensed internal voltage at the output post or external voltage at the new four-pin regulator’s new “S” terminal (tied to a strategic spot in the wiring harness), the smarter voltage regulator would ramp up the PWM of a duty cycle running at 400 Hz. Since this was all internal to the alternator, unless you were a rebuilder or a geek, you would have never known.
In the early 80s, GM began an experiment called the “X” car many of us remember as Chevy Citations and Buick Skylarks. These FWD transverse mounted four-cylinder engines were quite underpowered and prone to stalling and even strange tail pipe vibration as the two-pin GM “Delcotron” alternators were immediately turned on to a full-field condition in order to take care of a sudden increase of 12-volt accessory demand. Not quite ready to trust “F.R.E.D.” to handle voltage regulation, the GM/Delco Remy CS series alternators were born in order to gently ramp up the field current when a sudden current increase was demanded. As the alternator sensed internal voltage at the output post or external voltage at the new four-pin regulator’s new “S” terminal (tied to a strategic spot in the wiring harness), the smarter voltage regulator would ramp up the PWM of a duty cycle running at 400 Hz. Since this was all internal to the alternator, unless you were a rebuilder or a geek, you would have never known.
Thread Starter
Le Mans Master
Joined: Dec 2006
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The CS alternators also have much better idle performance and are more efficient which I would believe are the main reasons for that design. The SI alternators used an analog regulator so they could have had a delay added by adding a capacitor if that was the only change desired.
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From: Orange Park Florida
Drifting
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From: Loud, Raw and Dangerous 1968 327 4S in Southern California
Thread Starter
Le Mans Master
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Go back to stock SI, unplug adapter, switch sheave, done.
Race Director
Joined: Apr 2007
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From: South Western Ontario
If you want an even better alternator then go to the AD series, AD-230 or AD-244.
Even not using the full 95A at idle, you need around that current to maintain a steady 14V at idle with electric fans and lights and such all running at one. Heck, just the 2 brake light bulbs draw almost 4A when you press the brake pedal so it all adds up.
Even not using the full 95A at idle, you need around that current to maintain a steady 14V at idle with electric fans and lights and such all running at one. Heck, just the 2 brake light bulbs draw almost 4A when you press the brake pedal so it all adds up.
Drifting
Joined: Nov 2013
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From: Loud, Raw and Dangerous 1968 327 4S in Southern California
How many EE’s does it take to change a light bulb?
Three: One to insist the schedule needs to be moved to the right,
one to complain that the budget is too tight,
and one to say it can't be done.
one to complain that the budget is too tight,
and one to say it can't be done.
Last edited by Redvette2; Jan 11, 2019 at 06:04 PM.
Team Owner
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From: Orange Park Florida
Sorry Jeff, too damn cold here the last few daze, and other issues running wild....and having just put the 3rd alt in there, I let it fail first.....be a while, I hope.....I did use a CS144 on a camper I did some dozen years ago...feeding a marine deep cycle for the inverter, as well as the 24 series for starting....
but these daze my spine and other arthritic areas just slo my enthusiasm to nothing anymore...damnit....
but these daze my spine and other arthritic areas just slo my enthusiasm to nothing anymore...damnit....