Pulsating Alternator Gauge
There well may be a lag, but its probably not the voltage regulator.
The regulator operates on its own frequency and when there is pulsing seen on the ammeter, its in step with the frequency of the turn signals.
The regulator points move as rapidly or as slowly as needed. And while it could be in response to the power demand of the turn signals, two factors make it unlikely. One is that especially with headlights on, brakes on, at slow idle the regulator points are probably at the full flow position.
The other is the magnetic field's strength decays rather than drops instantly in response to decreasing current through the rotor.
My guess is the pulsing may relate more to the nature of the flasher unit itself. It's a bimetal that heats up and then opens, cools and closes.
As far as the MAD bypass goes, there's some good points but also some bad points. So I can't agree that's a good thing.
Anyway for @Ag1753's '69 fastback, once he reads this, and then observes what the ammeter indicates under other conditions, it will become easier to decide if there is a problem. For example, checking what the meter shows with turn signal on while driving at 35 mph.
When I mentioned a poor connection it was in mostly in reference to the alternator power.
For example if there was a lot of resistance in the bulkhead connector where wire R6 goes through.
That could choke the amount of current that could get through from the alternator.
As a result then the battery becomes higher voltage power source for the turn signals.
There well may be a lag, but its probably not the voltage regulator.
The regulator operates on its own frequency and when there is pulsing seen on the ammeter, its in step with the frequency of the turn signals.
The regulator points move as rapidly or as slowly as needed. And while it could be in response to the power demand of the turn signals, two factors make it unlikely. One is that especially with headlights on, brakes on, at slow idle the regulator points are probably at the full flow position.
The other is the magnetic field's strength decays rather than drops instantly in response to decreasing current through the rotor.
My guess is the pulsing may relate more to the nature of the flasher unit itself. It's a bimetal that heats up and then opens, cools and closes.
As far as the MAD bypass goes, there's some good points but also some bad points. So I can't agree that's a good thing.
Anyway for @Ag1753's '69 fastback, once he reads this, and then observes what the ammeter indicates under other conditions, it will become easier to decide if there is a problem. For example, checking what the meter shows with turn signal on while driving at 35 mph.
When I mentioned a poor connection it was in mostly in reference to the alternator power.
For example if there was a lot of resistance in the bulkhead connector where wire R6 goes through.
That could choke the amount of current that could get through from the alternator.
As a result then the battery becomes higher voltage power source for the turn signals.
