67 Barracuda alternator with 2 FLD connections
- Thread starter Bobacuda
- Start date
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Their website says it works with all multimeters. Been an electronic guy my whole life. Surprising I didn’t get one before now.
Just added some pics from instruction book to previous post.
If I understand correctly it can be read as voltage and then scaled to amps. When I used it their automotive meter, I could set it to show amps directly. I guess any meter with those mV/A channels built in would do the same.
Let me get this straight .
If I am running a 2 terminal alt and an elctronic regulator on my 69 the 2nd terminal has to be grounded ?
I have done so many upgrades to the electrical ( headlight relays , amp gauge bypass , electronic ignition ... ) its hard to keep this straight . And the FSM cant help .
pishta
I know I'm right....
^^ yes or no, depending on what your calling a terminal^^
2 field terminals can use either method but to use an EVR, you must use dual field without a strap (EVR provides the grounds). mechanical VR needs a strap on 2nd field term as it does not provide a ground...see below
2 terminal (lets call it 2 isolated field terminals) alt gets steady power into one field via electronic VR as the fields are isolated and the 2nd field (does not matter which one) get a variable ground from the EVR. This regulates the alternator output voltage. The single field alt get a variable power in (by pulse width breaker point and a resistive feed from mechanical VR). Dual field will work with a mechanical VR with one field strapped to ground as shown with big jumper screwed to case. IIRC the cost was not the issue, it was a safer design (no regulator points to weld shut and cause a runaway alternator) and then to more closely regulate the power for the new Electronic ignition for 73 model year as is included in any ECU ignition upgrade. The more common squareback alternator had serviceable diodes while the older roundbacks pressed in diodes were not. Just evolution of the alternator.
2 field terminals can use either method but to use an EVR, you must use dual field without a strap (EVR provides the grounds). mechanical VR needs a strap on 2nd field term as it does not provide a ground...see below
2 terminal (lets call it 2 isolated field terminals) alt gets steady power into one field via electronic VR as the fields are isolated and the 2nd field (does not matter which one) get a variable ground from the EVR. This regulates the alternator output voltage. The single field alt get a variable power in (by pulse width breaker point and a resistive feed from mechanical VR). Dual field will work with a mechanical VR with one field strapped to ground as shown with big jumper screwed to case. IIRC the cost was not the issue, it was a safer design (no regulator points to weld shut and cause a runaway alternator) and then to more closely regulate the power for the new Electronic ignition for 73 model year as is included in any ECU ignition upgrade. The more common squareback alternator had serviceable diodes while the older roundbacks pressed in diodes were not. Just evolution of the alternator.
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Sorry Pishta... did you say yes ?
Wiring is like a second language... I can speak one word at a time but not comprehend an entire sentence.. lol
QUOTE="pishta, post: 1972994979, member: 383"]^^ yes or no, depending on what your calling a terminal^^
1 spade FLD terminal and one 3/8 power lug YES
2 terminal (lets call it 2 isolated field terminals) alt gets steady power into one field via electronic VR as the fields are isolated and the 2nd field (does not matter which one) get a variable ground from the EVR. This regulates the alternator output voltage. The single field alt get a variable power in (by pulse width breaker point and a resistive feed from mechanical VR). Dual field will work with a mechanical VR with one field strapped to ground as shown with big jumper screwed to case. IIRC the cost was not the issue, it was a safer design (no regulator points to weld shut and cause a runaway alternator) and then to more closely regulate the power for the new Electronic ignition for 73 model year as is included in any ECU ignition upgrade. The more common squareback alternator had serviceable diodes while the older roundbacks pressed in diodes were not. Just evolution of the alternator.[/QUOTE]
Wiring is like a second language... I can speak one word at a time but not comprehend an entire sentence.. lol
QUOTE="pishta, post: 1972994979, member: 383"]^^ yes or no, depending on what your calling a terminal^^
1 spade FLD terminal and one 3/8 power lug YES
2 terminal (lets call it 2 isolated field terminals) alt gets steady power into one field via electronic VR as the fields are isolated and the 2nd field (does not matter which one) get a variable ground from the EVR. This regulates the alternator output voltage. The single field alt get a variable power in (by pulse width breaker point and a resistive feed from mechanical VR). Dual field will work with a mechanical VR with one field strapped to ground as shown with big jumper screwed to case. IIRC the cost was not the issue, it was a safer design (no regulator points to weld shut and cause a runaway alternator) and then to more closely regulate the power for the new Electronic ignition for 73 model year as is included in any ECU ignition upgrade. The more common squareback alternator had serviceable diodes while the older roundbacks pressed in diodes were not. Just evolution of the alternator.[/QUOTE]
http://www.mymopar.com/forum_images/pic3.gif
It appears I may have mine wired wrong . I had nothing connected to second field.
It appears I may have mine wired wrong . I had nothing connected to second field.
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You got it. I don't know how much safer it is, but theoretically anyway it is.
Which regulator do you have?
Assuming you have two isolated field terminals.
Regulator with the triangular connector plug:
1. Wire from an alternator field terminal to the regulator's bottom corner terminal. (traditionally green wire '72 -76 A body)
2. Wire from ignition to the other field terminal. Also connecting to the top terminal on the regulator (voltage sensing).
Regulator with connection on top and bottom, whether electronic or mechanical:
1. Wire from an alternator field terminal to ground.
2. Wire from voltage regulator to the alternator's other field terminal.
Electronic version sold by FBO
Standard VR128 is another electronic version that also controls the feed.
The wire to the field attaches to the stud. Ignition wire pushes into the connector with the red wire.
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Does it help to see what those terminals are?
They are attached to carbon brushes which provide contact to a pair of slip rings on the rotor.
One installs horizonatlly, the other vertically.
Each end of the rotor's wire windings is soldered to a slip ring.
One is visible here
They are attached to carbon brushes which provide contact to a pair of slip rings on the rotor.
One installs horizonatlly, the other vertically.
Each end of the rotor's wire windings is soldered to a slip ring.
One is visible here
yes.
always fun chasing multiple problems. as you go through fixing everything make good notes and draw out what you have and the changes.
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