8V92 alternator questions

[mbulriss]

My #1 alt is also under the bed like Leroy's. Leroy also mentioned
that 160amp alts are hard to find and expensive. Having just lost
both of mine and having them re-built, my re-builder told me that 160s
are the same as 145s with a different pulley to spin them faster.
145s are pretty easy to find new in any truck parts house around $150.

Mike Bulriss
1991 WB40 "Texas Minivan"
San Antonio, TX

--- In WanderlodgeForum@yahoogroups.com, "Leroy Eckert"
wrote:
>
> I tend to agree with your concerns. My alternator behind the rear
bumper failed and I was not aware of it. On the road my #1 alternator
failed and left me with the generator. That really wasn't a problem..
The #1 alternator was a 160amp variety if I recall and when I pulled
the #2 it was 135amp. I put a 160amp alternator back. All of this is
from memory at the moment, I could look in my paper work and verify.
It has been almost 3 years without problems. I even had Coachcraft by
McDonald, Columbus GA a BB service center look at the switch for me
when I retrofitted the Wabasto and they could not figure it out
either. I changed all the wires, cleaned connections and nothing
changed at the switch. Soooo, I unplugged the !@#$ light. A little
bit of redneck engineering there. Kinda like if the rattle bothers you
, turn up the radio. lol
>
> You have 6v batteries? Interesting mine are 12v, bank of 6.
> A lot of weird differences in these coaches, eh?
>
> Typically, in terms of time, depending if the a/c, lights, inverter
output, etc. are utilized, it may take 30 minutes for the amp meter
to settle at 50 amp in my coach. I'd suggest starting the coach and
checking the output of both alternators, if they have output you may
be ok. Also, check the rating, someone may have placed a lesser
output value on the coach. 160's are not easy to find and are not
cheap. Just a thought.
>
> Leroy Eckert
> 1990 WB-40"Smoke N Mirrors"
> Niceville, FL
>
> Leroy Eckert
> 1990 WB-40"Smoke N Mirrors"
> Niceville, FL
>
>
> ----- Original Message -----
> From: Don Bradner
> To: WanderlodgeForum@yahoogroups.com
> Sent: Tuesday, February 20, 2007 9:06 PM
> Subject: Re: [WanderlodgeForum] 8V92 alternator questions
>
>
> That's helpful. It actually hadn't occurred to me that I might be
chasing a switch ghost - I figured the number 1 (which you say is the
one under the bed, but for Bob it is the one by the bumper ???) was
actually bad, but the fault didn't trip until the total amperage
dropped low enough.
>
> With a charge rate of 150 amps I would expect your batteries to
hit full charge fairly quickly? That mine takes hours and 100 miles or
more is a good part of why I thought the 50 amp rate might be right.
We are not talking about discharged batteries - these are
one-month-old 6-volt AGM Lifelines that are full charged at the start,
and only have to make up for the current used in starting the engine.
I would expect 160-amp chargers, even if only one is working, to get
it up in a matter of minutes with a high charge-rate that quickly
falls off. I'm not seeing that.
>
> I know just enough about alternators to be dangerous. I understand
exciter current and such. I don't understand how an alternator would
be working, but working way less than full output.
>
> On 2/20/2007 at 8:46 PM Leroy Eckert wrote:
>
> >Don:
> >I probably will not be much help because I chased that switch
ghost for a
> >year. I finally gave up and unplugged the fault light. It doesn't
concern
> >me any more. My number 1 alternator is the one on top of the engine
> >accessable under the bed.
> >
> >After I start typically my amp guage will be in the 150 range
with the
> >switch in dual. It progressively decreases while driving and the volt
> >meter is around 13.5v. Once stable the amp reading is 50 amp at all
> >times.
> >
> >I periodically check my alternators for output with a meter.
> >
> >If you find the ghost, please advise.
> >
> >Leroy Eckert
> >1990 WB-40"Smoke N Mirrors"
> >Niceville, FL
> >
> >
> >
> >
> >
> >
> > ----- Original Message -----
> > From: Don Bradner
> > To: wanderlodgeforum@yahoogroups.com
> > Sent: Tuesday, February 20, 2007 5:57 PM
> > Subject: [WanderlodgeForum] 8V92 alternator questions
> >
> >
> > I've got a few questions after I describe what I'm seeing on my
> >dual-alternator 8V92:
> >
> > After starting, the voltage is somewhat below 13, and alt2 is
running
> >about 50 amps. Alt1 is essentially zero, although there is a
slight upward
> >blip when changing the display from alt2 to both.
> >
> > Voltage slowly rises, and after quite a distance (100 miles or
more) the
> >voltage is in the 13.5 range. At around that time, the Fault
light comes
> >on. Alt2 at this point is running around 25 amps, and there is no
apparent
> >increase in the both position.
> >
> > What do other 8V92 dual-alternator owners see for charge rates,
1, 2,
> >and both? I'm presuming the zero/near zero is telling me I have a bad
> >alternator, but is the 50 amps from Alt2 also low? If it is, what
does
> >that mean?
> >
> > Does anyone know, on theirs, which alternator is 1 and which is
2? Front
> >top, or back by the bumper?
> >
> > Don Bradner
> > 90 PT40 "Blue Thunder"
> >
> >
> >
> >
> >
> >[Non-text portions of this message have been removed]
> >
> >
> >
> >
> >Yahoo! Groups Links
> >
> >
> >
>
> Don Bradner
> http://www.arcatapet.net
>
>
>
>
>
> [Non-text portions of this message have been removed]
>

[jqrjr]

Don,

I have an 1988 WLWB with an 8V92, i had problems with my alternators
also. On my coach (older) you can access the front alternator from
the engine compartment. The front alternator was intermitantly
putting out 150 amps, when this happened all my guages would show
higher than shold be responses. both my alternators come to a bus bar
on the right side of the bus in the front of the engine compartment.
Open the right rear louvered door on the bulkhead there was where all
alternator wire came to eaisly you can disconnect there and
individually test each output. My rear alternator was out and the
front one was behaving badly. I repalced both of them, and carry a
third as back-up. The pulley on my rear one is not the normal width
as it is a tight fit in the rear of the coach. we were able to find
an additional match but not from BLurBird!

Jim Riordan
1988 WLWB XXV
Stuart, Fl.

--- In WanderlodgeForum@yahoogroups.com, "Don Bradner"
wrote:
>
> I've got a few questions after I describe what I'm seeing on my
dual-alternator 8V92:
>
> After starting, the voltage is somewhat below 13, and alt2 is
running about 50 amps. Alt1 is essentially zero, although there is a
slight upward blip when changing the display from alt2 to both.
>
> Voltage slowly rises, and after quite a distance (100 miles or
more) the voltage is in the 13.5 range. At around that time, the
Fault light comes on. Alt2 at this point is running around 25 amps,
and there is no apparent increase in the both position.
>
> What do other 8V92 dual-alternator owners see for charge rates, 1,
2, and both? I'm presuming the zero/near zero is telling me I have a
bad alternator, but is the 50 amps from Alt2 also low? If it is, what
does that mean?
>
> Does anyone know, on theirs, which alternator is 1 and which is 2?
Front top, or back by the bumper?
>
> Don Bradner
> 90 PT40 "Blue Thunder"
>

[Don Bradner]

I am home now, and will hopefully have a couple of months to get things ready
for the next trip. I had an "interesting" day, and will outline it while the
data is fresh in my mind.

We started the day in sporadic rain, that progressed to steady rain. Early on,
when I would turn on my headlights, the transmiission would flash "Do not shift"
and "Check transmission", 3 blinks, then off, then repeat in a few seconds. That
would end with turning the headlights off.

Later in the day, when the headlights were on all the time, the transmission did
not complain.

With headlights off, I had voltage readings typically like:

Analog gauge, 13.2 volts
Prosine 2000 monitor, 13.4 volts drawing 8-10 amps
Digital readout from the engine computer, regular jumping around between 12.0
and 13.2, most around 12.5 and 12.7 (via VMSpc interface)
Alternator 1 zero output, Alternator 2, 25 amps

With headlights on, after being on some time:

Analog gauge, 12.5 volts
Prosine 2000 monitor, 13.0-13.2 volts drawing 8-10 amps
Digital readout, regular jumping between 12.0 and 12.5, most around 12.0, 12.1,
and 12.3. Occasional 11.8
Alternator 1 zero output, Alternator 2, 50 amps

Still with headlights on, generator running:

Analog gauge, 13.2 volts
Prosine 2000 monitor, 13.9 volts charging at 25-30 amps
Digital readout, regular jumping between 12.5 and 13.2, most around 12.7
Alternator 1 zero output, Alternator 2, 25 amps

Conclusion: One alternator is not working, and the other is "weak." Hard to say
yet if the problems are with the alternators themselves, or with connections to
them. That will be part of the projects I have to work on when it dries a bit
(rain predicted for every day in the next week).

Don Bradner
90 PT40 "Blue Thunder"
Eureka, CA

[Leroy Eckert]

Don:
It does sound like alternator problems. Many times alternator problems are not
the alternators fault. I may get beat to death on this but I would first check
the ground strap from the frame to the engine and the ground connection at the
point where the battery ground connects to the frame. If there is not integrety
in both areas you will have strange problems. I know you changed the batteries,
but I wonder if you have a floating ground? Weird stuff is going on. It has
been three years since I messed with mine , but I believe the alternator ground
wire connects to a bolt on the top of my engine. If the engine is not properly
grounded and the alternator is grounded to the engine, it will not work properly
and can also be a factor in alternator failure. Just a thought, and it will
not take much to check it out. If it is the problem, then it saved you a lot of
work and time. Happy your trip was a safe one.

Leroy Eckert
1990 WB-40"Smoke N Mirrors"
Niceville, FL



----- Original Message -----
From: Don Bradner
To: WanderlodgeForum@yahoogroups.com
Sent: Wednesday, February 21, 2007 10:07 PM
Subject: [WanderlodgeForum] Re: 8V92 alternator questions


I am home now, and will hopefully have a couple of months to get things ready
for the next trip. I had an "interesting" day, and will outline it while the
data is fresh in my mind.

We started the day in sporadic rain, that progressed to steady rain. Early on,
when I would turn on my headlights, the transmiission would flash "Do not shift"
and "Check transmission", 3 blinks, then off, then repeat in a few seconds. That
would end with turning the headlights off.

Later in the day, when the headlights were on all the time, the transmission
did not complain.

With headlights off, I had voltage readings typically like:

Analog gauge, 13.2 volts
Prosine 2000 monitor, 13.4 volts drawing 8-10 amps
Digital readout from the engine computer, regular jumping around between 12.0
and 13.2, most around 12.5 and 12.7 (via VMSpc interface)
Alternator 1 zero output, Alternator 2, 25 amps

With headlights on, after being on some time:

Analog gauge, 12.5 volts
Prosine 2000 monitor, 13.0-13.2 volts drawing 8-10 amps
Digital readout, regular jumping between 12.0 and 12.5, most around 12.0,
12.1, and 12.3. Occasional 11.8
Alternator 1 zero output, Alternator 2, 50 amps

Still with headlights on, generator running:

Analog gauge, 13.2 volts
Prosine 2000 monitor, 13.9 volts charging at 25-30 amps
Digital readout, regular jumping between 12.5 and 13.2, most around 12.7
Alternator 1 zero output, Alternator 2, 25 amps

Conclusion: One alternator is not working, and the other is "weak." Hard to
say yet if the problems are with the alternators themselves, or with connections
to them. That will be part of the projects I have to work on when it dries a bit
(rain predicted for every day in the next week).

Don Bradner
90 PT40 "Blue Thunder"
Eureka, CA





[Non-text portions of this message have been removed]

[sfedeli3]

Hi Don,

I also have a Prosine 2000. When both the generator is running and
the engine is running with the Prosine charger enabled, the readings
will fluctuate wildly because the Prosine is "sensing" the alternator
output, thinking that it is an overcharged battery and the voltage
regulators in the coach's alternators are "sensing" the Prosine's
output, thinking that it is an overcharged battery and are stepping
back their charge voltage. Running down the highway, with the Prosine
charger disabled, I see voltages of 12.8 to 13.4 volts on the Prosine
readout, indicating proper alternator function. I would not run the
Prosine charger with the coach running, unless your voltages are
dropping below 12.4 volts on the coach alternators and you truly need
the 12V+ power. Forgive me if I missed something in one of your
earlier posts- I just came across this thread yesterday.

Shane Fedeli
85PT40 "Bella Vita"
Hershey, PA

. --- In WanderlodgeForum@yahoogroups.com, "Don Bradner" wrote:
>
> I am home now, and will hopefully have a couple of months to get
things ready for the next trip. I had an "interesting" day, and will
outline it while the data is fresh in my mind.
>
> We started the day in sporadic rain, that progressed to steady rain.
Early on, when I would turn on my headlights, the transmiission would
flash "Do not shift" and "Check transmission", 3 blinks, then off,
then repeat in a few seconds. That would end with turning the
headlights off.
>
> Later in the day, when the headlights were on all the time, the
transmission did not complain.
>
> With headlights off, I had voltage readings typically like:
>
> Analog gauge, 13.2 volts
> Prosine 2000 monitor, 13.4 volts drawing 8-10 amps
> Digital readout from the engine computer, regular jumping around
between 12.0 and 13.2, most around 12.5 and 12.7 (via VMSpc interface)
> Alternator 1 zero output, Alternator 2, 25 amps
>
> With headlights on, after being on some time:
>
> Analog gauge, 12.5 volts
> Prosine 2000 monitor, 13.0-13.2 volts drawing 8-10 amps
> Digital readout, regular jumping between 12.0 and 12.5, most around
12.0, 12.1, and 12.3. Occasional 11.8
> Alternator 1 zero output, Alternator 2, 50 amps
>
> Still with headlights on, generator running:
>
> Analog gauge, 13.2 volts
> Prosine 2000 monitor, 13.9 volts charging at 25-30 amps
> Digital readout, regular jumping between 12.5 and 13.2, most around 12.7
> Alternator 1 zero output, Alternator 2, 25 amps
>
> Conclusion: One alternator is not working, and the other is "weak."
Hard to say yet if the problems are with the alternators themselves,
or with connections to them. That will be part of the projects I have
to work on when it dries a bit (rain predicted for every day in the
next week).
>
> Don Bradner
> 90 PT40 "Blue Thunder"
> Eureka, CA
>

[Bob & Carol Howald`]

Don: A few years back on my 93pt I had a problem. When I would
flash my head lights (bright to dim etc) I would get a TRANSMISSION
DO NOT SHIFT LIGHT. I cured it by cleaning all the ground strap's on
the engine and transmission. I used a battery powered wire wheel,
took them all off and wire wheeled each one. I also added a couple
more strap's . It also cured the speedometer from reading 15mph while
standing still. AS far a checking the alternator's, just take a 9/16
socked and disconnect the alternator lead's from the main bus, one at
a time and seeing what your voltage reading is. Going down the
highway I usually see 14.0 volt's on both set's of batterys and
somewhere around 25 amps or less on the charge meter depending on
condition's such a Day,night wiper's on, etc.
Bob 93pt-40


>
> Don:
> It does sound like alternator problems. Many times alternator
problems are not the alternators fault. I may get beat to death on
this but I would first check the ground strap from the frame to the
engine and the ground connection at the point where the battery
ground connects to the frame. If there is not integrety in both areas
you will have strange problems. I know you changed the batteries, but
I wonder if you have a floating ground? Weird stuff is going on. It
has been three years since I messed with mine , but I believe the
alternator ground wire connects to a bolt on the top of my engine.
If the engine is not properly grounded and the alternator is grounded
to the engine, it will not work properly and can also be a factor in
alternator failure. Just a thought, and it will not take much to
check it out. If it is the problem, then it saved you a lot of work
and time. Happy your trip was a safe one.
>
> Leroy Eckert
> 1990 WB-40"Smoke N Mirrors"
> Niceville, FL
>
>
>
> ----- Original Message -----
> From: Don Bradner
> To: WanderlodgeForum@yahoogroups.com
> Sent: Wednesday, February 21, 2007 10:07 PM
> Subject: [WanderlodgeForum] Re: 8V92 alternator questions
>
>
> I am home now, and will hopefully have a couple of months to get
things ready for the next trip. I had an "interesting" day, and will
outline it while the data is fresh in my mind.
>
> We started the day in sporadic rain, that progressed to steady
rain. Early on, when I would turn on my headlights, the transmiission
would flash "Do not shift" and "Check transmission", 3 blinks, then
off, then repeat in a few seconds. That would end with turning the
headlights off.
>
> Later in the day, when the headlights were on all the time, the
transmission did not complain.
>
> With headlights off, I had voltage readings typically like:
>
> Analog gauge, 13.2 volts
> Prosine 2000 monitor, 13.4 volts drawing 8-10 amps
> Digital readout from the engine computer, regular jumping around
between 12.0 and 13.2, most around 12.5 and 12.7 (via VMSpc interface)
> Alternator 1 zero output, Alternator 2, 25 amps
>
> With headlights on, after being on some time:
>
> Analog gauge, 12.5 volts
> Prosine 2000 monitor, 13.0-13.2 volts drawing 8-10 amps
> Digital readout, regular jumping between 12.0 and 12.5, most
around 12.0, 12.1, and 12.3. Occasional 11.8
> Alternator 1 zero output, Alternator 2, 50 amps
>
> Still with headlights on, generator running:
>
> Analog gauge, 13.2 volts
> Prosine 2000 monitor, 13.9 volts charging at 25-30 amps
> Digital readout, regular jumping between 12.5 and 13.2, most
around 12.7
> Alternator 1 zero output, Alternator 2, 25 amps
>
> Conclusion: One alternator is not working, and the other
is "weak." Hard to say yet if the problems are with the alternators
themselves, or with connections to them. That will be part of the
projects I have to work on when it dries a bit (rain predicted for
every day in the next week).
>
> Don Bradner
> 90 PT40 "Blue Thunder"
> Eureka, CA
>
>
>
>
>
> [Non-text portions of this message have been removed]
>