Low volts and amps; was alternator

[Tom Warner]

If anyone is interested I have the technical paper on changing the LN to an
external 3 stage alternator.

tom
1982 FC35
Vernon Center,NY

At 08:35 PM 5/24/2005 +0000, you wrote:
>Jeff - How did BB accomplish the 'external voltage sense' with L-N
>alternator? Is the external sensing point the place to put the
>voltmeter when adjusting the L-N regulator?
>
>Also, a general comment: When an electrical problem seems to be due
>to the length or size of a cable, remember to check the
>terminations. Crimped-on lugs do NOT get better at conducting
>current with age. Same is true where a lug fastens to a terminal.
>If in doubt, install new lugs and clean all contact points until the
>metal is shiny. Then apply a product like Rid-Ox before assembly.
>Remember that each cable end is actually TWO connections: One from
>cable to lug, and another from lug to terminal. That's FOUR points of
>failure for each run of cable (True of ground straps also).
>
>Bob Griesel
>
>--- In WanderlodgeForum@yahoogroups.com, "Jeff Miller"
> wrote:
> > Hindsight is 20/20 isn't it?
> >
> > Granted the dash in your early '82 FC could have benefitted from
>the
> > addition of a few load-reduction relays: headlamps, ignition, A/C
> > switches for example. Fortunately BlueBird figured that out many
> > years ago also and made production changes.
> >
> > Your alternator and wiring also ended in late '82, all of the
>3208Ta
> > engines had the Leece-Neville alternator with internal regulator as
> > original equipment. The external voltage sense was retained,
>through
> > at least the late '90s S-60 powered WLWB coaches, and was intended
>to
> > maintain proper voltage at the power buss regardless of voltage
>drop
> > over the wiring run. Many alternator folks don't understand this
> > wiring and I usually see it mis-wired by now.
> >
> > Although the charger wiring is long, 1AWG is probably considered
> > adequate for the original 90a peak charging current over perhaps
>25'.
> > Some of the battery wiring was upsized in mid-CY-1982 with the
> > addition of the battery isolator next to the slide-out battery tray.
> >
> > I'm not sure that 4/0 battery cables for the 18" from battery to
> > junction would be practical (or necessary). Perhaps a jump to 1/0
> > would be more manageable? Trying to use the slide-out battery tray
> > with 4/0 wires would be difficult and other than starting current
> > there isn't anything that normally will cause significant voltage
> > drop in that wiring.
> >
> > - Jeff Miller
> >
> >
> > --- In WanderlodgeForum@yahoogroups.com, Tom Warner
> > wrote:
> > > FC models are saddled with two engineering design problems.
>The
> > first is
> > > that to much current is running thru the dash and the second is
>the
> > very
> > > long cables between the chargers, the alternator and the
>batteries.
> > The
> > > more current you can divert from the dash, such as using Bosch
> > relays for
> > > the lights, relays to get the A/C current(driver and passenger
> > sides) out
> > > of the dash, etc. Change the battery cables to 4/0 although not
>the
> > best
> > > fix nor the optimal condition, it does seem easier then to change
> > the
> > > chargers to the passenger front bin. One more problem is that the
> > FC models
> > > were designed to use the motorola alternator and an external
> > regulator that
> > > senses the voltage directly across the batteries. Most people
>have
> > changed
> > > that out to the Leece_Neville with the internal regulators which
> > cause a
> > > problem.
> > >
> > > Tom
> > > 1982 FC35
> > > Vernon Center,NY
>
>
>
>
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