1.6 conversion, alternator question.

[lazy rambler]

I'm almost halfway through a 1.6 conversion and today I noticed this the 1.6 alternator has a different psocket on the back compared to the one on the 1.3 alternator.

The 1.3 alternaot socket has 3 pins in a row, whereas the 1.6 alternator has one with one pin above the other 2 pointng in a different direction (I'll get some pics up tomorrow to explaine better).

How have you guys got around this. Do I need to get a new plug for the wiring, or can I just keep using the 1.3 alternator?

[dan_2k_uk]

I just hooked up to the plug on the vit alternator.

You can use your original alternator if you wish though.

Dan

[chris71920]

Im using the 1.3 alternator in my conversion, you just need to re-drill the crank pulley to 5 holes instead of the 4 on the SJ. Thats what I've done anyway.

Its not finished yet so cant comment on how it works but should be fine

[Darrell]

The vit alternator would require a switched live feed from the ignition.
The two large wires just need ring terminals crimped on them.
The dashboard light just a spade crimp fitting.
Or ideally use the Vit alternator plug for those 2 wires.


I would just use the 1.3 one if it will fit easy enough ??

Guess what ------------ diagram

[twiss]

Just a quick note that some of the vit alternators seem to only have 1 pin in the round socket, which is for the dash light.... (well, mine does anyway!!!)

[dan_2k_uk]

Mine has all three pins but I am only using one pin for the dash light.

Seems to work ok. What is the purpouse of the ignition live?

Dan

[Darrell]

I'll be honest and say I don't fully understand the differences in alternators, as some have a switched supply and some don't. Basically this switched supply energises the field coils to make it work. If connected all the time the battery would go flat when it's not running. So why do some not have this set-up and the battery doesn't go flat



dammed if I know



Alternator Field Coil
Description

The alternator field coil is the magnetic coil inside the alternator that controls its output current. The more current passed through the field coil, the more current the alternator produces. Since the coil is resistive, this appears as a voltage across the coil terminals. The current through the coil is regulated by the power module, which is controlled by the logic module. The logic module uses its voltage sense input to monitor the charging system voltage and adjust it accordingly. One side of the coil is connected to the ignition key switch "on" terminal (for 12V) and the other side is switched to ground by the power module's switching control circuit. The logic module cycles this end of the coil on and off at a fixed frequency and varies the amount of time the terminal is grounded, which is called the duty cycle. At 0% duty cycle, the terminal is always open and no current is produced by the alternator. At 100% duty cycle, the terminal is always grounded and the alternator produces maximum output current. The duty cycle is varied by the logic module, depending on the electrical demand placed on the charging system, and varies the target charging voltage, based on battery temperature. The greater the demand (more accessories on), the greater the duty cycle.

[dan_2k_uk]

Started reading that then realised I had drank a few pints and gave up!

[chris71920]

How you getting on buddy? Did you sort it?

Ive been putting mine back together and the engine is almost ready to be dropped back in with all the gubbins on. Just need a gasket for the SU and needle and drill the engine mount

[lazy rambler]

Getting there chris, just took the engine out today, manifold is with rockwatt, so when that's back I'll be putting it in, I'm just trying to smooth out any proplems before the happen.