Thanks Marc for your reply,
The plot only thickens!! Different regulators for generators and
alternators??? And I was struggling to find just one!
Looked at my stash and found four regulators. All used but seem to
be in good shape. One is a Jap aftermarket unit so out. One is a pre 66 type
which piggy backs onto the generator. Out.
I’m left with two which are probably Brazilian Bosch. The first has
the part number 9190063002 (can barely read the number so may be off by a digit
or two). There is also the text ‘VA 14V 25A’ and then 271 written on. The
terminals are two spade types and one screw on type plus one provision for
Earth/ground.
The second came off a 69 scrapped at the local yard. I cannot find a part
number anywhere although the posts where it should be are clean. It has the
terminals DF, D+ and B+. Another unmarked terminal connects to the D+ at the
back.
Last time I checked, the local VW store was out of OEM regulators. Will
check again but hopes are not too high. Which leaves me with the last resort of
buying an aftermarket Jap/Chinese version off the local market.
The post 73 diagrams on the www are stangely complicated. The earlier
ones are a cake to read and understand using my knowledge of high school
Physics. Still not very sure despite the two forwarded links. The color codes
don’t help as the wiring has been messed around with in the past. So no factory
colors for me to act as a guide.
I can run new wires for the three pin alternator. The harness must have
been altered several times so it does not really matter.
When you say ‘’ The alternator regulator has four wires coming out of
it.’’ Does this mean that this has wires coming out instead of push on spade
terminals?
I’m sorry but I’m still quite lost……racking my brains and going
bonkers.......I’m thinking of taking a good look and perhaps even dissecting my
current setup and seeing where each wire goes. Maybe a sketched wiring diagram
of the current setup would give me pointers.
Thanks for the clarification on the road draft tube.
Best regards,
Asad
Karachi, Pakistan.> Date: Sat, 21 Jun 2008 14:42:16 -0700> From: [EMAIL
PROTECTED]> To: [email protected]> Subject: Re: [vintagvw] Fitting an
Alternator in my 68 bug.> > Biggest problem with the externally-regulated
("4-pin" as you put it) alternators is finding a regulator to go with.> On the
early factory-alternator cars that used this, it was mounted under the back
seat (same place as the regulator for a generator) and there had to be three
small wires between there and the engine compartment for connecting to the
alternator's D+, D-, and DF terminals. On a generator car like your `68 there
aren't enough wires in the harness, so you'll either need to poke a couple
through or mount the regulator in the engine compartment.> The wiring isn't
difficult. After removing the generator regulator you need to bond all three of
the large red wires which went to it together and insulate the connection since
it's "hot" at all times.> The alternator regulator has four wires coming out of
it. One (blue) is not used.> Brown goes to D-> Green goes to DF> Red goes to D+
...the blue wire going up to the warning lamp on the dash needs to be spliced
into D+ also.> http://www.nls.net/mp/volks/schem/gen_alt.htm>
http://www.nls.net/mp/volks/schem/altreg.gif> > To use the internally-regulated
alternator you still need to join the 3 big red wires, but all you have to do
is connect the warning light blue wire to the green wire (that was DF on the
generator) and connect the other end of the green wire to the D+ terminal on
the alternator.> > > The "bent" road-draft tube was adopted in 1968, same time
as the warm-air pickup elbow/hose was increased in size.> > > --- On Sat,
6/21/08, asad ishaque <[EMAIL PROTECTED]> wrote:> > > From: asad ishaque
<[EMAIL PROTECTED]>> > Subject: [vintagvw] Fitting an Alternator in my 68 bug.>
> To: [email protected]> > Date: Saturday, June 21, 2008, 10:42 AM> >
Hello Volks!> > > > Have a few questions again as I would> > finally be putting
on a post 73 style alternator on my> > daily driven 68 bug.> > > > I have a
three pin (actually with four> > connectors in total) alternator serviced and
ready to go> > in. > > > > Meanwhile I also bought another three pin> > and a
two pin alt. That makes me ‘rich’ with three> > spare alternators! > > > > Now
the questions:> > > > -Is the two pin model better than the three pin one???
In> > that case I would like to put this on my daily driver> > instead of the
ready three pin one.> > > > -I am quite sure the two pin has a builtin solid
state> > regulator. How do I check this for good working state??> > > > -How do
I connect the three pin alt to the wiring on my> > daily driven 68 which
currently has a Japanese aftermarket> > generator slapped on (discussed here
before).> > > > -Can anyone guide me in ‘idiot’s terms’ on the> > connections
of both the two and three pin models? I shall> > look at the Bentley wiring
diagrams tonight but maybe some> > pointers would help.> > > > -Is it possible
for me to service the alternators at home??> > When I had the first one done at
a local shop, all he did> > was clean the insides up, replace the bearings and
did a > > Continuity Test between the winding and the armature. It> > looked
like something I can handle myself. Any suggestions?> > > > > > Have a few
holidays from work so plan to dive head first> > into this tomorrow or day
after.> > > > Thanks in advance.> > > > Asad> > Karachi, Pakistan.> > > > PS:
Btw while shopping for alternator pedestals I have come> > across two styles of
breather pipe assemblies. One has an> > almost straight drain pipe while other
has it with a couple> > of bends. What was this difference for??> > > > > >
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