X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-ma04.mx.aol.com ([64.12.206.42] verified) by logan.com (CommuniGate Pro SMTP 5.3.9) with ESMTP id 4476151 for flyrotary@lancaironline.net; Wed, 22 Sep 2010 03:58:27 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.206.42; envelope-from=SHIPCHIEF@aol.com Received: from imo-da02.mx.aol.com (imo-da02.mx.aol.com [205.188.169.200]) by imr-ma04.mx.aol.com (8.14.1/8.14.1) with ESMTP id o8M7vjiZ022910 for ; Wed, 22 Sep 2010 03:57:45 -0400 Received: from SHIPCHIEF@aol.com by imo-da02.mx.aol.com (mail_out_v42.9.) id q.da8.b22a721 (43998) for ; Wed, 22 Sep 2010 03:57:40 -0400 (EDT) Received: from smtprly-me01.mx.aol.com (smtprly-me01.mx.aol.com [64.12.95.102]) by cia-dd06.mx.aol.com (v129.4) with ESMTP id MAILCIADD067-b2b34c99b6f2317; Wed, 22 Sep 2010 03:57:40 -0400 Received: from webmail-d050 (webmail-d050.sim.aol.com [205.188.167.90]) by smtprly-me01.mx.aol.com (v129.4) with ESMTP id MAILSMTPRLYME015-b2b34c99b6f2317; Wed, 22 Sep 2010 03:57:38 -0400 References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Re: Alternator Date: Wed, 22 Sep 2010 03:57:38 -0400 X-AOL-IP: 24.19.204.151 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: shipchief@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CD2842F5D5920A_1CBC_1E3AE_webmail-d050.sysops.aol.com" X-Mailer: AOL Webmail 32679-STANDARD Received: from 24.19.204.151 by webmail-d050.sysops.aol.com (205.188.167.90) with HTTP (WebMailUI); Wed, 22 Sep 2010 03:57:38 -0400 Message-Id: <8CD2842F5D0CE9A-1CBC-10C9C@webmail-d050.sysops.aol.com> X-Spam-Flag:NO X-AOL-SENDER: SHIPCHIEF@aol.com ----------MB_8CD2842F5D5920A_1CBC_1E3AE_webmail-d050.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="us-ascii" Like Brian, I 'm running a 60 amp NIPON DENSO. I'm running a mini 1 wire= alternator I got on ebay. It failed (low voltage) because the brush holde= r was too tight on the brushes and held one too tight until it lost contac= t with the slip ring. I quickly and easily got a better replacement from= "the rebuilder" in Kent WA. ($6) He said "you gotta love that DENSO, ever= ything is mounted on the back." And that's true. the regulator, diode bridge and brush rigging are all on= the back and can be removed for service without removing the alternator= from the engine if you have enough room. That servicability more than mak= es up for the one deficiency I had. I just bought a second one because the output connection post faces straig= ht off the back, which suits me. My current one has the output post touchi= ng my oil cooler inlet duct, so the new version suits my application bette= r.=20 Gotta love the DENSO!! I might consider an output overvoltage 'crowbar' protection device, but I= have not yet heard of one of these alternators failing to 'overvoltage'. Scott -----Original Message----- From: bktrub@aol.com To: Rotary motors in aircraft Sent: Tue, Sep 21, 2010 4:32 pm Subject: [FlyRotary] Re: Alternator I'm using a 40 amp Nippondenso alternator, with a slightly larger diameter= pulley that is a micro v-belt(serpentine style). I got it new from Romain= e Electric in Seattle for $140 new. It has an internal voltage regulator.= It puts out plenty of juice.=20 =20 Brian Trubee -----Original Message----- From: josrph berki To: Rotary motors in aircraft Sent: Tue, Sep 21, 2010 3:21 pm Subject: [FlyRotary] Alternator What alternator is being used on the rotary? With EFI and electronic gnition I would think a 60 amp would be suitable. Does anyone have a ligh= t eight small solution? Thanks for any help. Joe Berki imo EZ - omepage: http://www.flyrotary.com/ rchive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.= html ----------MB_8CD2842F5D5920A_1CBC_1E3AE_webmail-d050.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="us-ascii"
Like Brian, I 'm running a 60 amp NIPON DENSO. I'm running a mini 1= wire alternator I got on ebay. It failed (low voltage) because the brush= holder was too tight on the brushes and held one too tight until it lost= contact with the slip ring. I quickly and easily got a better replacement= from "the rebuilder" in Kent WA. ($6) He said "you gotta love that DENSO,= everything is mounted on the back."
And that's true. the regulator, diode bridge and brush rigging are al= l on the back and can be removed for service without removing the alternat= or from the engine if you have enough room. That servicability more than= makes up for the one deficiency I had.
I just bought a second one because the output connection post faces straig= ht off the back, which suits me. My current one has the output post touchi= ng my oil cooler inlet duct, so the new version suits my application bette= r.
Gotta love the DENSO!!
I might consider an output overvoltage 'crowbar' protection device,= but I have not yet heard of one of these alternators failing to 'overvolt= age'.
Scott


-----Original Message-----
From: bktrub@aol.com
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Tue, Sep 21, 2010 4:32 pm
Subject: [FlyRotary] Re: Alternator

I'm using a 40 amp Nippondenso alternator, with a slightly larger dia= meter pulley that is a micro v-belt(serpentine style). I got it new from= Romaine Electric in Seattle for $140 new. It has an internal voltage regu= lator. It puts out plenty of juice.
 
Brian Trubee



-----Original Message-----
From: josrph berki <jskmber= ki@windstream.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Tue, Sep 21, 2010 3:21 pm
Subject: [FlyRotary] Alternator

Wha=
t alternator is being used on the rotary?  With EFI and electronic
ignition I would think a 60 amp would be suitable.  Does anyone have a lig=
ht
weight small solution?  Thanks for any help.

Joe Berki
Limo EZ


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