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I think that what toofast is doing is following Figure 3 in the pic below. The field circuit is already switched upstream of the indicator lamp.
toofast, Thanks for sharing this info! I would still like the specifics on the pulley -- diameter, part no, or whatever specs one would need to source the same part. Also, this was already asked, did you get away with using the same belt?
I am considering the CS130 swap. It looks to be fairly straight forward. Question on the excitation wire (blue wire on my 81 US). It needs to be connected to the "F" contact (Black Wire). Correct? Thank you for your time!
A good article that's going trough some important stuff about the delco 130 Alternator conversion and connections. Read it and you'll understand the wiring better. Alternator-Upgrade Wiring Tips for Popular GM Charging Systems
To answer your question:
Our older 928's use the chargelight as the resistor inline with the exciterwire, blue wire on your car. You need to connect your blue wire to the L-terminal on the alternator. In newer cars there's always a resistor or similar in this circuit, otherwise the regulator would recieve to much current.
I actually started at the top of the thread and read every reply and response. Yes, the L terminal is the correct terminal to connect to. Thank you for the reinforced response. I am collecting parts to perform this modification next month. I am understanding that the 34 in belt is a better fit than the OEM 35 in. Would you agree?
Question:
Do you have the single sheave pulley or do you have the multi-rib pulley? I have the multi-rib pulley on my 1983 Euro 928s. I took the old original multi-rib pulley and swapped it to the new Delco alternator. The old one is smaller(a bit higher rpms) and makes it charge perfectly in idle. I used the original belt on mine, I'm not sure what lenght works best if you have the single sheave pulley...
Just yesterday I purchased a crank pulley and alternator pulley, both from an 84' (5 rib). I love picking peoples brains for wisdom and experience but, I think I will have to experiment with different setups to get it right.
Question: Have you tried or heard of someone using a CS144 alternator. Reading up on the development of this alternator it appears that this is the latest version of the CS130. Slightly larger, more robust everything. Bearings, rectifier, cooling and 130A-200A versions. Also, the mounting points appear to be practically identical (2 inches in length and solid). If no one has experimented with this i might give it a go. There is an alternator recycling/rebuilding shop not far from me back home. Ill get my hands on one of the CS144 and compare the fit and adjustability. I am 99% going with the CS130 105A with the stock V-pulleys
If someone has already tried CS144 this and it's a no-go, please stop me. Thanks
I haven't heard of anyone trying the CS144 but I won't stop you, looks promising. If the alignment is alright and the belt can be tightened, despite the bigger size it should be good to go. If you use the 5-rib pulley on the CS144 you should also solve the idle-charging as it has a smaller pulley already. I don't know the exact size on the original V-pulley, if it is bigger than those 5-rib on your pictures you should use some other one with similar size.
Yes similar to my solution, and the smaller pulley issue is mentioned. I did notice the more open intakes on my CS130. I solved this by doing grills in aluminium to protect from road-debree. And I used 2 washers to make it line up, one of them being thicker.
I would not use a 6-rib pulley to a 4-rib belt even if it works. Doesn't look "factory" and it would not benefit the belt without the side support.
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