On Fri, 26 Jun 2009 00:28:39 GMT, "Lew Hodgett"
wrote:


"Wayne.B" wrote:

A deep cycle
battery which routinely gets disharged down to the 50% level would
take forever to recharge at 13.6 volts.

"Forever" is a relative term.

Just turning on the engine is beyond "forever" for me.

Basic reason I had provided for 16, T-105s and solar panels until the
money ran outG.

A L/N 4800 machine goes a long way to minimize engine time.

It will give you 120A @ 2,000 alternator RPM which BTW, is a "hot"
rating, not "cold" as most competitors offer.

I have a pair of these guys rated at 250 amps and running with dual
belts:

http://www.alternatorparts.com/Extreme%20Duty%20Dual%20Rectifier%20CS-144%20type.htm

They are performing very well so far and are much less expensive than
L/Ns.

"Wayne.B" wrote:

I have a pair of these guys rated at 250 amps and running with dual
belts:

http://www.alternatorparts.com/Extreme%20Duty%20Dual%20Rectifier%20CS-144%20type.htm

They are performing very well so far and are much less expensive
than
L/Ns.

Did they include an output curve?

High output at low RPM isn't Low cost.

Neither is a "hot" rating.

Lew

On Fri, 26 Jun 2009 01:46:44 GMT, "Lew Hodgett"
wrote:

Did they include an output curve?

High output at low RPM isn't Low cost.

Neither is a "hot" rating.

They do OK on both counts based on my observations. They're mounted
on DD6-71 diesels with about a 3 to 1 sheave diameter ratio. They
start producing full output at around 1200 engine RPMs which would be
3600 alternator RPM. I have not run any long term stress tests at
high temps but have measured them with an IR gun at about 170F while
producing 200 amps. I've only got about 50 hours on them at this
point so long term durability is still a question mark. At $450 I
can afford to carry around a spare however. They are also relatively
cheap/easy to rebuild.

"Wayne.B" wrote:

They do OK on both counts based on my observations. They're
mounted
on DD6-71 diesels with about a 3 to 1 sheave diameter ratio. They
start producing full output at around 1200 engine RPMs which would
be
3600 alternator RPM.

I would expect a high output alternator to produce about 80% of
nameplate at 2,000 alternator RPM and full output at no more than
3,000 RPM.

Based on your description above doubt they would meet those output
points.

Got any idea of output at 1200-1400 engine RPM?

What is top end of the DD6-71?

Difficult to tell from limited pics on web site, but it appears you
have a small case design, but that is just a guess.

Small case design offers the designer more challenges than larger
cases.

It's mostly a thermal problem.

I have not run any long term stress tests at
high temps but have measured them with an IR gun at about 170F while
producing 200 amps. I've only got about 50 hours on them at this
point so long term durability is still a question mark. At $450 I
can afford to carry around a spare however. They are also
relatively
cheap/easy to rebuild.

$450 seems a bit high, but then I haven't looked at a price for a few
years.

Lew

On Fri, 26 Jun 2009 04:06:40 GMT, "Lew Hodgett"
wrote:

What is top end of the DD6-71?

Difficult to tell from limited pics on web site, but it appears you
have a small case design, but that is just a guess.

They will top out at 2400 RPM but we never push them beyond 1800 for
any length of time, and more typically cruise at 1400 to 1500.

They are based on the Delco CS-144 which is considered large case in
the automotive world, but they are not a J-180 mount which is a big
plus for me. My engines are set up for a 2 inch Delco foot except
that they have a 1/2 inch mounting bolt instead of 3/8ths. Drilling
out the alternator foot to 1/2 inch is easy and there is plenty of
metal left over.

On Fri, 26 Jun 2009 06:25:30 -0400, Wayne.B
wrote:

y engines are set up for a 2 inch Delco foot except
that they have a 1/2 inch mounting bolt instead of 3/8ths. Drilling
out the alternator foot to 1/2 inch is easy and there is plenty of
metal left over.

That's interesting. I wonder why 3/8 isn't enough. I had a 4250 pound
airplane with the wings each held on by a couple of 1/4-20 bolts.
Loaded in double shear. [Beech D-17S].

Casady

Richard Casady wrote:
On Fri, 26 Jun 2009 06:25:30 -0400, Wayne.B
wrote:

y engines are set up for a 2 inch Delco foot except
that they have a 1/2 inch mounting bolt instead of 3/8ths. Drilling
out the alternator foot to 1/2 inch is easy and there is plenty of
metal left over.

That's interesting. I wonder why 3/8 isn't enough. I had a 4250 pound
airplane with the wings each held on by a couple of 1/4-20 bolts.
Loaded in double shear. [Beech D-17S].

Casady


No, Richard.

You might want to remeasure...

On Fri, 26 Jun 2009 09:38:57 -0500, Richard Casady
wrote:

On Fri, 26 Jun 2009 06:25:30 -0400, Wayne.B
wrote:

y engines are set up for a 2 inch Delco foot except
that they have a 1/2 inch mounting bolt instead of 3/8ths. Drilling
out the alternator foot to 1/2 inch is easy and there is plenty of
metal left over.

That's interesting. I wonder why 3/8 isn't enough. I had a 4250 pound
airplane with the wings each held on by a couple of 1/4-20 bolts.
Loaded in double shear. [Beech D-17S].


Everything about a DD6-71 is industrial strength overkill. They were
designed originally to power Sherman tanks. My main generator is
powered by a Yanmar industrial diesel and it is built like a toy in
comparison.