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#346
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Some voltage regulators come out of the box charging higher then others do.
In sunny CA with no winter stating I use what ever battery fits or if I have an extra. When I did that with one I found I needed a different battery ground cable. After that was changed the charging voltage went up almost 1 volt. So it is possible that a lower then you want charging rate could be an issue with cables and contact areas.
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84 300D, 82 Volvo 244Gl Diesel |
#347
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Alternators
The AL69Xis a 55 ampere direct fit unit, the AL129X is an 80 ampere unit you'll need to change the wire plug to a loop connector to work .
Or, the AL117X is a 65 ampere unit that's a direct bolt on and as long as you have the correct BOSCH branded regulator it'll charge over 13 VDC @ idle with the headlights on . The amount of belt slippage is/can be pretty large, why some get higher idle voltage . -Nate Quote:
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-Nate 1982 240D 408,XXX miles Ignorance is the mother of suspicion and fear is the father I did then what I knew how to do ~ now that I know better I do better |
#348
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Resurrecting this thread as its a good one.
My alternator last night was putting out at best 13.3V at highway speeds, and there is a new regulator in there with minimal runtime on it. I just changed the battery cable and went over all the other grounds at the same time. So I know theyre good and clean. It also takes a while to get up to voltage when starting. Unless I reve the engine a good bit. Honestly both of my w123s behave like this. Dont think I need a ton of amps, and Im not sure I want to rewire these cars to accommodate the higher amp alternators. Seems that the AL68X is a medium compromise - same connector, 70A unit. Curious where one gets actual case dimensions to determine if this is a drop in. IIRC there is an 80A version from some MB cars that also use that same connector...
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Current Diesels: 1981 240D (73K) 1982 300CD (169k) 1985 190D (169k) 1991 350SD (113k) 1991 350SD (206k) 1991 300D (228k) 1993 300SD (291k) 1993 300D 2.5T (338k) 1996 Dodge Ram CTD (442k) 1996 Dodge Ram CTD (265k) Past Diesels: 1983 300D (228K) 1985 300D (233K) |
#349
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Some Volvos use the higher out put alternator, or just buy one for a 1985 year model W123 and drop it in ~ 13.5 VDC is plenty .
The key to getting the highest out put on any of these is to only use the BOSCH brand regulators.... Belts have to be snug , not oily and the right size too....
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-Nate 1982 240D 408,XXX miles Ignorance is the mother of suspicion and fear is the father I did then what I knew how to do ~ now that I know better I do better |
#350
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1985 has a 70A?
70 is the highest I’ve seen with the blade connectors, but it’s only on 126 ga$$ers.
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Current Diesels: 1981 240D (73K) 1982 300CD (169k) 1985 190D (169k) 1991 350SD (113k) 1991 350SD (206k) 1991 300D (228k) 1993 300SD (291k) 1993 300D 2.5T (338k) 1996 Dodge Ram CTD (442k) 1996 Dodge Ram CTD (265k) Past Diesels: 1983 300D (228K) 1985 300D (233K) |
#351
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The '86/87 300SDL's came with the 70A alternator with blade-connector. You should be able to use the alternator from a W124 or W126, you'll have to swap the pulley and spacer since the M103 and OM602/3 use serpentine belts. Not sure on clocking either. The 80A on my 350SD is the stud style and made it ultra easy to convert to a 143A from a W140.
My own opinion: if you're going through the trouble to upgrade the alternator, don't waste your time on a puny one. The original 80A unit on the 350SD was woeful at night. If you had the headlights on, sitting at a traffic light with the brakes on, A/C running with the aux fans blowing, you were sitting at 12.5V - that was all it would do even with a new regulator. Off idle, it would come right back up. If you really want scary, on a cold-start with the afterglow still running and the A/C on, you were at <12V, literally discharging the battery. I realize the W123 doesn't have afterglow and the A/C is less powerful, but why bother going from "inadequate" to "possibly mediocre".
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Current stable: 1995 E320 149K (Nancy) 1983 500SL 120K (SLoL) Black Sheep: 1985 524TD 167K (TotalDumpster™) Gone but not forgotten: 1986 300SDL (RIP) 1991 350SD 1991 560SEL 1990 560SEL 1986 500SEL Euro (Rusted to nothing at 47K!) |
#352
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Quote:
These 55-65A alternators are small, but almost sufficient. Think about it: 4.5A/ headlight 2A per marker light (4?) 20A for the blower 5A for the radio blasting (mine is original) Say 5A incidentals So 47A, with a decent margin for the blower? While. A depleted battery will pull 20+A for a bit, it will quickly drop, assuming it’s in reasonable shape and not too empty. So it’s plausible that the alternator could be at full output if a 55A version. But more than a short while on these cars the load has dropped. Sure, a 55A alternator putting out near full curre t Is going to be pretty low voltage. But I’ve never observed it all low that the battery is discharging. A more modern SD would have some more draw from computers and whatnot, but not THAT much.
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Current Diesels: 1981 240D (73K) 1982 300CD (169k) 1985 190D (169k) 1991 350SD (113k) 1991 350SD (206k) 1991 300D (228k) 1993 300SD (291k) 1993 300D 2.5T (338k) 1996 Dodge Ram CTD (442k) 1996 Dodge Ram CTD (265k) Past Diesels: 1983 300D (228K) 1985 300D (233K) |
#353
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Keep in mind the rated output of the alternator is at rated speed. Generally cruising RPM of the engine or higher. At idle, an alternator is doing really good to produce 50-60% of rated output.
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Current stable: 1995 E320 149K (Nancy) 1983 500SL 120K (SLoL) Black Sheep: 1985 524TD 167K (TotalDumpster™) Gone but not forgotten: 1986 300SDL (RIP) 1991 350SD 1991 560SEL 1990 560SEL 1986 500SEL Euro (Rusted to nothing at 47K!) |
#354
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Fair enough, very true.
So, on my CD, at idle (once excited by blipping the throttle), it will sit above 12.6, so the battery isnt discharging. It just never goes particularly high. My 240D, which I’m sure has just the 55A, will run a bit higher in the right condition, like 13.6-13.7v vs 13.3 in my Turbo CD, but it will drop much faster at idle for the reason you mention. Thus my interest in the 70A unit. These aren’t overly needy cars, 5-15A will help on the low end, and shout ensure a better voltage at speed, and as a simple drop in with no new harness or cable re routing...
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Current Diesels: 1981 240D (73K) 1982 300CD (169k) 1985 190D (169k) 1991 350SD (113k) 1991 350SD (206k) 1991 300D (228k) 1993 300SD (291k) 1993 300D 2.5T (338k) 1996 Dodge Ram CTD (442k) 1996 Dodge Ram CTD (265k) Past Diesels: 1983 300D (228K) 1985 300D (233K) |
#355
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Quote:
excellent writeup geared to newbies but useful to all |
Bookmarks |
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