Do you mean a two terminal alternator? The older style had the field grounded internally while the later style has the ground external. There is only one field winding. The link i sent you shows the older style alternator with the internal ground. The later alternator with two terminals requires one of the wires coming off the field connector be grounded externally.
Hey Mr. 68RT,
Am not sure what is meant by "two terminal alternator".
As was mentioned previously, there is an Alternator here with only one "Field" Terminal.
And then there is the Alternator that is presently installed in Lorrie's Engine Compartment that has (IIRC) TWO Terminals labeled "Field".
At the bottom of the page to which you sent the link, it shows that there are two "Field" Terminals on the Alternator in the electrical diagram for the Electronic Voltage Regulator Circuit.
At this point, I am still trying to learn and understand what all is involved.
The present situation is that Lorrie has refused to start reliably since early November.
And then last Saturday, she began to refuse to start completely.
The conditions that led up to this was: 1. A NEW NAPA VR32SB Voltage Regulator was found to be allowing over 18 Volts to the NAPA Legend 75 Battery. That VR was removed and another NEW NAPA VR32SB was installed. And it seemed to be fine for a while.
Then: 2. On the first cold morning back in November, Lorrie refused to start.
Due to other work being done on another vehicle, work on Lorrie's refusal to start was delayed until last week, when a NEW set of NGK ZFR5N Spark Plugs was installed, and Lorrie started right up.
BUT her starting up was not consistent. She would start at times and at other times she would not. When she WOULD start, she would run wonderfully.
It was then noticed that the second VR was allowing over 17 Volts to be sent to the Battery.
Then: 3. Last Saturday Lorrie began to refuse to start altogether. A test showed that there was no spark to the Plugs, and there was no power to the Distributor. The Ignition Coil was tested and it was fine. Also there is 12 Volts going to the Control Module.
Since then, I have been doing research on what could be causing this, and came across many references to high voltage taking out the Control Module in an HEI System.
Lorrie HAS an HEI System with a Mopar Electronic Distributor, a Standard-Bluestreak Engine Control Module, and a Ford style E-Coil. So that HEI Assembly was removed from Lorrie's Engine Compartment with the intention of taking the ECM to be tested.
While doing the research on the cause of Lorrie's recalcitrance, I also found references to the effect that an Electro/Mechanical Voltage Regulator COULD cause the ECM to go bad. And that is what has prompted me to put an Electronic Voltage Regulator in place of the Electro/Mechanical Voltage Regulator.
So that is where this all presently sits. I am getting ready to take the Standard-Bluestreak LX-301 Control Module to be tested this morning, along with the two NAPA VR32SB Voltage Regulators that are allowing excessive Voltage to be sent to the Battery, AND the Legend 75 Battery to be load tested, as it MIGHT be that it has a shorted cell, which would cause the VR32SB to be putting out excessive Voltage.
If it turns out that the Legend 75 Battery is going bad, it is less than a year old and will be replaced under warranty, but I seriously doubt that there is anything wrong with the Battery.
If it turns out that the Standard-Bluestreak LX=301 Control Module is the culprit, it will be replaced with a NAPA Echlin PT45 Control Module.
And at this point, the Electronic Voltage Regulator has yet to be chosen. Have found the following Electronic Voltage Regulators from which to chose: Standard VR 128, Echlin VR1001, Napa Echlin ECH VR438, and Mopar Performance P3690732.
Please understand that other than working on Lorrie Van Haul since 1975, and on Ms. American 3.14159 (a 1964 Ford Galaxie Police Interceptor) who has lived with me since 1986, I am pretty much a novice/dilettante at all this, though over the years I have become pretty good at fixing things on these to wonderful, old vehicles.
This dealing with Lorrie's MIGHTY 225 Slant Six Engine and the converting of it from a Points&Condenser Ignition System to an HEI System is all pretty much virgin territory for me. We are needing all the help we can get. Am certain that for those who are professionals at doing this kind of thing, that this whole problem is probably pretty simple. The biggest problem with this situation is my lack of knowledge and expertise. Am progressing through a fog, and doing the best we can.
Anyway, thanks for the response. Am getting ready to shut down here and head out.
Hope this finds YOU doing well.