Jump to content
SAU Community

Recommended Posts

alternator has been like this for a year now It works but i find if i park and leave the reds on or im listeniing to music for lets say 30min-1hr i have new battery dry cell type. But i find that when i start the car and drive with the air con for instance im looking at the battery power and its at 12.2 v and i take my foot off accelerate it drops to 11.9 and i get a warning beep from the turbo timer it eventually rises to normal level i think around 12.7-12.9v but i think my alternator might be on its way out i heard it should sit stable at around 13v, and i should b able to have the music on for more then 2 hrs right before battery drains??? can i get a recoditioned alternator or get mine recond? and how much am i looking at?

Link to comment
https://www.sau.com.au/forums/topic/323480-94-r32-gtr-alternator/
Share on other sites

Actually this morning as im driving it was at 13.3 v stable i put the air con on and it dropped too 13v-13.2 it just goes up and down a few point depending, see if the lights are on stereo are on etc, it will be at around 12.8 is this normal?

Your alternator should be working between 13.8v to 14.3v to maintain the electrical load.

Sounds like the voltage regulator is on its way out.

Once the engine is running the battery is "not " running the electrical items. The alternator is meant to carry the entire electrcal load. It will replace the charge to the battery after startup or draw from the battery if electrical items were used while the engine wasn't running, but once battery is charged the alternator just delivers enough current to manage the load.

What is the part number of your alt. Is it a Hitachi or Mitsi branded model.

I rebuild them from home, "may" have some suitable parts

Nigel

Your alternator should be working between 13.8v to 14.3v to maintain the electrical load.

Sounds like the voltage regulator is on its way out.

Once the engine is running the battery is "not " running the electrical items. The alternator is meant to carry the entire electrcal load. It will replace the charge to the battery after startup or draw from the battery if electrical items were used while the engine wasn't running, but once battery is charged the alternator just delivers enough current to manage the load.

What is the part number of your alt. Is it a Hitachi or Mitsi branded model.

I rebuild them from home, "may" have some suitable parts

Nigel

Is it visible from the engine bay? and what costs am i looking at?

GTRAAH, this happens to me as well. No matter how I drive, the voltage meter on my turbo timer won't go past 12.6-12.7, only time it ever goes past 13.0 is right after I cold start it then after a minute or so it drops back down to 12.6 again. Also if I leave the car parked for too long (eg. 2-3 weeks) without cranking it then my battery runs flat. If I listen to music for around 20mins without the car running then battery goes flat again. I've replaced the alternator twice already and have had to buy new batteries numerous times in the 4 and a half years I've owned it. The car's had this problem ever since day one and it's slowly driving me insane! :cool:

Edited by GT32
Is it visible from the engine bay? and what costs am i looking at?

Yeah there should be a label on it on the back/side area. Some are underneath. Might have to use a small mirror to spot it.

Cost depends on the alt model.

Also the part number will telle what amp the alt is.

You may need to use a 90amp model

Nigel

Nigel, when I replaced my alternators I've always bought one off an RB20DET motor. However, I run an RB30E bottom end. Are the alternators across the entire RB-series of engines all rated at different amperage? Should I be using an alternator that was taken off an RB30 as opposed to one off an RB20? I've always wondered if that would make any difference in my circumstance...

Edited by GT32
Nigel, when I replaced my alternators I've always bought one off an RB20DET motor. However, I run an RB30E bottom end. Are the alternators across the entire RB-series of engines all rated at different amperage? Should I be using an alternator that was taken off an RB30 as opposed to one off an RB20? I've always wondered if that would make any difference in my circumstance...

Some R31 Skyline RB20DET (red top engine) came with a 70amp. R32 RB20DETs should all have a 80amp. Then there is the 90amp used on R33's RB25 etc.

The thing is just because an alt came off a RB20DET engine doesn't mean it was the factory unit. Alt could have been swapped out at some stage.

In most cases the 70amp is fine unless you running some high power draw items, eg. big amp sounds etc. The 80 and 90 amp units will just cope better with the load.

You certainly do not have to match the alt to you RB30 block. But what I would suggest is getting the alt with the smaller pulley (69mm instead of the 73mm). That way the alt will be spun slightly faster. The alt in question would be the Nissan 23100-70T05 (Hitachi LR190-722) 90amp. It has the 8mm BAT bolt versus the 6mm on most others. Still a direct swap on all RB engines. You will just need to change the eyelet on the cable for the BAT terminal to 8mm.

I know of 17 different alternator factory fitted from R31 to R33 Skyline etc. Some made by Hitachi and others Mitsi. The odd Bosch on in Australia.

http://www4.wave.co.nz/~lakewood/Skyline/Alt.htm

Nigel

Some R31 Skyline RB20DET (red top engine) came with a 70amp. R32 RB20DETs should all have a 80amp. Then there is the 90amp used on R33's RB25 etc.

The thing is just because an alt came off a RB20DET engine doesn't mean it was the factory unit. Alt could have been swapped out at some stage.

In most cases the 70amp is fine unless you running some high power draw items, eg. big amp sounds etc. The 80 and 90 amp units will just cope better with the load.

You certainly do not have to match the alt to you RB30 block. But what I would suggest is getting the alt with the smaller pulley (69mm instead of the 73mm). That way the alt will be spun slightly faster. The alt in question would be the Nissan 23100-70T05 (Hitachi LR190-722) 90amp. It has the 8mm BAT bolt versus the 6mm on most others. Still a direct swap on all RB engines. You will just need to change the eyelet on the cable for the BAT terminal to 8mm.

I know of 17 different alternator factory fitted from R31 to R33 Skyline etc. Some made by Hitachi and others Mitsi. The odd Bosch on in Australia.

http://www4.wave.co.nz/~lakewood/Skyline/Alt.htm

Nigel

Nigel where you at mate if your in sydney i might come for a drive so you can have a quick look at it?

Nigel where you at mate if your in sydney i might come for a drive so you can have a quick look at it?

Hehehe sorry mate. I'm in Hamilton, New Zealand. If you can take some pics though and send them to [email protected]

Nigel

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

  • Latest Posts

    • The other problem was one of those "oh shit we are going to die moments". Basically the high spec Q50s have a full electric steering rack, and the povo ones had a regular hydraulic rack with an electric pump.  So couple of laps into session 5 as I came into turn 2 (big run off now, happily), the dash turned into a christmas tree and the steering became super heavy and I went well off. I assumed it was a tyre failure so limped to the pits, but everything was OK. But....the master warning light was still on so I checked the DTCs and saw – C13E6 “Heat Protection”. Yes, that bloody steering rack computer sitting where the oil cooler should be has its own sensors and error logic, and decided I was using the steering wheel too much. I really appreciated the helpful information in the manual (my bold) POSSIBLE CAUSE • Continuing the overloading steering (Sports driving in the circuit etc,) “DATA MONITOR” >> “C/M TEMPERATURE”. The rise of steering force motor internal temperature caused the protection function to operate. This is not a system malfunction. INSPECTION END So, basically the electric motor in the steering rack got to 150c, and it decided to shut down without warning for my safety. Didn't feel safe. Short term I'll see if I can duct some air to that motor (the engine bay is sealed pretty tight). Long term, depending on how often this happens, I'll look into swapping the povo spec electric/hydraulic rack in. While the rack should be fine the power supply to the pump will be a pain and might be best to deal with it when I add a PDM.
    • And finally, 2 problems I really need to sort.  Firstly as Matt said the auto trans is not happy as it gets hot - I couldn't log the temps but the gauge showed 90o. On the first day I took it out back in Feb, because the coolant was getting hot I never got to any auto trans issues; but on this day by late session 3 and then really clearly in 4 and 5 as it got hotter it just would not shift up. You can hear the issue really clearly at 12:55 and 16:20 on the vid. So the good news is, literally this week Ecutek finally released tuning for the jatco 7 speed. I'll have a chat to Racebox and see what they can do electrically to keep it cooler and to get the gears, if anything. That will likely take some R&D and can only really happen on track as it never gets even warm with road use. I've also picked up some eye wateringly expensive Redline D6 ATF to try, it had the highest viscosity I could find at 100o so we will see if that helps (just waiting for some oil pan gaskets so I can change it properly). If neither of those work I need to remove the coolant/trans interwarmer and the radiator cooler and go to an external cooler....somewhere.....(goodbye washer reservoir?), and if that fails give up on this mad idea and wait for Nissan to release the manual 400R
    • So, what else.... Power. I don't know what it is making because I haven't done a post tune dyno run yet; I will when I get a chance. It was 240rwkw dead stock. Conclusion from the day....it does not need a single kw more until I sort some other stuff. It comes on so hard that I could hear the twin N1 turbos on the R32 crying, and I just can't use what it has around a tight track with the current setup. Brakes. They are perfect. Hit them hard all day and they never felt like having an issue; you can see in the video we were making ground on much lighter cars on better tyres under brakes. They are standard (red sport) calipers, standard size discs in DBA5000 2 piece, Winmax pads and Motul RBF600 fluid, all from Matty at Racebrakes Sydney. Keeping in mind the car is more powerful than my R32 and weighs 1780, he clearly knows his shit. Suspension. This is one of the first areas I need to change. It has electronically controlled dampers from factory, but everything is just way too soft for track work even on the hardest setting (it is nice when hustling on country roads though). In particular it rolls into oversteer mid corner and pitches too much under hard braking so it becomes unstable eg in the turn 1 kink I need to brake early, turn through the kink then brake again so I don't pirouette like an AE86. I need to get some decent shocks with matched springs and sway bars ASAP, even if it is just a v1 setup until I work out a proper race/rally setup later. Tyres. I am running Yoko A052 in 235/45/18 all round, because that was what I could get in approximately the right height on wheels I had in the shed (Rays/Nismo 18x8 off the old Leaf actually!). As track tyres they are pretty poor; I note GTSBoy recently posted a porker comparo video including them where they were about the same as AD09.....that is nothing like a top line track tyre. I'll start getting that sorted but realistically I should get proper sized wheels first (likely 9.5 +38 front and 11 +55 at the rear, so a custom order, and I can't rotate them like the R32), then work out what the best tyre option is. BTW on that, Targa Tas had gone to road tyres instead of semi slicks now so that is a whole other world of choices to sort. Diff. This is the other thing that urgently needs to be addressed. It left massive 1s out of the fish hook all day, even when I was trying not too (you can also hear it reving on the video, and see the RPM rising too fast compared to speed in the data). It has an open diff that Infiniti optimistically called a B-LSD for "Brake Limited Slip Diff". It does good straight line standing start 11s but it is woeful on the track. Nismo seem to make a 2 way for it.
    • Also, I logged some data from the ECU for each session (mostly oil pressures and various temps, but also speed, revs etc, can't believe I forgot accelerator position). The Ecutek data loads nicely to datazap, I got good data from sessions 2, 3 and 4: https://datazap.me/u/duncanhandleyhgeconsultingcomau/250813-wakefield-session-2?log=0&data=7 https://datazap.me/u/duncanhandleyhgeconsultingcomau/250813-wakefield-session-3?log=0&data=6 https://datazap.me/u/duncanhandleyhgeconsultingcomau/250813-wakefield-session-4?log=0&data=6 Each session is cut into 3 files but loaded together, you can change between them in the top left. As the test sessions are mostly about the car, not me, I basically start by checking the oil pressure (good, or at least consistent all day). These have an electrically controlled oil pump which targets 25psi(!) at low load and 50 at high. I'm running a much thicker oil than recommended by nissan (they said 0w20, I'm running 10w40) so its a little higher. The main thing is that it doesn't drop too far, eg in the long left hand fish hook, or under brakes so I know I'm not getting oil surge. Good start. Then Oil and Coolant temp, plus intercooler and intake temps, like this: Keeping in mind ambient was about 5o at session 2, I'd say the oil temp is good. The coolant temp as OK but a big worry for hot days (it was getting to 110 back in Feb when it was 35o) so I need to keep addressing that. The water to air intercooler is working totally backwards where we get 5o air in the intake, squish/warm it in the turbos (unknown temp) then run it through the intercoolers which are say 65o max in this case, then the result is 20o air into the engine......the day was too atypical to draw a conclusion on that I think, in the united states of freedom they do a lot of upsizing the intercooler and heat exchanger cores to get those temps down but they were OK this time. The other interesting (but not concerning) part for me was the turbo speed vs boost graph: I circled an example from the main straight. With the tune boost peaks at around 18psi but it deliberately drops to about 14psi at redline because the turbos are tiny - they choke at high revs and just create more heat than power if you run them hard all the way. But you can also see the turbo speed at the same time; it raises from about 180,000rpm to 210,000rpm which the boost falls....imagine the turbine speed if they held 18psi to redline. The wastegates are electrically controlled so there is a heap of logic about boost target, actual boost, delta etc etc but it all seems to work well
    • hahah when youtube subscribers are faster than my updates here. Yes some vid from the day is up, here:  Note that as with all track day videos it is boring watching after the bloopers at the start.  The off was a genuine surprise to me, I've literally done a thousand laps around the place and I've never had instability there; basically it rolled into oversteer, slipped, gripped and spat me out. On the way off I mowed down one of the instructor's cones and it sat there all day looking at me with accusing cone eyes as I drove past. 1:13:20 was my fastest lap, and it was in the second session, 3rd lap.  It (or me!) got slower throughout the day as it got hotter.      
×
×
  • Create New...