FACTORY APPROVED

ALTERNATOR
SERVICE MANUAL
• MISCII
•CAV
O LLECIIIODYNE

1984 6th Edition

— • HITACHI
• LUCAS
.111W

PUBLISHED BY

trn
 Factory Approved

ALTERNATO
SERVICE MANUAL

SIXTH EDITION

PUBLISHED BY T. M. PUBLICATIONS PTY LTD

Lm P.O. BOX 311 NORTH SYDNEY 2060 AUSTRALIA
P.O. BOX 90 LEURA, N.S.W. 2781
TELEGRAMS & CABLES “CYCLESERV” SYDNEY

WAREHOUSE —

184-186 Great Western Highway

Hazelbrook N.S.W. 2779

publishers of —

AUTOLEC AUTOMOTIVE APPLICATION OF ELECTRONICS

—

STARTELEC SERVICING AUTOMOTIVE STARTING MOTORS

—

THE PETROL FUEL INJECTION BOOK FOR AUTOMOBILES.

FACTORY APPROVED ALTERNATOR SERVICE MANUAL.
VARIOUS FACTORY APPROVED SERVICE MANUALS.
“Over 50 years experience in the pruction and distribution of Automotive Books”
 Published July 1984.
ISBN 86889099-5
© CECIL R. DODD Leura, N.S.W. Australia. 2781
—

Registered at National Library of Australia, Canberra ACT 2600

Registered at Library of Congress, Washington, U.S.A.

1st Edition June, 1967

2nd Edition August, 1968
Reprinted September, 1970
3rd Edition September, 1972
4th Edition (Revised) December, 1978
5th Edition (Revised) January, 1980
6th Edition July, 1984

All rights reserved. No part of this publication may be reproduced, stored in retrieval system or
transmitted in any form or by any means — electronic, mechanical, photocopying, recording or
otherwise without the prior written permission of Cecil R. Dodd.

No liability can be accepted for any inaccuracies or omissions in this publication although every
possible care has been taken to make it as complete and accurate as possible.

The Publisher wishes to thank the many Automotive Product Manufacturers for their continued
support and the supply of technical data for inclusion in this latest edition of the “Factory
Approved Alternator Service Manual”. Previous editions have proved invaluable to those
engaged in the automotive repair industry, also Technical Colleges, Government Departments,
Libraries etc. have appreciated this information being extended to them.

Published by —

TM PUBLICATIONS PTY. LTD.

P.O. Box 311, North Sydney, N.S.W. 2060
P.O. Box 90, Leura, N.S.W. 2781
Printed in Australia

2
 LUCAS
Type IIAC

DESCRIPTION IMPORTANT: To avoid bearing damage when adjusting belt tension, apply
leverage only on the alternator drive end bracket, not on any other
The alternator is shown dismantled in Fig.1 (note that some machines part of the alternator. The lever should be a soft material preferably
are mounted by the drive end bracket only). wood.

The stator comprises a 24-slot. 3-phase star-connected output winding c) Lubrication

on a ring-shaped lamination pack, housed between the slip-ring end and
drive end brackets. The rotor is of 8-pole construction and carries .a slip- The bearings are packed with grease during assembly and do not require
ring fed rotor (field) winding. It is supported by a ball-bearing in the periodic attention.
drive end bracket and a needle roller bearing in the slip-ring end bracket.
dl Terminal Connections
The brushgear for the field system is mounted on the slip-ring end bracket.
Two carbon brushes bear against a pair of concentric brass slip-rings Make sure that all terminal connections are tight.
carried on a moulded disc attached to the end of the rotor.

The slip-ring end bracket also carries six silicon diodes connected in a TECHNICAL DATA
3-phase bridge circuit to give rectification of the generated a.c. output
(see Fig.2). (i) Nominal voltage 12 24
(ii) Nominal d.c. output Ihot) 43 23
The diodes and stator windings are cooled by airflow through the in amperes
alternator induced by a ventilating fan at the drive end.
(iii) Resistance of rotor winding in 3.8 t 5%
A plastic strip— coloured either yellow, red or black — is attached to the ohms at 68°F (20°C) 10.3 5%
output terminal of earth return machines and to each of the output
terminals on insulated-return units. Each strip carries the polarity symbol Data Common to 12 and 24-volt alternators
or colour coding of its associated terminal. The strip was coloured yellow
on all early production machines but units now being produced have a liv) Max. permissible rotor speed
black-coloured strip to denote that the machine is to be employed on in rev/mm. 12500
the positive-earth system only and a red strip for the negative earth (v) Rotation Either, with suitable
system. There are one of each of these strips on insulated-return machines. fan
(vi) Stator phases 3
Output Control (vii) Stator connection Star
(viii) Number of rotor poles 8
The alternator output is controlled by an electronic voltage regulator (ix) Number of rotor windings
unit (see Part B). lx) Brush spring tension with
brush face flush with brush-
Field Isolating Device box housing 8-16 oz (227-454 g)

The voltage regulator and the alternator rotor winding are isolated from
the battery when the engine is stationary. With petrol-engine vehicles this
is achieved either by a special double-pole ignition switch or by the
normally-open contacts of a model 6RA relay whose operating coil is fed
from a standard ignition switch. Low voltage relays, designed to operate
at about 3 volts, are sometimes used with diesel-engined vehicles. In this
application, the operating coil is energised from the mid-point of one
pair of alternator diodes. With any arrangement the Contacts are connect
ed directly to the battery (or to the ammeter, when this is fitted) since
the alternator output must respond to changes in battery voltage and
not to conditint occurring elsewhere in the system.
Warning Light Control
A further terminal, marked ‘AL’, is provided for use with a warning
light control (see Part K).
SERVICING
WARNING: The alternator must never be run on open circuit with the.
field winding energised, otherwise the rectifier diodes may be damaged.
a) Testing the Alternator in Position
In the event of a fault developing in the charging circuit adopt the following
procedure to locate the cause of the trouble:
Inspect the driving belt for wear and tension.
Start the engine and check that battery voltage is being applied to the
rotor winding by connecting a voltmeter between the cable ends normally
attached to the field terminals. Stop the engine.

ROUTINE MAINTENANCE Disconnect the battery earth cable.

a) Cleaning If an ammeter is not fitted to the vehicle, disconnect the cables from the
alternator output terminal including (when fitted) the suppression capacitor
Wipe away any dirt or oil which may collect around the slip-ring end connection. Connect a good quality moving coil ammeter of appropriate
cover ventilating apertures. range between the output terminal and the disconnected cable(s) excluding
the capacitor connection.
b) Belt Adjustment
Withdraw the cables from the alternator field terminals and, using a
Occasionally inspect the driving belt for wear and tension. Refer to the suitable pair of auxiliary cables, connect these terminals directly to the
vehicle manufacturer’s hand book for the correct method of adjusting battery. For this test polarity matching is unimportant. Fig.4 shows the
belt tension. alternator output test Circuit.

423
Ra-connect the battery earth lead. Start the engine and slowly open the
throttle until the alternator speed is approximately 4000 rev/mm. At this
speed the reading on the ammeter should be approximately 40 amperes
112-volt) or 22 amperes (24-volt).
If a zero reading results, stop the engine and disconnect the cables from
the field terminals. Withdraw the two brushbox moulding retaining screws
and remove the brushgear for examination as described in 4c. Fit new
brush and spring assemblies if necessary and retest the alternator output.
If the zero reading persists, the alternator must be removed from the
engine and dismantled for detailed inspection (see 4b).
A low output current reading will indicate either a faulty alternator or
poor circuit wiring connections. Check the latter while keeping the
alternator connected and running as described above; connect a good-
quality voltmeter, of low range if available, between the alternator output
terminal and the battery insulated terminal (see fig.5) and note the volt
meter reading.
Now transfer the meter connections to the alternator frame and battery
earth terminal, Fig.6 and again note the reading.
If either of these readings exceed 0.5 volts there is high resistance in the
charging circuit which must be traced and remedied.
If, however, these tests show that there is no undue resistance in the
charging Circuit (although output is low) proceed to dismantle the alter
nator as described below.
b) Dismantling the Alternator
Disconnect the battery and alternator cables and remove the alternator
from the vehicle.
From the drive end remove the shaft nut, spring washer, pulley and fan.
Unscrew ar.d withdraw the three ‘through’ bolts.
Mark the drive end bracket, lamination pack and slip-ring end bracket to
facilitate assembly in correct angular relation to each other.
Withdraw the drive end bracket and rotor from the stator. The drive end
bracket and rotor need not be separated unless the drive end bearing
requires examination or the rotor is to be replaced. In this event the
rotor should be removed from the drive end bracket by means of a hand-
press, having first removed the shaft key.
From the slip-ring end bracket remove the terminal nuts, washers,
insulating pieces, brushbox screws and the 2BA hexagon-headed bolt
With earlier units take care not to misplace the two washers fitted between
the brushbox moulding and the end bracket.
Withdraw the stator and heat sink assemblies from the slip-ring end
bracket.
Close up the retaining tongue at the root of each field terminal blade and
withdraw the brushspring-and-terminal assemblies from the moulded brush-
box.
C) Inspection of Brushgear
The brush length when new is 5/8” (15.9 mm). The serviceability of the
brushes may be gauged by measuring the amount by which they protrude
beyond the brushbox moulding when in the free position. For a brush to
remain serviceable the amount protruding should exceed 0.2” (5 mm).
Renew brush assemblies if the brushes are worn to or below this length.
The new brush is supplied complete with brushspring and “Lucar” terminal
blade and has merely to be pushed in until the tongue registers. To
ensure that the terminal is properly retained, carefully lever up the re
taining tongue with a fine screwdriver, so that the tongue makes an angle
of about 300 with the ttrminal blade.
Check the brush Spring pressures using a push-type spring gauge. Push
each brush in turn back against its spring until the brush face is flush
with the housing. The gauge should then indicate 8-16 oz. (227-454 g).
Replace a brush assembly which gives a reading appreciably outside these
limits where this is not due to the brush movement being impeded for any
reason.
424
Check that the brushes move freely in their holders. If at all sluggish,
clean the brush sides with a petrol-moistened cloth or, if this fails to effect
a cure, lightly polish the brush sides on a smooth file. Remove all traces
of brush dust before re-housing the brushes in their holders.
NOTE: The brush which bears on the inner slip-ring is always associated
with the positive pole of the electrical system, since the lower linear speed
of the inner ring results in reduced mechanical wear and helps to offset the
higher rate of electrical wear peculiar to the positive-connected brush.
dl Inspectio,i of Slip-ring
The surfaces of the slip-rings should be smooth and uncontaminated by
oil or other foreign matter. Clean the surfaces using a petrol-moistened
cloth, or if there is any evidence of burning, v’ery fine glass-paper. On
no account must emery cloth or similar abrasives be used. No attempt
should be made to machine the slip-rings, as any eccentricity in the
machining may adversely affect the high speed performance of the
alternator. The small current carried by the rotor winding, and the un
broken surface of the Slip-rings mean that the likelihood of scored or
pitted slip-rings is almost negligible.
e) Rotor
Test the rotor winding by connecting either an ohmmeter (Fig.7) or the
appropriate battery supply (Fig.8( between the slip-rings.
The reading of resistance should be given in 3 liii). If the alternative
test has been made, the value of the current should be approximately
3.2 amperes (12-volt) or 2.3 amperes (24-volt),
Test for defective insulation between one of the slip-rings and one of the
rotor poles using a 110-volt a.c.mains supply and a 15-watt test lamp
(Fig.9). If the lamp lights, the coil is earthing and a replacement rotor/
slip-ring assembly must be fitted.
No attempt should be made to machine the rotor poles or to straighten a
distorted shaft.
f) Stator
Unsolder the three stator cables from the heat sink assembly, taking care
not to overheat she diodes. Check the continuity of the stator windings by
first connecting any two of the three stator cables in series with a test
lamp of not less than 36 watts and a 12-volt battery as shown in Fig.10.
Repeat the test, replacing one of the two cables by the third cable. Failure
of the test lamp to light on either occasion means that part of the stator
winding is open-circuit and a replacement stator must be fitted.
Test for defective insulation between stator coils and lamination pack
with the main test lamp (see Fig.1 1). Connect the test probes between
any one of the three cable ends and the laminations pack. If the lamp lights
the stator coils are earthing and a replacement stator must be fitted.
Before re-soldering the stator cable ends to the diode pins carry out the
following test.
g) Diodes
Each diode (whether on a 12-volt or 24 volt system) can be checked by
connecting it in series with the 1.5 watt test bulb across as 12-volt d.c.supply
and then reversing the connections (Fig.12).
Current should flow, and the bulb light, in one direction only. Should
the bulb light up in both tests or not light up in either, the diode is
defective and the appropriate heat sink assembly must be replaced.
The above procedure is adequate for service purposes. Any accurate
measurement of diode resistance requires factory equipment. Since the
forward resistance of a diode varies with the voltage applied, no realistic
readings can be obtained with battery-powered ohmmeters. However, should
a battery-ohmmeter be used, a good diode will yield “lnfinity”mn one
direction, and some indefinite but much lower reading in the other.
WARNING: Ohmmeters of the type incorporating a hand-driven generator
must never be used for checking diodes. is simply a reversal of the dismantling procedure involved in removing
the original bearing.

h) Alternator diode Heat Sink Replacement
The alternator heat sink assembly consists of two parts, one of positive
polarity and the other negative Isee Fig.2l, the positive portion carries
three cathode base diodes marked red, and the negative portion three
anode base diodes marked black. The diodes are not individually replace
able, but, for service purposes, are supplied already pressed into the
appropriate heat sink portion.
If the needle roller bearing in the slip ring end bracket needs to be re
newed, first inspect the inside of the bracke and determine whether
the bearing-housing incorporates a felt seal, If not, it is advisable to
renew the bracket complete with the bearing so that a bracket of improved
design incorporating a felt seal is fitted, If the original bracket incorporates
a felt seal, either the bracket complete with bearing can be renewed,
or the bearing can be serviced separately. The bearing can be serviced by
using a needle roller bearing kit (Lucas Pt.No. 54219553), comprising
bearing, felt seal and associated assembly washers, as illustrated in Fig.16.

When soldering the interconnections, ‘M’ grade 45-55 tin-lead solder
should be used.
Great care must be taken to avoid overheating the diodes or bending the
diode pins. The diode pins should be lightly gripped with a pair of suitable
long-nosed pliers lwhich act as a thermal shunti and soldering must be
carried out as quickly as possible. The operation is shown in cig.13. To
facilitate cable positioning and the soldering operation ti- diode pins
are bifurcated in later units.
After soldering, the connections must be neatly arranged around the heat
sinks, to ensure adequate clearance for the rotor, and be tacked down
with ‘MMM’ EC1099 adhesive where indicated in Fig.14. The stator
connections must pass through the appropriate notches at the edge of the
heat sink.
j) Bearings
Bearings which are worn to the extent of allowing excessive side-move
ment of the rotor shaft must be renewed (Service replacement bearings
are pre-packed with grease ready to use).
During reconditioning of the alternator, check the bearing lubricant and if
necessary, re-pack the original bearings with Shell Alvania ‘RA grease,
or an equivalent lubricant.
In the case of brackets incorporating a felt seal, renewing the needle
roller bearing is facilitated by using a specialty designed and recommended
jig and tool (Hartridge Cat. No. 99—70) manufactured and supplied by
Leslie Hartridge Ltd,, Buckingham, Bucks,, England. The jig and tool
(see Fig.15 and 16) is used in conjunction with a wheel-operated, or
power-assisted press.
With the stator and heat sinks removed from the bracket, and using the
recommended jig and tool, procedure for renewing the bearing is as
follows:
(i) Place the new felt seal in light oil and leave to soak.
(ii) Press out the old bearing assembly, using the smaller diameter
of the punch supplied with the jig.
liii) Locate the bracket on the jig and fit the new bearing on the
bearing on the spring loaded insert, as shown in Fig,15.
(iv) Using the larger diameter of the punch,press the bearing into
the housing, Ensure that the bearing is inserted to the full
depth allowed by the jig, but avoid excessive pressure,
lv) Invert the bracket and place on the jig, using the two small
lugs, for locating, as shown in Fig.16.
(vi) Remove the felt seal from the oil.
(vii) Place felt seal and washers on bracket, as shown in Fig.16.
lviii) Press the retaining washer into the housing, using the smaller
diameter of the punch.

Renewing the Bearings k) Assembly

The drive end ball-bearing is a press fit in the bracket and can be re
newed by means of a wheel-operated, or power-assisted press. To renew
the bearing it will first be necessary to dismantle the bearing retaining
plate which will be secured by screws, a circlip, or rivets. According to
the method of fixing, remove the screws, file away the rivet heads,or
insert the tip of a small screwdriver in the extractor notch and prise free
the circlip from its groove. Assembling a new bearing into the bracket
Assembly of the alternator is the reversal of the dismantling procedure
given in 4b. Take care to align the drive-end bracket lamination pack and
slip-ring end bracket properly, Tighten the three ‘through’bolts evenly.
If the rotor and drive-end bracket have been separated, the inner journal
of the drive-end bearing must be supported by a suitably dimensioned
tube for the re-assembling operation, Do not use the drive-end bracket
as a support for the bearing while fitting the rotor.

Fig. 1. Alternator model I1AC. dismantled

1. Shaft nut 6. Rotor (field winding) 12. Brush box moulding 18. Bearing retaining plate
2. Key 7. Slip rings 13. Brushes 19. Ball bearing
3. Through fixing bolts (3) 8. Stator laminations 14. Diode heat sink 20, ‘0’ ring oil seal
4. Drive end bracket 9. Silicon diodes (6) 15. Stator winding 21. ‘0’ ring retaining washer
5. Jumpringshroud 10. Slip-ring end bracket 16. Rotor 22. Fan
)earlier models only) 11. Needle roller bearing 17. Circlip 23. Shaft washer

425
 Fig. 2. Slip-ring end, showing heat sinks withdrawn

1. Warning light terminal ‘AL’ 3. Terminal blade retaining tongue

2. Output terminal plastic strip 4. Output terminal

6C — — — — —

0 :::::z Fig. 4. Alternator output test-wiring c1nections

Zft
LU

LU
a.
30—--
I..
z
LU

EEEE
D
C-,
I—
a.
I
D
0
000 2000 3000 4000 5000 6000
ALTERNATOR SPEED-REV/MIN

Fig. 3. Typical performance curve (alternator hot)

Fig. 5. Charging circuit vdtage drop testing (insulated side)

426
Fig. 6. Charging circuit voltage drop testing (earth side)

Fig. 10. Stator winding continuity test

Fig. 7. Measuring rotor winding resistance with ohmmeter

Fig. 11. Insulation test of stator windinge

5w

Fig. 8. Measuring rotor winding resistance with battery and

ammeter Fig. 12. Simple test for diodes

Fig. 9. Insulation test of rotor winding Fig. 13. Use of thermal shunt when soldering diode connectiol

427
 Fig. 14. Heat sink cable securing points

I1T

Fig. 15. Fitting the needle roller bearing in the slip ring end bracket Fig. 16. Method of assembling the felt seal in the slip ring end bracket

428
 LUCAS
Type I4AC
The Lucas slectronically controlled battery charging syttem for motor
vehicles comprises an Alternator, model 14AC, and Control Unit, model
4TR.
THE ALTERNATOR
The alternator is designed for charging 12-volt batteries and versions are
available for either positive earth or negative earth installations. It com
prises a stationary output winding with built-in rectification and a rotating
field winding excited through a pair of slip rings. The field excitation
current is supplied by a three-phase rectified feed from the stator.
The ssator consists of a 3-phase delta-connected winding on a 36 slot ring-
shaped lamination pack housed between aluminium alloy end bracket
castings.
The rotor is of 12-pole construction and carries the field winding, Is is
supported at each end by dust sealed bearings that at the drive end being
—
a ball race while that at the slip ring is a needle roller race.
The field circuit brush gear is carried on the slip ring end bracket together
with six bridge-connected output diodes. The bracket also carries the
three field feed diodes. The alternator windings and diodes are cooled by
means of a fan mounted at the drive end. The machine can be driven at up
to 12,500 rev/mi’,. The maximum output of 35 amperes is attained at
about 6,000 rev./min.
THE CONTROL UNIT
This consists of a completely static compact assembly of transistors,
diodes, resistors and capacitors soldered to a printed circuit board. In
effect, the operation is similar to that of the conventional electro
mechanical regulator in that the alternator field current is varied to main
tain the output voltage within close limits, but switching is performed by
transistors instead of vibrating contacts, and a Zener diode provides the
voltage reference in place of the usual electro-magnet and tension spring.
The unit incorporates a radio interference suppression capacitor.
Since current can only flow in one direction through the alternator output
diodes, no cut-out relay device is required. Neither is a current limiting
device needed, due to the inherent self-regulating characteristic of
alternators.
FIELD ENERGISATION AND CHARGE WARNING LIGHT
When the ignition is switched on, battery voltage is applied to a series
circuit comprising a panel warning light, she alternator field winding and
she collector-emitter portion of the control unit transistor T2 Isee Fig. 3).
A feed is simultaneously applied to the base circuit of the latter
transistor. Under these conditions the warning light glows brightly.
As the rotor speed increases, the field current supplied from the stator
winding increases correspondingly until, at about 1,200- 1,300 alternator
rpm the alternator becomes fully self-exciting.
During the increase of rotor speed the brilliance of the warning light is
gradually reduced until, at the moment of full self-excitation, the light is
extinguished.
SERVICING
Testing the Alternator in Position
The performance of the alternator can be checked as described in the
429
following tests (a) and (bI without removing ths machine from the engine.
Refer to Fig. 2 for the appropriate test condition wiring connections.
Before testing, ascertain that the tension of the driving belt is as
recommended.
(a) No-Load Test
(i) Remove all cables from the alternator terminals, noting care
fully the order of connection.
(ii) Connect together terminals “F” and “E”.
(iii) Connect the positive terminal of a 12 volt battery to the
alternator terminal “IND” and she battsry negative terminal
to terminal “E”.
(iv) Connect the positive terminal of a good quality 0-20 volt
meter to terminal “B’ and the voltmeter negative terminal to
terminal “E”. A reading of battery terminal voltage at this
stage (i.e. with the engine stationary) is indicative of one or
more short-circuited field-feed diodes. Providing no reading
obtains, temporarily disconnect the voltmeter, start the engine
and allow to run at idling speed 1500 600 rpm), then re
-
connect the voltmeter at before.
(vi Under these conditions a reading of approx. 13 volts can be
expected. If so, disconnect the cable from the battery negative
terminal, when the meter reading should rite to approx. 17
volts. If either of these readings it appreciably below the values
given, the alternator must be dismantled for more detailed
examination. Providing, however, that the machine has per
formed satisfactorily in the “NO LOAD” test it should then be
sub)ected to the “FULL LOAD” test as described below.
)b) Full Load Test
(1) Reconnect the battery negative cable.
(ii) Disconnect the battery positive cable from terminal “IND”
and connect it to a 60-0-60 ammeter, connecting the other
ammeter terminal to terminal “B”.
(iii) Connect a 0.4 ohm, 40 ampere load resistor across the battery
terminals. An ammeter reading under these conditions (i.e.
with the engine stationary) indicattd either faulty output
diodes or “B” terminal insulation.
lid Start the engine and run the alternator at between 5,000 and
6,000 rpm. When the voltmeter is in the range 12.5 13.0 -
volts the ammeter should indicate a charge of 35 40 amperes
-
but if the ammeter fails to register immediately momentarily
link terminals “B” and “IND”.
WARNING: On completion of the “FULL LOAD” test the engine
speed should be returned to “idling” and the resistor disconnected
from the battery BEFORE the engine is switched off. The resistor
must not be disconnected from the battery whilst the alternator is
delivering its full output.
If either of the foregoing tests has revealed poor alternator performance
the machine must either be replaced with another of the same model and
part number or be dismantled for more detailed examination.
If, however, the machine has performed satisfactorily and the charging
circuit fault persists, attention should now be turned to checking the
associated cables and output control Unit.
Inspection of Brush Gear
(I) A new brush is 5/8 in. (15.88 mm) long. The brush is considered to
be fully worn when no more than 5/32 in. (3.97 mm) protrudes be
yond the face of the brush box moulding with the brush spring in
the uncompressed state, i.e. with the moulding withdrawn from the
machine. This corresponds to approx. 5/16 in. (11.91 mml overall
remaining brush length.
(ill 5 oz. (113 143 g) withthe
The normal brush spring pressures are 4 . .
spring compressed to 25/32 in. (19.84 mm) in length and 7 1/2
8 1/2 oz. (212 242 g) with the spring compressed to 13/32 in.
- File away the roll-over on each of the three bearing retaining plate rivets
(10.31 mm) in length.
(iii) Check that the brushes move freely in their holders. If at all
sluggish, clean the brush sides with a petrol-moistened cloth or, If
this fails to effect a cure, lightly polish the brush sides on a smooth
file. Remove all traces of brush dust before re-housing the brushes in
their holders.
Inspection of Slip Rings
The surfaces of the slip rings should be smooth and uncontaminated by oil
or other foreign matter. Clean the surfaces, using a pet 01-moistened cloth
or, if there is any evidence of burning, very fine glass paper. On no account
must emery cloth or similar abrasives be used. No attempt should be made
to machine the slip rings as any eccentricity in the machining may adverse
ly affect the high speed performance of the alternator. The small Current
carried by the rotor winding, and the unbroken surface of the slip rings
mean that the likelihood of scored or pitted slip rings is almost negligible.
Squealing brushes can be overcome by spraying the whole slip ring
assembly with CRC 2-26 formula compound which has beneficial effects
on conductivity.
Rotor
)i( The testing of the rotor winding (field) necessitates the use of an
ohmmeter connected between the slip rings. A reading of appiox.
3.32 ohms should result. If no ohmmeter is available, connect the 12
volt D.C. supply with an ammeter in series between the slip rings,
when the ammeter should read approx. 3.6 amp.
No reading on either ohmmeter or ammeter indicates an open circuit
field winding and a replacement rotor must be fitted. Conversely, an
ohmic reading below, or a current reading much above, the values
given, indicates a short-circuited field winding and the need for a
replacement rotor.
lii) Test for insulation between one slip ring and one of the rotor poles,
using a mains low-wattage test lamp. If the lamp lights the field
winding is earthing to the core and a replacement rotor must be
fitted. No attempt must be made to machine the rotor core or to
true a distorted shaft.
Bearings
Bearings which are worn to the extent that they allow excessive side move
ment of the rotor shaft must be renewed.
Slip Ring End Bracket Bearing Replacement Replacement
IMPORTANT: This operation will be undertaken with the stator and slip
ring end bracket still joined. To ensure that the stator w$ndings are not
exposed to damage by crushing use a lenpth of tubing, 1 in. in internal
diameter and 4 -6 in. in length, to contact the inner face of the end
bracket land thus to support the assembly) whilst pressing Out the bearing
and its “Delrin” end seal from the outside end of the bracket. The fitting
pin must be either of tubular construction of concave-faced so that
pressure is applied only to the periphery of the bearing.
Press in the replacement bearing from the same direction, until the
distance from the open end of the bearing and the inner face of the
bracket is 0.170 in.
Finally, fit the replacement end seal flush with the bracket face. Fitting
tool No. 12A5 is available for the purpose of fitting and removing the
bearing.
Drive End Bracket Bearing Replacement
To renew the drive end ball bearing (following withdrawal of the rotor
shaft from the drive end bracket) proceed as follows:
-
and punch out the rivet5.
Press the bearing out of the bracket.
Before fitting the replacement bearing see that it is clean and, if
necessary, pack it with high melting point grease such as Shell Alvania No.
3, or an equivalent lubricant.
The bearing is shielded on one side. When the bearing is fitted this
shielded side must be positioned towards the outside of the drive end
bracket.
Refit the bearing retaining plate, using new rivets.
MODEL 4TR OR 6TR ELECTRONIC
VOLTAGE CONTROL UNITS
1. General
Care must be taken at all times to ensure that the battery, alternator and
control unit are correctly connected. Reversed connections will damage
the semi-conductor devices employed in the alternator and control unit.
Operation
When the ignition is switched on, the control unit is connected to the
battery through the indicator light. By virtue of the connection through
Ri (Fig. 3) the base circuit of the power transistor T2 is conducting so
that, by normal transistor action, current also flows in the collector-
emitter portion of T2 which thus acts as a closed switch to complete the
field current also via the indicator light.
—
As the alternator rotor speed increases, the rising voltage generated across
the alternator field-feed diodes is applied to the potential divider consisting
of R3, R2 and R4. According to the position of the tapping point on R2, a
proportion of this potential is applied to the Zener diode IZD).
This latter is a device which opposes the passage of current through itself
until a certain voltage is reached, above which it conducts comparatively
freely. The Zener diode can thus be considered as a voltage-conscious
switch which closes when the voltage across it reaches its “breakdown”
voltage (about 10 volts) and, since this is a known proportion of the
alternator output voltage as determined by the position of the tapping
point on R2, the breakdown point, therefore, reflects the value of the out
put voltage.
Thus at “breakdown” voltage the Zener diode conducts and current flows
in the base-emitter circuit of the driver transistor Ti Again, by transistor
-
action, current will now flow in the collector-emitter portion of Ti so that
some of the Current which previously passed through Ri and the base
Circuit of T2 is diverted through Ti. Thus the base current of T2 is
reduced and, as a result, so also is the alternator field excitation. Con’
sequently, the alternator output voltage will tend to fall and this in turn
—
will tend to reduce the base current in Ti, allowing increased field current
to flow in T2. By this means, the field current is continuously varied to
keep the output voltage substantially constant at the value determined by
the setting of R2.
430
To prevent overheating of T2 (due to power dissipation) this transistor is
operated only either in the fully-on or fully-off condition, This is
achieved by the incorporation of the positive feed-back circuIt comprising
R5 and C2. As the field current in transistor T2 starts to fall, the voltage
at “F” rises and current flows through resistor R5 and capacitor C2, thus
adding to the Zener diode current in the base circuit of transistor Ti. This
has the effect of increasing the Current through Ti and decreasing still
further the current through T2 so that the circuit quickly reaches the
condition where Ti is fully-on and T2 fully-off. As C2 charges, the feed
back current falls to a degree at which the combination of Zener diode
current and feed-back current in the base circuit of Ti is no longer
sufficient to keep Ti fully-on. Current then begins to flow again in the
base circu it of T2. The voltage at “F” now commences to fall, reducing the
feed-back current eventually to zero. As T2 becomes yet more conductive
and the voltage at “F” falls further, current in the feed-back circuit
reverses in direction, in effect reducing still further the base current in Ti
-
This effect also is cumulative and the circuit reverts to the condition where
Ti is fully-off and T2 fully-on. This condition is only momentary since C2
quickly charges to the opposite polarity, when feed-back Current 5 reduced
and current again flows in the base circuit of Ti The circuit thus oscillates,
-
switching the voltage across the alternator field winding rapidly on and off.
Transistor T2 is protected from the high induced voltage surge which
results from the collapse of the field current, by the surge quench diode D
connected across the field windings. This diode also provides a measure of
field current smoothing since current continues to flow in the diode after
the excitation voltage is removed from the field. The elimination of radio
interference is achieved by connecting condenser Cl between the base and
collector terminals of Ti to provide negative feed-back. At high
temperatures a small leakage may flow through the Zener diode even
though the latter is in the nominally non-conductive state. Resistor R6
provides a path for this leakage current which otherwise would flow
through Ti base circuit and adversely affect the regulator action.
Fig.1. Lucas alternator model 14AC, schematic diagram
431
2. Checking and Adjusting the Control Unit
The only service operation on the regulator is an adjustment of its setting
by means of a screw situated in the base of the unit. The screw is accessible
after removal of the regulator from its fixing by scraping away the black
sealing compound on 4TR units or the removal of a metal screw plug on
6TR. It is important that the screw plug is removed only while the engine
is stationary and that a jumper lead is connected from the metal fixing
bracket to a good earth on the vehicle before the engine is started up.
The setting of the regulator can only be checked when the battery is in a
well charged condition. A load of approximately 2 amps should be applied
during checking, e.g. switch on the side lamps.
Remove regulator from side panel and take Out plug or remove the sealing
component to expose adjusting screw.
Connect a short jumper lead from fixing bracket on regulator to a good
earth on 6TR units.
Connect a voltmeter across battery terminals.
Turn on side lamps.
Start the engine and speed up to give alternator speed of 3000 rpm.
Voltage should rise to 13.9 (+1— 0.2) volts.
If the voltage is steady but outside these limits it may be adjusted by turn
ing the adjusting screw clockwise to increase the setting or anti-clockwise
to decrease it.
A special tool is available for adjustment of 6TR regulators under Lucas
Part No. 62380157. This tool comprises an all plastic screwdriver with a
calibrated scale which lines up with a scribed line on the fixing bracket of
the regulator. If the tool is not used, the adjusting screw must only be
turned while the engine is stationary.
 2.VOLT BATTERY
I2.’OLT BAtTERY
Fig.2. Wiring connection for 14AC alternator, no load test Fig.3. Wiring connection for 14AC alternator, full load test

Fig.5. Wiring circuit showing control Unit

Fig.4. Circuit diagram of Lucas 14AC negative earth charging system

432
 LUCAS
Type I5AC and I6AC

DESCRIPTION b) Belt Adjustment

These alternators are identical in mechanical construction, differing only Occasionally inspect the driving belt for wear and tension. Refer to the
in the number of turns and the wire gauge on the stator winding which vehicle manufacturer’s handbook for the correct method of adjusting
results in alternative electrical performance characteristics lFig.3). belt tension.

The construction is shown in Fig.1. The laminated statorcarriesa 3-phase Important: To avoid bearing damage when adjusting belt tension, apply
star-connected output winding. A 12-pole rotor carries the field winding, leverage only on the alternator drive end bracket, not on any other part
the rotor shaft running in ball-race bearings in die-cast end brackets. of the alternator. The lever should be of a soft material, preferably wood
Rectification of alternator output is achieved by six silicon diodes housed c) Lubrication
in a rectifier pack and connected as a 3-phase full wave bridge circuit.
The rectifier pack is attached to the outer face of the slip-ring end bracket, The bearings are packed with grease during assembly and will normally
and contains also three ‘field’ diodes. At normal operating speeds, recti require no further lubrication during their service life.
fied current from the stator output windings flows through these diodes
to provide self-excitation of the rotor field via brushes bearing on face d) Connections
type slip-rings, the latter being carried to the rotor shaft outboard
of the slip-ring end bearing. All electrical connections in the charging circuit (including those at the
battery) must be maintained tight at all times.
Electrical connections to external circuits are brought out to ‘Lucar’
connector blades, grouped in a manner suitable to accept a two-piece
non-reversible moulded connector socket. TECHNICAL DATA
Early production model 15AC and 16AC alternators incorporate a rectifier Earth polarity of system NEGATIVE only
pack ofa different pattern to that shown in Fig.1. The earlier unit is Nominal voltage 12
mounted partly on .the brushbox moulding and partly on the slip-ring Nominal d.c. output (hot) 28 amp. (1 5AC(
end bracket. The dismantling instructions refer to the later pattern at 14.OV and 6,000 rev/mm. 34 amp. (16AC(
rectifier pack only. Max. permissible rotor speed 12,500 rev/mm.
Stator phases 3
Diode testing procedures is the same for both types of rectifier. Stator winding connection Star
Number of rotor poles 12
When checking the field diodes on the earlier unit note that the insulating Resistance of rotor winding 4.33 ± 5% ohms at 20°C.
mounting bracket is positioned between the diodes and their heat sink. Brush spring tension 7-10 oz (198 -283g)with
brush face flush with brush-
Output Control box housing
The alternator output is controlled by an electronic voltage regulator unit.
SERVICING
Warning Light Battery cables must not be disconnected while the engine is running or
damage to semiconductor devices may occur. It is also inadvisable to break
The additional ‘held’ diodes enable a simple charge-indicator warning or make arty other connections in the alternator circuit while the engine
light to be used (Fig.2). When the ignition is switched on, the warning is running.
light is connected to the battery, the circuit being completed by way of the
alternator field winding and the regulator. The bulb is then lit fully. This a) Testing the Alternator in Position
small current, flowing in the field winding, sets up a flux which supple
ments the residual flux in the rotor and aids the initial build-up of stator First check the driving belt for wear and tension. Also ensure that all
voltage as the rotor begins to rotate when the engine is started. connections in the charging circuit are tight.
As rotor speed and generated voltage increases, the field current supplied
The nominal hot output ratings may be exceeded slightly when the
by the stator winding through the ‘field’ diodes increases correspondingly
until finally the alternator becomes self-excited. During the rise in stator alternator is running cold. To avoid misleading reults, the following test
generated voltage (reflected at terminal INDI the brilliance of the warning procedure should therefore be carried out with the alternator running as
light is gradually reduced. At approximately the speed at which the near to its normal operating temperature as possible.
alternator commences to charge, the voltage at the IND terminal equals
that at the battery side of the warning light, and the latter is extinguished. Withdraw the moulded terminal connector from the alternator, and
Thus, illumination of the warning light under normal running conditions connect a test circuit as shown in Fig.4. Observe carefully the polarity
indicates that the alternator is not functioning correctly. of the battery ‘and alternator terminals — reversed connections will
damage the alternator diodes.

The resistor across the battery terminals must not be left connected for
longer than is necessary to carry Out the following test.
ROUTINE MAINTENANCE
Start the engine. At 1,500 alternator rev/mm. the test circuit bulb should
a) Cleaning be extinguished. Increase engine speed until the alternator is running
at 6,000 rev/mm approximately, and adjust the variable resistance until
Wipe away any dirt or oil which may have collected around the apertures the voltmeter reads 14.0 volts. The ammeter reading should then be appro
in the slip-ring end bracket and moulded cover. ximately equal to the rated output. Any appreciable deviation from this

433
figure will necessitate the alternator being removed from the engine for positive terminal of the alternator (the moulded terminal Connector is
further examination. open ended to facilitate this) and the positive terminal of the battery.

Failure of one or more of the diodes will be indicated in the above
test by the effect on alternator output, and also in some instances by
abnormally high alternator temperature and noise level.The table shows
how diode failure will influence test results, and para.4g gives information
on testing diodes.
Switch on the headlamps, start the engine and increase speed until the
alternator runs at approximately 6,000 rev/mm. The voltmeter reading
should not exceed 0.5 volt. Transfer the voltmeter connections to the
negative terminals (Fig.61 of alternator and battery. The meter reading
should not exceed 0.25 volts.

If the foregoing test shows the alternator to be giving satisfactory per If either reading is in excess of the value quoted, a high resistance in
formance, disconnect the test Circuit and reconnect the alternator terminal that portion of the charging Circuit IS indicated, which must be traced
connector. Now connect a low-range voltmeter (Fig.5) between the and remedied.

SYMPTOMS

Alternator
Probable fault and
Warning light Temperature Noise Output associated damage

Normal at stand-still, goes out
at cut-in speed but then ows
progressively brighter as speed
increases
High Normal Higher than normal at 6,000 Live side output diode open
rev/mm. circuit. (May damage rotor
1 5AC. 35 amp. approx. winding and reg.output stage,
16AC. 40 amp. approx. overheat brushboxes and blow
warning light)

Light out under all conditions High Excessive Very low at 6,000 rev/mm Live side output diode short-
10 amp. approx. circuit. (May cause failure of
associated ‘field’ diode)

Normal at stand-still, dims
appreciably at cut-in and gets
progressively dimmer at higher
speeds
Normal Excessive Poor at low speed.Slightly Earth side output diode open-
below normal at 6,000 rev/ Circuit
mm.
15AC. 26 amp. approx.
16AC. 32 amp. approx.

Normal at stand-still, dims
slightly at cut-in and remains
so throughout speed range
Normal Excessive Very low at all speeds above Earth side output diode short-
cut-in circuit. (The same syrrçtoms
7 amp. approx. would be apparent if one
phase winding was shorted to
earth)

Normal at stand-still, dims Normal Excessive Lower than normal at 6,000 Field diode open-circuit
slightly at cut-in and remains rev/mm.
so throughout speed range 1 5AC. 23 amp. approx.
I6AC. 29 amp, approx.

Normal at stand-still, dims Normal Excessive Very low at 6,000 rev/mm. Field diode open-circuit
appreciably at cut-in and re 7 amp. approx.
mains so at higher speeds

434
 b) Electrica’ Test Procedure
The following instructions cover the dismantling required to enable the
alternator to be tested electrically. If, as a result of these tests (Or because
the rotor bearings are to be replaced) further dismantling becomes neces
sary.
Disconnect the battery and alternator cables and remove the alternator
from the vehicle.
Withdraw the two moulded cover securing screws and remove the cover.
Unsolder the three stator Connections to the rectifier assembly noting the
order of connection.
Withdraw the two brush moulding securing screws and slacken the nut
on the rectifier assembly bolt, allowing the brush moulding and rectifier
assembly to be withdrawn together with the short cable which joins them.
ci Inspection of Brushgear
The brush length when new is 1/2” (12.6 mm). The serviceability of a
brush may be gauged by measuring the amount by which it protrudes
beyond the brushbox moulding when in the free position. For a brush
to remain serviceable the amount protruding should exceed 0.2’ ( 5mm).
Renew the brush assemblies If the brushes are worn to or below this
amount.
Check the brush spring pressures using a push.type spring gauge. This
should indicate 7.10 oz. (198-283 g( when the brush is puched back
against the spring unit the brush face is flush with the housing. Replace
a brush assembly which gives a reading appreciably outside these limits
where this is not due to the brush movement being impeded for any
reason. Clean a sticking brush with a petrol.moistened cloth or, if
necessary, by lightly polishing the brush sides on a smooth file.
di Inspection of Slip.rings
The surfaces of the slip-rings should be smooth and uncontaminated by
oil or other foreign matter. Clean the surfaces using a petrol-moistened
cloth, or if there is evidence of burning, very fine glasspaper. On no account
must emery cloth or similar abrasive be used. No attempt should be made
to machine the slip-rings as any eccentricity in the machining may adversely
affect the high-speed performance of the alternator.
(e) Rotor
Note: For clarify, the illustration of the electrical testing of the rotor and
stator show these components isolated from the remainder of the alter
nator.
Test the rotor winding by connecting either an ohmmeter (Fig.7( or a
12-volt battery and ammeter (Fig.8( between the slip-rings. The resistance
should be approximately 4.3 ohms, or the value of current approximately
3 amperes.
Test for defective insulation between one of the slip-rings and one of
the rotor poles using a 110-volt a.c. mains supply and a 15-watt test lamp
(Fig.9(. If the lamp lights, the coil is earthed to the rotor core and a
replacement rotor/slip-ring assembly must be fitted.
No attempt must be made to machine the rotor poles or to straighten a
distorted shaft.
1) Stator
Check the continuity of the stator windings by first connecting any two
of the three stator cables in series with a 12-volt battery and test lamp of
not less than 36-watts (Fig.10(. Repeat the test, replacing one of the two
cables by the third cable. Failure of the test lamp to light on either
occasion means that part of the stator winding is open-circuit and a
replacement stator must be fitted.
Test for defective insulation between stator coils and the lamination
pack with the mains test lamp (Fig.11). Connect the test probes between
any one of the three cable ends and the lamination pack. If the lamp
lights, the stator coils are earthing and a replacement stator must be fitted.
435
g) Diodes
In the event of a fault in one or more of the diodes being indicated by the
alternator output test, the stator winding connections to the rectifier pack
must be unsoldered
Connect each of the nine diode pins in turn in series with a 1.5 watt
test bulb and one terminal of a 12-volt battery (Fig.12(. Connect the
other battery terminal to the particular heat sink on the rectifier pack
into which the diode under test is soldered. Next, reverse the connections
to the diode pin and heat sink. The bulb should light in one direction
only. Should the bulb light in both tests, or not light in either, the diode
is defective and a new rectifier pack must be fitted.
When re-soldering the stator cables to the diode pins use Only ‘M’ grade
45-55 tin-lead solder. Take great care to avoid overheating the diodes or
bending the diode pins. The diode pin should be lightly gripped with a
pair of long-nosed pliers (which act as a thermal shunt) and soldering must
be carried Out as quickly as possible. The operation is shown in Fig.13.
hi Further Dismantling
If as a result of the foregoing electrical tests further dismantling is necessary
proceed as follows:
Withdraw the three through bolts. Separate the slip-ring end bracket and
stator assembly from the rotor and drive-end bracket preferably by sleeving
-
a metal tube about 3” long over the slip-ring moulding so as to engage with
the outer ring of the slip-ring end bearing and then carefully driving the
bearing from its housing with the alternator positioned vertically, fan
lowermost. The tube should be 1.320” (33.53 mm) outside diameter and
bored out to 1.240” (31.5 mm) for about half of its length. Carefully
file away any surplus solder from the field winding terminals which may
prevent the tubing from sleeving over the slip-ring moulding. The lets
preferred method of separating the slip-ring end bracket and stator
assembly from the rotor and drive-end bracket is to insert a lever between
the stator and the drive-end bracket and carefully prise the two apart
until the slip-ring end bearing is clear of its housing.
If necessary, the rotor shaft can be pressed out from the drive-end bracket
having first removed the shaft nut, washers, pulley, fan and shaft key.
ii Bearings
The need for bearing replacement during the service life of the alternator
is extremely unlikely provided the alternator is mounted correctly and
belt tension maintained as recommended. However, should bearing replace
ment become necessary, proceed as follows:
Drive-end Bearing
Dismantle the alternator (it is not necessary to unsolder the rectifier
assembly), including the separation of the rotor from the drive-end brack
et.
The drive-end bearing assembly can be withdrawn following removal of
the circlip see fig.1 for details of the bearing assembly.
—
Slip-ring End Bearing
Dismantle the alternator as described for the drive-end bearing. Unsolder
the field winding connections to the slip-ring moulding assembly which can
then be withdrawn from the rotor shaft. Extract the bearing from the
shaft, noting that the shielded side of the bearing faces the slip-ring end
moulding. Fit the new bearing and re-engage the slip-ring moulding with
the slot in the rotor shaft. Finally remake the field-to-slip-ring connect
ions using Fry’s H.T.3. solder.
When required, the correct lubricant for the alternator bearings in Shell
Alvania ‘RA’.
k( Assembly
Assembly of the alternator is a reversal of the dismantling procedure.
Ensure that the slip-ring end bearing is positioned as far as it will go along
the rotor shaft in the direction of the field assembly. Ensure that the
brushes are entered in their housing before refitting the brush moulding.
Tighten the through bolts evenly. If the rotor and drive-end bracket have
been separated, support the inner ring of the drive-end bearing with a
suitably dimensioned tube for the re-assembling operation. Do not use the
drive-end as a support for the bearing while fitting the rotor,
PRECAUTIONS
It is important to observe the following precautions when servicing
vehicles fitted with alternator charging systems:
a) Battery cables must not be disconnected while the engine is running,
4TR REGULATOR
DESCRIPTION
This addition to the range of 4TH output control units is designed for use
with ‘9-diode’ alternators, e.g. models 15AC and 16AC. The unit is similar
to previous 4TH units, described earlier in this section, except that the
thermistor is omitted and the unit is not adjustable. In addition, it carries
a fourth terminal by means of which battery voltage is sensed directly
from the battery connection at the starter solenoid. This avoids the necessity
for an external relay or separate contacts on the ignition switch, and
ensures more accurate sensing of battery voltage. The drain on the battery
created by the permanent connection is negligible.
CHECKING THE VOLTAGE SETTING
Before checking the voltage setting of the control unit it must be established
that the alternator and the charging circuit wiring are in good order (see
Part A). In particular the circuit resistance must not exceed 0.04 ohm
between regulator ‘—‘ terminal and battery ‘—‘ terminal or 0.003 ohm
between alternator ‘—‘terminal and battery ‘—‘ terminal.
For the following test the vehicle battery must be in a well-charged
condition, or temporarily replaced by a 9-plate battery that is well charged.
436
or damage to semiconductor devices may occur. Do not break or make
any other connections in the charging circuit while the engine is
running,
b) All electrical connections in the charging circuit must be maintained
tight at all times.
ci Care must be taken when connecting the battery, either on the
vehicle or in a test circuit, to ensure the correct polarity.
d) If electric arc welding is being carried out on any part of the
vehicle, the connectors should be removed from the alternator and
regulator to avoid possibility of damage to semiconductor devices.
Leave the existing connections to the alternator and control unit un
disturbed. Connect a voltmeter of 1% or better accuracy and appropriate
range between the battery terminals. If available, use a voltmeter of the
suppressed-zero type, reading 12-15 volts. Unless an ammeter is fitted to
the vehicle, insert an ammeter of 0-40 range in series with the alternator
main output (+) cable and its connection with the starter solenoid. Make
the ammeter connections $irmly so that, when at charging speed, there
is no risk of disconnection taking place due to vibration.
Start the engine and run the alternator at approximately 5,000 rev/mm.
until the ammeter shows an output current of 5 amperes. If, on starting
the engine, the charging rate is already below this value, switch on a Light
external load, e,g. side and tail lamps. The test circuit is shown in Fig.1.
The voltmeter should now give a reading of 14.3—14.7 volts. If the reading
obtained is unstable or is outside these limits, the Control unit is faulty and
a replacement unit must be fitted.
The control Unit IS not adjustable and its component parts are not
serviced individually.
 Fig. 1. Alternator models 15AC & 16AC. dismantled

1. Cover 6.Stator 11.Brush box moulding 16. Slip ring bearing

2. Live side output diodes 7. Field winding 12. Rectifier pack 17. Rotor
3. Earth side output diodes 8. Shaft key 13. Rectifier assembly bolt 18.Cive end bearing
4. Field diodes 9. Drive end bracket 14. Slip ring end bracket 19. Fan
5. Through Bolts 10. Spring washer 1 5.Slip rings 20. Pulley

1. Live side output diodes (3)

2. Earth side output diodes (3)
3. Field feed diodes (3)
4. Stator winding
5. Field winding
6. Slip rings
7. 12 volt battery
8. 0-40 or 0-60 ammeter
9. 12 volt 2.2 watt bulb
10. 0-20 voltmeter
11. O-15,35 amp variable resistor

WARNING UGT

.
±

C,N LOOS

so

Fig. 2. The charging circuit

40
a‘a

4
30
I-.

aa
20
U
I
Fig. 4. Alternator output test circuit
I
I0

0
000 2000 3000 4000 5000 5000

ALTLRNATOR SP.LO — RLV/MIN

Fig. 3. Typical performance curve (alternator hot)

437
Fig. 5. Charging circuit voltage drop testing (insulated side) Fig. 6. Charging circuit voltage drop testing (earth side)

ammeter
Fig. 7. Measuring rotor winding resistance with ohmmeter Fig. 8. Measuring rotor winding resistance with battery and

Fig. 9. Insulation test of rotor winding

Fig. 10. Stator winding continuity test

Fig. 12. Simple test for diodes

Fig. 11. Insulation test of stator windings

438
Fig. 13. Use of thermal shunt when soldering diode connections

1. Alternator 4. Side and tail lighting

2. Output control unit (if required)
3. 12 V 9.plate battery 5. Warning light

Fig.14. 4-terminal 4TR control test circuit

439
 LUCAS
Types I5ACR, I6ACR, I7ACR

DESCRIPTION IMPORTANT: To avoid bearing damage when adjusting belt tension,

These alternators are similar in mechanical construction, 1 5ACR and
16ACR being dimensionally alike while 1JACR is some 1/4” (6.3 mm)
longer overall. Differences in the number of turns and the wire gauge on
the respective stator windings result in alternative electrical performance
characteristics (Fig.3).
The construction is shown in Fig.1. The laminated stator carries a 3-phase
star-connected output winding. A 12-pole rotor carries the field winding.
the rotor shaft running in ball race bearings in die-cast end brackets.
apply leverage only on the alternator drive end bracket, not on any other
part of the alternator. The lever should be of a soft material, preferably
wood.
c) Lubrication
The bearings are packed with grease during assembly and will normally
require no further lubrication during their service life.
d) Circuit Connections

Rectification of alternator output is achieved by six silicon diodes housed
in a rectifier pack and connected as a 3-phase full-wave bridge circuit.
The rectifier pack is attached to the outer face of the slip-ring end
bracket, and contains also three ‘field’ diodes. At normal operating speeds
a small portion of the stator winding current flows through these diodes
to provide rectified self-exciting field current. This circuit is taken, via a
loop-in cable in the three-way portion of the two-piece terminal connector,
to the two brushes which pass current to the field winding by way of face
type slip-rings. The latter are carried on a small diameter moulded drum
attached to the rotor shaft outboard of the slip-ring end bearing.
Care must be taken when connecting the battery, either on the vehicle or
in a test circuit, observe correct polarity matching.
The alternator must only be run either with all charging circuit cables
(including the battery) properly connected, or with the two-part connector
removed from the alternator terminals.
CAUTION: If electric arc welding is being carried out on any part of the
vehicle, the connectors should be removed from the alternator to obviate
the slight risk of damage to semiconductor devices.

A voltage regulator of micro-circuit construction is incorporated on the

TECHNICAL DATA
slip-ring end casting.
Earth polarity of system Negative only
System voltage is sensed directly by a permanent connection between 12
the regulator and battery via alternator terminal 8+. The battery current Nominal voltage
resulting from this continuous connection is negligible. Nominal d.c. output (hot)
at 14.OV and 6,000 rev/mm. 28 amp. 15ACR
34 amp. 16ACR
Electrical connections to external Circuits are brought out to Lucar’ 36 amp. 17ACR
connector blades, grouped in a manner suitable to accept a two-piece non- 12,500 rev/mm.
reversible moulded connector socket. Max. permissible rotor speed
Stator phases 3
Stator winding connection Star
Warning Light 12
Number of rotor poles
The additional ‘field’ diodes enable a simple charge-indicator warning Resistance of rotor winding
in ohms at 20°C 4.33 5%(15ACR, 16ACR)
light to be used lFig.2). When the ignition is switched on, the warning 4.165 ± 5% (17ACR)
light is connected to the battery, the circuit being completed by way of 9-13 oz (255-368g( with
the alternator field winding and the regulator. The bulb is then lit fully. Brush spring tension
brush face flush with brush.
This small current, flowing in the field winding, sets up a flux which box housing
supplements the residual flux in the rotor and aids the initial build-up of
stator voltage as the rotor begins to rotate when the engine is started.

As rotor speed and generated voltage increase, the field current supplied
by the stator winding through the ‘field’ diodes increases correspondingly
until the alternator becomes fully self-excited. During the rise in stator
generated voltage (reflected at terminal ND) the brilliance of the warning
light is gradually reduced. At approximately the speed at which the
alternator commences to charge, the voltage at the NO terminal equals
that at the battery side of the warning light, and the tatter is extinguished.
Thus, illumination of the warning light under normal running conditions
indiêates that the alternator is not functioning correctly.
SERVICING
a) Testing the Alternator in Position
First check the driving belt for condition and tension.
The nominal hot ratings may be exceeded slightly when the alternator is
running cold. To avoid misleading results, the following test procedure
should therefore be carried out with the alternator running as near to its
normal operating temperature as possible.

Alternator Output Test with Regulator Inoperative

ROUTINE MAINTENANCE
Withdraw the two-part connector from the alternator, remove the moulded
cover (secured by two screws) and link together regulator terminals ‘F’
a) Cleaning and
Wipe away any dirt or oil which may have collected around the apertures in Connect an external test circuit as shown in Fig.4.
the slip-ring end bracket and moulded cover.
Observe carefully the polarity of battery and alternator terminals — reversed
b) Belt Adjustment connections will damage the alternator diodes.
Occasionally inspect the driving belt for condition and tension. Refer to
the vehicle manufacturer’s handbook for the correct method of adjusting The variable resistor across the battery terminals must not be left
belt tension. connected for longer than is necessary to carry Out the following test.

440
 1. Built-in output regulator 5. Fan 9. Rectifier pack
in heat sink 6. Pulley 10. Slip rings
2. Slip ring end bracket 7. Cover 11. BaIl race bearings
3. Stator 8. Brushgear and regulator 12. Drive end bracket
4. 1 2-pole rotor and field assembly
winding assembly

Fig. 1. Alternator models 15ACR, 16ACR and 17ACR, dismantled

PNATOP
5
NA

ALTERNATOR SPEED REV/UIN

Fig. 2. The charging circuit Fig. 3. Typical performance curve (alternator hot)

441
 1. Live side output diodes (3)
2. Earth side output diodes (3)
3. Field feed diodes (3)
4. Stator winding Fig. 7. Measuring rotor winding resistanCe with ohmmeter
5. Field winding
6. Slip rings
7. Voltage regulator
8. 12-volt battery
9. 0-40 or 0-60 ammeter
10. 12-volt 2.2 watt bulb
11. 0-20 voltmeter
12. 0-15 35 amp variable resistor
13. Link bridging regulator
terminals ‘F’ and

Fig. 4. Alternator output test circuit

Fig. 8. Measuring rotor winding resistance with battery and ammeter

Fig. 5. Charging Circuit voltage drop testing (insulated side)

Fig. 6. Charging Circuit voltage drop testing (earth side)

Fig. 9. Insulation test of rotor Winding

442
Start the engine. At 1,500 alternator rev./min, the test circuit bulb should
be extinguished. Increase engine speed until the alternator is running at
6,000 rev./min. approximately, and adjust the variable resistance until the
voltmeter reads 14.0 volts. The ammeter reading should then be aoproxi
mately equal to the rated output. Any appreciable deviation from this
figure will necessitate the alternator being removed from the engine for
further examination.
Failure of one or more of the diodes will be indicated in the above test by
the effect on alternator output, and also in some instances by abnormally
high alternator temperature and noise level. The table shows how diode
failure will influence test results, and para (g) gives information on testing
the diodes.
Regulator Test
The following test assumes the alternator to have been tested and found
satisfactory. —,
Disconnect the variable resistor and remove the link bridging regulator
terminals ‘F’ and ‘—‘.
With the remainder of the test circuit connected as for the alternator out
put test start the engine and again run the alternator up to 6.000 rev.!
mm. until the ammeter shows an output current of less than 10 amperes.
The voltmeter should then give a reading of 14.0- 14.4 volts. Any appre
ciable deviation from this (regulating) voltage means that the regulator
is not functioning correctly and must be replaced.
If the foregoing test show the alternator and regulator to be satisfactorily
performing, disconnect the test circuit and reconnect the alternator
terminal connector.
Now connect a low-range voltmeter (Fig.5) between the positive terminal
of the alternator (the moulded terminal connector is open-ended to
facilitate this) and the positive terminal of the battery. Switch on the head-
lamps, start the engine and increase speed until the alternator runs at
approximately 6,000 rev./min. Note the voltmeter reading.
Transfer the voltmeter connections to the negative terminals (Fig.6) of
alternator and battery, and again note the meter reading.
If the reading exceeds 0.5 volt on the positive side or 0.24 volt on the
negative side there is a high resistance in the charging circuit which must be
traced and remedied.

SYMPTOMS

Alternator
Probable fault and
Warning light Temperature Noise Output associated damage

Normal at stand-still, goes out
at cut-in speed but then glows
psogressively bs-ighter as speed
increases
High Normal Higher than normal at 6,000
rev/mm.
15ACR 35 amp. approx.
16ACR 40 amp. approx.
17ACR 38 amp. approx.
Live side output diode open
circuit. (May damage rotor
winding and reg.output stage,
overheat brushboxes and blow
warning light)

Light out under all conditions High Excessive Very low at 6,000 rev/mm Live side output diode short
10 amp. approx. circuit. (May cause failure of
associated ‘field’ diode)

Normal at stand-still, dims
appreciably at cut-in and gets
progressively dimmer at higher
speeds
Normal Excessive Poor at low speed.Slightly Earth side output diode open-
below normal at 6,000 rev! circuit
mm.
15ACR 26 amp. approx.
16ACR 32 amp. approx.
17ACR 30 amp. approx.

Normal at stand-still, dims
at cut-in, remains dim or may
extinguish. at (much) higher
speeds
Normal Excessive Very low at all speeds above Earth side output diode short-
Cut-in Circuit. (The same syrrØoms
7 amp. approx. would be apparent if one
phase winding was shorted to
earth)

As for earth side output diode
open-circuit
Normal Normal Lower than normal at 6,000 Field diode open-citcuit
rev/mm.
15ACR 23 amp. approx.
16ACR 29 amp. approx.
17ACR 29 amp approx.

As for earth side output diode Normal Excessive Very low at 6,000 rev/mm. Field diode short-circuit
short-circuit 7 amp approx.

443
b) Electrical Test Procedure
The following instructions cover the dismantling required to enable the
alternator to be tested electrically. If, as a result of tests (or because the
rotor bearings are to be replaced) further dismantling becomes necessary.
Disconnect the battery and alternator cables and remove the alternator
from the vehicle.
Withdraw the two moulded cover securing screws and remove the cover.
Unsolder the three stator connections to the rectifier assembly noting the
order of connection, (see para )g) for soldering procedure).
Withdraw the two brush moulding securing screws, slacken the nut on
the rectifier assembly bolt, remove the screw securing the regulator to the
slip-ring end bracket and (when fitted) detach the suppressor cable at the
rectifier. Withdraw the brush moulding and rectifier assembly together with
the short cable which joins them.
c) Inspection of Brushgear
The brush length when new is 1/2” (12.6 mm). The serviceability of a
brush may be gauged by measuring the amount by which it protrudes
beyond the brushbox moulding when in the free position. For a brush
to remain serviceable the amount protruding should exceed 0.2’ (5 mm).
Renew the brush assemblies if the brushes are worn to or below this
amount. If brush renewal is necessary, take care not to lose the leaf spring
fitted at the side of the inner brush.
Check the brush spring pressure using a push-type spring gauge. This
should indicate 9-13 02 (255-3689) when the brush is pushed back against
the spring until the brush face is flush with the housing. Replace a brush
assembly which gives a reading appreciably outside these limits where this
is not due to the brush movement being impeded for any reason. Clean a
sticking brush with a petrol.moistened cloth or, if necessary, by lightly
polishing the brush sides on a smooth file.
dl Inspection of Slip-rings
The surfaces of the slip.rings should be smooth and uncontaminated by
oil or other foreign matter. Clean the surfaces using a petrol-moistened
cloth, or if there is evidence of burning, very fine glass paper. On no
account must emery cloth or similar abrasive be used. No attempt must
be made to machine the slip-rings as any eccentricity in the machining may
adversely affect the high-speed performance of the alternator.
e) Rotor
Note: For clarity, the illustration of the electrical testing of the rotor and
stator show these components isolated from the remainder of the alternator.
Test the rotor winding by connecting either an ohmmeter (Fig.7) ore 12-
volt battery and ammeter (Fig.8) between the slip-rings. The resistance
should be as given in ‘Technical Data’ or the value of current approximately
3 amperes.
Test for defective insulation between one of the slip-rings and one of the
rotor poles using a 110-volt ac. mains supply and a 15-watt test lamp
(Fig.9). If the lamp lights, the coil is earthed to the rotor core and a
replacement rotor/slip-ring assembly must be fitted
No attempt must be made to machine the rotor poles or to straighten
a distorted theft.
Stator
f)
Check the continuity of the stator windings by first connecting any two
of the three stator cables in series with a 12-volt battery and test lamp
of not less than 36-watts (Fig.10). Repeat the test, replacing one of the
two cables by the third cable. Failure of the test lamp to light on either
occasion means that part of the stator winding is open-circuit and a
replacement stator must be fitted.
Test for defective insulation between stator coils and lamination pack with
the mains test lamp lFig.1 1). Connect the test p-obes between any one
444
of the three cable ends and the lamination pack. If the lamp Iights,the
stator coils are earthing and a replacement stator must be fitted.
g) Diodes
In the event of a fault in one or more of the diodes being indicated by the
alternator output test, the stator winding connections to the rectifier pack
must be unsoldered.
Connect each of the nine diode pins in turn in series with a 1.5 watt
test bulb and one terminal of a 12-volt battery (Fig.12). Connect the
other battery terminal to the particular heat sink on the rectifier pack
into which the diode under test is soldered. Next, reverse the connections
to diode pin and heat sink. The bulb should light in one direction only.
Should the bulb light in both tests, or not light in either, the diode is
defective and a new rectifier pack must be fitted.
When re-soldering the stator cables to the diode pins use only ‘M’ grade
45-55 tin-lead solder. Take great care to avoid overheating the diodes or
bending the diode pins. The diode pins should be lightly gripped with a
pair of long-nosed pliers (which act as a thermal shunt) and soldering must
be carried out as quickly as possible. The operation is shown in Fig.13.
h) Further Dismantling
If as a result of the foregoing electrical tests further dismantling is necessary
proceed as follows:
Withdraw the three through bolts. Separate the slip-ring end bracket and
stator assembly from the rotor and drive-end bracket
j) preferably by
—
sleeving a metal tube about 3” long over the slip-ring moulding so as to
engage with the outer ring of the slip-ring end bearing and then carefully
drive the bearing from its housing with the alternator positioned vertically.
fan lowermost. The tube should be 1.320” (33.53 mm) outside diameter
and bored Out to 1.240” (31.5 mm) for about half of its length. Carefully
file away any surplus solder from the field winding terminals which may
prevent the tubing from sleeving over the slip-ring moulding. The less
preferred method of separating the slip-ring end bracket and stator
assembly from the rotor and drive-end bracket is to insert a lever
between the stator and the drive-end bracket and carefully prise the two
apart until the slip-ring end bearing is clear of its housing.
If necessary, the rotor shaft can be pressed out from the drive-end bracket
having first removed the shaft nut, washers, pulley, fan and shaft key.
Bearings
The need for bearing replacement during the service life of the alternator
is extremely unlikely provided the alternator is mounted correctly and
belt tension maintained as recommended. However, should bearing replace
ment become necessary, proceed as follows:
Drive-end Bearing
Dismantle the alternator, (it is not necessary to unsolder the rectifier
assembly) including the separation of the rotor from the drive-end bracket.
including the separation of the rotor from the drive-end bracket.
The drive-end bearing assembly can be withdrawn following removal of the
circlip see Fig.1. for details of the bearing assembly.
—
Slip-ring End Bearing
Dismantle the alternator as described for the drive end bearing. Un
solder the field winding connections to the slip-ring moulding assembly
which can then be withdrawn from the rotor shaft. Extract the bearing
from the shaft, noting that the shielded side of the bearing faces the
slip-ring end moulding. Fit the new bearing and re-engage the slip-ring
moulding with the slot in the rotor shaft. Finally, remake the field-to
slip-ring connections using Fry’s H.T.3 solder.
When required, the correct lubricant for the alternator bearing is Shell
‘R A’.
Is) Assembly
Assembly of the alternator is a reversal of the dismantling procedure.
•TI
‘1

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C U,

0
0

a.
0
C,
0
z
0
C

a.
z

-Il

(‘3

5 .7’

3
0,
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0

0
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n
0
 LUCAS
Type I8ACR
INTRODUCTION
The 18ACR alternator is the latest in the range of Lucas ACR alternators.
It is similar in appearance to the 17ACR machine, but has a higher
maximum output (43 amps), and is fitted with European terminations.
The 18ACR employs the same frame size as the 17ACR but has a larger
fan. (the fan is similar in appearance to the one used on the 10/1 1AC and
is complete with backplate) and a flanged drive-end bracket. It has been
designed for use in negative earthed systems only.
The alternator is controlled by a machine-sensed alternator control unit,
built into the slip-ring end bracket. There is provision for fitting a radio
interference suppression capacitor, if required.
The rectifier has three terminals (two ‘+ve’ and one ‘INO’ terminal),
the negative connection is made through the body of the alternator
to earth. The machine.sensed regulator has either two cable connections
(8TRD) or three cable connections (11TR). The red (+B sensing cable)
has been omitted, and is linked internally to the yellow ‘IND’ cable, and
on the 8TRD the earth is via the case.
The rotor is keyed to the fan pulley and is driven by the
engine. The fan draws cooling air through the machine. At
the same time current from the ignition switch (or its equi
valent on diesel engined vehicles) flows through the rotor (field)
winding creating a small magnetic field. This supplements the
residual field in the rotor poles and the voltage and output
current quickly builds up as the engine (rotor) speed is
increased.
Rectification of the output current is achieved by six silicon
diodes, housed in a rectifier pack (Model 4DS5), anti
connected to form a 3-phase fulI.wave bridge. The rectifier
also contains three ‘field’ diodes, which supply d.c. current
to the rotor (field) winding.
Field current is supplied via two small brushes to face-type
slip.rings, which are carried on a small moulded drum attached
to the rotor shaft. Connections between the slip rings and
rotor winding are made by wires carried on grooves cut in
the rotor shaft.

A single non-reversible moulded connector socket connects to the two The brush gear is enclosed in a moulding screwed to the
positive terminals to give extra mechanical grip. outside of the SE. bracket, thus giving protection against the
adverse affects of dust and moisture.

SPECI FICATION Each end of the rotor shaft is supported by ball bearings, a
shielded type at the slip-ring end, and a standard type at the
Nominal System Voltage 12 drive-end. There are rubber sealed bearings at both ends on
Earth Polarity Negative (only) heavy duty alternators. Both bearings are pre-packed with
Nominal Rated Output )hotl at 6000 grease during production.
rev./min. 43A
Nominal Machine Voltage 14.2V (at 20% rated out
put)
Number of Poles 12 (hI Voltage Regulator: Model 8TRD/11TR
Stator Phases 3 Temperature compensation is “flat”, so that regulator voltage
Stator Winding Connection Star remains constant in spite of changes in ambient temperature.
MaxContinuous Rotor Speed 15000 rev./min. There is no provision for adjustment in service.
Fan size 5 india.
Weight lincluding fan) approx. 8 1/2 lb. (iii) Charge (Ignition Warning) Indicator L.ist
Stator Winding Resistance 0.92 ohm ± 5% at 20°C A normal type of charge indicator (warning) light system can
Rotor Winding Resistance 3.201 ohm ± 5% at 20°C be used in conjunction with these new alternators.
Slip Ring End Brushes (length new) 1/2” (12.6 mm)
Regulating Voltage 14.0- 14.4 Service Note:
Refer to SB/GV/95 and 96 for Maintenance, Servicing and
Workshop Instructions. The Workshop Manual also contains
DESCRIPTION AND OPERATION the relevant servicing details for ACR Alternators.

(i) The 18ACR is of rotating field, ventilated design and operates Forged-claw rotors 3 amp rating green wire
- - not inter
as follows: changeable with 17ACR pressed-claw rotors.

IGNITION SWITcH

SOLENOID

Fig. 1. Wiring diagram for 18ACR

446
 Fig. a Diagram of complete 18ACR charging circuit

CHARGE
INDICATOR

IGNITION
LOADS

SECOND MAIN OUTPUT

BATTERY I CABLE REQUIRED ONLY WITH
iR ACR

.1..
TAG

LUCA it’ C’ L tL1b

LI)
UI
UI
0

Fig. 3. ACR18 alternator I

D
I
D
0

2000
Fig. 4. Typical performance curve (alternator hot) ALTERNATOR SPEED REV/MIN

447
ALTERNATOR MODELS I5ACR, I6ACR, I7ACR & 18ACR

IND CONNECTION TO

MAIN + TERMINAL

MAIN

5IGNIFI$ POLARTY

Fig. I Early production I5ACR alternator (machine-sensed)

Fig. 2 1SACR, I6ACR and I7ACR alternators (machine-sensed or battery-sensed

with standard terminations)

Fig. 3 I5ACR, ISACR I7ACR and IIACR alternators

(machine-sensed European terminations)

448
 Alternator Models 15ACR, 16ACR, 17ACR & 18ACR

MAIN TERMINAL

REGULATOR LOAD

Fig. 4 Machine-sensing system, early production 15ACR alternators

(terminal arrangement Fig. 1)

Fig. 5 Battery-sensing system, 15ACR, I6ACR and 17ACR alternators

(standard terminations Fig. 2)

449
Alternator Models 15ACR, I6ACR, 17ACR & 18ACR

MAIN TERMINAL SOLE NO U

.—FOR PHYSICAL RETENTION OF PLUG

ONLY
LOAD
REGULATOR (SEE NOTE)
8T R

-INTERNAL B+ CONNECTION

MAIN TERMINAL

Fig. 6 Machine-sensing system, I5ACR, 16ACR and I7ACR alternators

(standard terminations Fig. 2)

MAIN TERMINAL SOLENOID

8ACR ONLY

/.
IGN, SWITCH
W/L
SURGE PROTECTION DEVICE
(AVALANCHE DIODE)
LOAD
REGULATOR (SEE NOTE)
81 R

-INTERNAL B-- CONNECTION

Fig. 7 Machine-sensing system, I5ACR, I6ACR, 17ACR and 18ACR alternators

(European terminations Fig. 3)

Note:
If a 3-lead model IITR regulator is fitted, the ‘B-1-’ terminal and internal link will not apply.
If a 2-lead model 8TRD regulator is fitted, the ea,ih-connection will be via the regulator case.
If a later production 2-lead model I4TR regulator is filled, the ‘F’ connection will be via the regulator case
(connected to the brush box via a metal connector link) and the ‘B--’ terminal and internal link will not apply.

450
 Alternator Models I5ACR, I6ACR, I7ACR & I8ACR

Fig. 8(a) Machine-sensing system, early production 15ACR alternators

(reference Fig. 1 and 4)

Fig. 8(b) Battery-sensing system, I5ACR, 16ACR and I7ACR alternators

(reference Fig. 2 and 5)

Wiring Colour Code: I Moulded cover (tio fixing 4 Brush and spring assemblies (2)
screws) 5 Regulator earthing screw
B—Black 2 Brush box assembly, 6 Rectifier (fixing nut and
G Green
—
comprising item (4), (two washers)
Y —Yellow fixing screws) 7 Slip ring end bracket (three
R— Red 3 Regulator (two fixing screws) fixing bolts)

451
Alternator Models I5ACR, I6ACR, I7ACR & 18ACR

Fig. 8(c) Machine-sensing system, ISACR, 16ACR and I7ACR alternators

(reference Fig. 2 and 6)

Fig. 8(d) Machine-sensing system, 15ACR, I6ACR, I1ACR and 18ACR alternators
(reference Fig. 3 and 7)

14 Drive-end bracket Wiring Colour Code:

S Stator winding assembly
9 Slip ring moulding 15 Fan and pulley (fixing nut
and spring washer) B Black
10 Ball bearing(s)
11 Rotor and field winding 16 Alternative connections for G Green
—

12 Woodruffe shaft key (fan surge protection device Y —Yellow

and pulley fixing) (when fitted)
R Red
13 Bearing assembly parts
—

452
 Alternator Models 15ACR, I6ACR, 17ACR & 18ACR

Fig. 8(e) Machine-sensing system

14TR regulator, 15, 16, 17 and I8ACR (reference Fig. 3 and 7)
8TRD regulator, 16, 17 and I8ACR (reference Fig. 3 and 7, but with regulator connections
as Fig. 4, except for the earth connection ‘E’ which is via the regulator case)

1 Moulded cover (two fixing screws)
2 Brush box assembly
3 Regulator (two fixing screws)
4 Brush and spring assemblies (2)
5 Regulator earthing screw and
brush box fixing screws (2)
6 Rectifier (fixing nut and
washers)
7 Slip ring end bracket (three
fixing bolts)
8 Stator winding assembly
9 Slip ring moulding
10 Ball bearing(s)
11 Rotor and field winding
12 Woodruffe shaft key (fan
and pulley fixing)
13 Bearing assembly larts
14 Drive-end bracket
15 Fan and pulley (fixing nut
and spring washer)
16 F terminal connector strip
17 Alternative connections for
surge protection device
(when fitted)

Wiring Colour Code: B — Black G — Green Y — Yehow R — Red

453
Alternator Models I5ACR, I6ACR, I7ACR & 18ACR

,(1( —

(a) (b)
Fig. 9 Mode! 4DS5 rectifier 83192 Forged-claw Pressed-claw
(early production) (later production)
1SACR early-production and standard terminations
(battery-sensed or machine-sensed) Fig. 11 Rotor assembly

(/j/ j/ -
Fig. 12(a)
Standard bearing
Fig. 12(b)
Fully-sealed bearing
(fitted to drive-end and s
ip-
1 (heavy-duty applications)
ring end; slip-ring end (titled to drive-end and
bearing shielded one side, slip-ring end)

Fig. 10 Model 4DS5 rectifier 83i

(European terminations, machine-sensed)

454
 SUPPLEMENTARY INFORMATION

ALTERNATOR MODELS 16ACR & 17ACR, EXTERNAL-SENSED,

AND B.S.E. TERMINATIONS
(INCORPORATING DUAL-SENSING FAIL-SAFE FEATURE)

IND’ TERMINAL
MAIN OUTPUT TERMINAL

EXTERNAL-SENSING
TERMINAL

TERMINAL

WIRING COLOUR CODE: B

— BLACK Y YELLOW
— W WHITE 6
—
GREEN R RED — —

16—METAL CONNECTOR LINK (‘F TERMINAL)

17—ALTERNATIVE CONNECTIONS FOR SURGE PROTECTION DEVICE

SOLENOID
S EXTERNAL-SENSING

W/L IGN. SWITCH

SURGE PROTECTION DEVICE
(AVALANCHE DIODE)

ARKINGS —REFERENCE ONLY

‘E EARTH
UNMARKED MACHINE-SENSIN
‘F’ FIELD
‘-i-’ REGULATOR POSITIVE
‘5’ EXTERNAL-SENSING

ALTERNATOF
FRAME

Note: If an 8TRD regulator is fitted:— earth lead E’ will be a connection via the regulator case, machine-sensing ead
unmarked will not apply (its function being catered tot in the regulator design), and field connector link ‘F will be a cjreen
lead.

455
 ALTERNATOR MODEL 18ACR, EXTERNAL-SENSED, AND B.S.H. TERMINATIONS
(INCORPORATING DUAL-SENSING FAIL-SAFE’ FEATURE)

MAIN OUTPUT TERMINAL

IN 0
EXTERNAL-SENSING
TERMINAL

TERMINAL

WIRING COLOUR CODE B—BLACK V—YELLOW W—WHITE G—GREEN R—RED

16— METAL CONNECTOR LINK (F TERMINAL)
17— ALTERNATIVE CONNECTIONS FOR SURGE PROTECTION DEVICE

SOLENOID
EXTERNAL-SENSING

W/L IGN. SWITCH

SURGE PROTECTION DEVICE
(AVALANCHE DIODE)

MARKINGSREFERENCE ONLY
—

E’ EARTH
UNMARKED MACHINE-SENSI
‘F FIELD
+ REGULATOR POSITIVE
S EXTERNAL-SENSING
EAD COLOURS
ALT ERNA1 OR
FRAME 14TR REGULATOR (SEE NOTE)

Note: If an 8TRD requ’ator is titied:— earth lead E V,lii be a connection a thE r(’uulafor case, machine-sensino lead
unmarked wlI not apply (its function being catered for in the rechaior desgnL and f,eld connector link F will be a green
leao.

456
ALTERNATOR MODEL 18ACR, EXTERNAL-SENSED, EUROPEAN TERMINATIONS
AND ADDITIONAL ‘S’ TERMINAL
(INCORPORATING DUAL-SENSING ‘FAIL-SAFE FEATURE)

457
 MODEL 4DS5 RECTIFIERS
(ALTERNATOR MODELS 16ACR, 17ACR & 18ACR, EXTERNAL-SENSED)

PT. No. 83320 PT. No. 83295

(B.S.H. TERMINATIONS) (B.S.E. TERMINATIONS)
18ACR 16ACR & 17ACR

Note: PT. No. 63166 (EUROPEAN TERMINATIONS), APPLICABLE TO 18ACR

WITH ADDITIONAL S TERMINAL.

1. Field Terminal IND’

(a) Associated rectifier plate take-off terminal (internal connections to brushbox and regulator ‘+‘. via orange and yellow
leads, respectively).
2. Main Output Terminal ‘4-’
(a) Associated rectifier plate take-off terminal (internal connection for positive plate machine-sensing, regulator unmarked
connection’ red lead). Reference dual-sensing ‘fail-sate feature.
3. External-Sensing Terminal ‘S
(a) Associated rectifier plate take-off terminal (internal connection for external-sensing, regulator ‘S connection white
lead).
4. Rectifier Earth Connection

458
Lucas Alternator Model 15ACR3D as filled to Holdon HZ-Torana
MODEL: 15ACR-3D 37 AMP
SERVICE NO: Without Pulley & Fan — 62921245
DESPATCH NO: With Pulley & Fan — 62021286
VOLTAGE: 12
APPLICATION: GOM.HO H,Z. & TORANA

Bolt, through Fixing — 62110052

Nut, Shaft — 62130015
Washer, Nut Shaft - 185187
Bearing, Drive End - 62160023
Bracket, DrIve End — 62211641
Plate, Bearing Retaining - 62211367
Wavy Washer - 62140117
Screw, Plate Retaining - Sundry Parts Kit 62211020
Collar, Distance, Drive End — 62211578
Support Washer — 62140131
Rotor — 62211317
Bearing, Slip Ring End - 62160035
Bracket, Slip Ring End — 62211381
Hcatsink Assy - — 62211337
Heatsink Assy. + 62211335
Termi!lal Plate Assembly — 62211436
Screw, Brush Box Fixing — Sundry Parts Kit 62211020
Brushbox Assembly - 62211453
Brushbox Moulding - 62211025
Brush, Spring and Lucar Set — 62211285
Stator — 62211313
Regulator - 62938111
Slip Ring - 62210966
Sundry Parts Set - 62211020

CONTENTS OF SUNDRY PARTS KIT

Battery (+VE) Blade Terminal & Insulator
Screw Brush Box Fixing (1)
Screws Regulator Fixing (2)
Screws Bearing Plate Fixing (3)
Heatsink Spacer Pegs (2)

459
 LUCAS 15 ACR-3D ALTERNATORS

SERVICE PARTS

1. Through Bolts.

2. searing Drive End. ALTERNATOR

SPECIFICATiONS
3. Bracket Drive End,
TigenIJo r
4.. Wavy Washer.
(KIN) TORQUE (MAX) TORQUE
5. Collar Distance Drive En’.
Fixing Bolts 2Olbin (2.25NM) Z5lbin (2.82NM)
6. Rotor.. Shft Nut 4Olbip. (448NM) 5Olbft (6..75NM)
Brush Box Assy
7. Bearing Slip Ring End.. Fixing Screws JOlbin (l..I2NM) 25lbft (2.82NM)
Regulator Fixing
8.. Bracket Slip Ring Enc.. Screws 5lbin (0.56NM) lOlbin (l.12NN)
Brush Box
9.. Heat Sink Assy -‘ Moulding
Screw 5lbin (O,56NM) lOlbin (1..12NN)
Iv
10.. Heat Sink ssy + S/Ring Brush Spring Tension 57ozs..
Rotor Winding Resistance at 20 C..
11. Terminal Plate Assy (Field 2..840. HMS+ 57..
Diodes). Stator Winding Resistance at 20°C..
.145 OHMS..
12. Brush Box Assy..

13.. Stator.

14. Regulator.

15. Slip Ring.

After determining on the vehicle that the alternator is faulty, it has to be removed
and dismantled to test the internal componets using the following procedure:
Disconnect the battery and alternetor associated cables and remove the Alternator.
Clamp the alternator upright in a vice and remove the through bolts. Separate the
drive end bracket and rotor from the slip ring end bracket and stator being careful
not to lose the wavy formed thrust washer which is situated between the S.R.E.
bearing and S..R..EO bracket..
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The slip rings, rotor brush gearp diodes and regulator can now be inspected
and testedç and replaced if neoessary. Remove the diode assy, regulator and
brush gear assy. After first unscldering th€ three stator leads which hold
the stator in position.

BRUSH GEAR TESTING

Unsolder the field diode connection on the brush assy terminal and inspect the
brushes for damage and wear, When new the brush length is “, renew the brushes
if they are worn below in length.

The brush spring tension can be checked with a spring tension gauge and if
found to be under spacification they must be replaced

DISMANTLING THE DIODE ASSY

Dismantle the Positive and Negative diode plates from the field diode terminal
plate by carefully unsoldering it (excessive heat from the soldering iron will
damage the diodes). The diodes ar€ now dismantled ready for testing as shown
below Figs 1 & 2.

Connect each of the nine diodes in turn in series with a 1,5 watt test lamp
and a 12 volt battery. Next, reverse the connections, The bulb should light
in one direction only. Should the bulb light on both tests or not light in
either test, the diode is defective and a new heat sink must be fitted.

TESTING FIELD DIODES TESTING MAIN DIODES

FIG. 1. FIG. 2.

1,5W

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TESTING THE ROTOR

The rotor is tested by measuring the resistance of the rotor windings by

0 3 between the slip rings. The resistance is
connecting an ohmmeter Fig
given in the specifications data on page 1,

At the same time the rotor must he checked for defective insulation, this
is done by using a 110 V AC mains supply and a 15 Watt test bulb as
illustrated in Fig 4. The lamp will illuminate if the coil is earthed to the
rotor core, and a replacement rotor assembly will be required.

The slip rings should be checked for wear or damage and polished with
glasspaper (fine) until smooth, or replaced if badly worn or damaged. No
attempt should be made to straighten a bent rotor shaft or machine the
rotor poles.

MEASURING ROTOR
WITH OHMMETER

- 1.
FIG, 3

1 1OV

FIG. 4
TESTING THE STATOR

The continuity of the stator windings has to be checked, by first connecting

any two of the three stator leads in series with a 12 Volt battery and a
36 Watt test lamp Fig. 5, Repeat the test by replacing one of the two leads
by the third lead, If the test lamp falls to Illuminate on one or the
other leads, it points to an open circuit in the stators and a replacement
stator is required.

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 BEARING SERVICING

The S,R.E. bearing and the D.E, bearing are of a semi sealed type and
when required a Shell Alvania No
2 or its equivalent should be used to
0
repack the bearings.

When refitting the alternator care should be taken in tightening the

fan belt
0 Undue tension will cause rapid bearing failure,

REGULATOR TESTING

Regulator testing is carried out with a Lucas Transistor Regulator

Tester Part No.62800173,

The regulator is connected to the test meter as indicated on the

wiring chart for the particular type of regulator fitted
0
Providing that the regulator meets the requirements of the tester
and that the voltage setting is between 13.8 -14.5 volts it may be
reserviced, if found to be faulty it must be replaced, as the regulator
is a sealed unit and is not 0
repairable

RE-ASSEMBLING THE ALTERNATOR

Reassemble the Positive, Negative and Field Diode assy and resolder
same together being careful not to overheat the heatsinks or allowing
solder drops to run between the heat sinks, so shorting them out
0
Refit the diode assy into the S,ROE, bracket together with the
regulator and brush box assy.

(a) The green wire from Regulator to Rear Brush Terminal.

(b) Red wire from Regulator to Front or RInd,” Brush Terminal

tightening all associated fixing nuts, bolts and screws.

Resolder the field diode assy to the brush box assembly and the three
stator leads to the diode assy, refitting the stator into position on
the S.R.E. bracket.

Compress the brushes into the raised position and insert a 3’ x 3/32”
diameter steel pin through the guide hole which is drilled through the
back end of the SOR.E. bracket, and situated directly behind the
brushes. This pin will hold the brushes in the raised position while
the rotor and SOR.E. bearing are being fitted,

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STATOR WINDING
CONTINUITY TEST

An insulation test must be carried out on the stator, between the stator
windings and the lamination pack. Connect a 110 volt mains test lamp
Fig. 6 between any one of the three stator windings wire ends, and the
lamination pack. If the lamp illuminates the stator windings are earthing
and the stator should be replaced.
FIG, 6

1 lOVf\,

9 fan and pulley to the rotor

Fit the D.E. bracket, collar distance piece
assy, tightening the rotor shaft nut to 4O5O lb.

Refit D.E. Bracket and rotor assy, not forgetting the wavy washer between
the S.R.E. bracket and the S.R.E. bearing, also ensuring that the S.R.E.
bracket and D.E. bracket are located evenly on the stator lamination pack.

Refit the through bolts and tighten evenly to a torque of 2O25 lbs
withdraw the brush gear retaining pin. The alternator is now ready for
bench testing.

464