|
|
|
Ford's
latest addition to their charging systems line is the 4G
alternator.This 150 ampere alternator has the rectifier diodes
encased in a plastic assembly that is riveted to the rear of the
alternator end frame. The rotor slip rings are smaller than the rear
bearing and protrude through the rear frame similar to Nippondenso
designs. The voltage regulator assembly houses the brushes that
contact the slip rings and all electrical contacts are made to the
rectifier assembly via surface contacts secured with screws. The
voltage regulator-rectifier assembly is protected by a stamped steel
cover and care must be used to clip the stator leads short to
prevent short circuits. By removing six screws, you can replace the
voltage regulator, but the rectifier requires the unsoldering of 12
leads (actually eight terminals as the stator is bifilar wound),
pressing off the rear frame and drilling out three rivets. The
negative diodes are pressed-in the rear end
frame. | |
|
|
|
Ford has
maintained voltage regulator circuit continuity in the 4G as
the terminals are nearly identical to the older 2G and 3G
SERIES. The figure below shows the vehicle harness to regulator
connections. The stator or "S" terminal which enables the
voltage regulator to detect that the alternator is operating,
has been removed from the harness. It is now connected directly to
the rectifier assembly through a regulator mounting screw. Like the
2 & 3G alternators, the 'A' terminal is directly
connected to the positive side of the battery, the 'A'
terminal provides voltage to operate the voltage regulator and field
circuit. As the 4G employs a 6 ampere field coil, this
current flows through the 'A' terminal, so this connection
must be clean and tight. Also identical to the 2 & 3G
series, the 4G uses the T terminal to both excite the
regulator and drive a warning lamp. The Terminal should never be
connected directly to the positive side of the battery
| |