Temperature compensated alternator? Y/N?

Hi

Thanks for the reply. Just checked the website. The years listed for the 78 series are years when it was no longer made?

Regards

Lyndon

Are you sure that is temp compensated or just ECU controlled. Most modern vehicles are ecu controlled and ramp the voltage down over time to help decrease emissions and increase fuel economy.

Just checked the two units listed for the above listed vehicle with a supplier and there is only the standard connection of B+, sense, ignition and warning light. No temp or ecu input.

Ivan, the temp compensation is built into the regulator which sits at the back of the alternator.

If that is the case,and I have never seen it, how has the got anything to do with charging a Lithium? All it would do is stop the alternator overheating

Ivan, You need to do some reading.
What does it have to do with charging Lithium? Like I said above, if you have an alternator in a hot environment charging a battery in a cool environment, your supplied voltage from an alternator might not be sufficient, hence the need for a DCDC charger if you want an ideal charging system.
Anyway, here's some infor from a very quick Google:

My 1966 corona had a temperature compensated alternator. Around 2007 Toyota changed to is known as a high compensation type.

Car generators / alternators have had temperature compensation for a long long time. Most including auto elects wouldn't have even known what it is unless they adjusted the voltage regulators as per the manufacturers specs and most wouldn't have.

Where did you come up with that Leigh.
Please explain to everyone how electro mechanical generator and alternator regulators were temperature compensating.
I started my apprenticehip when generators were still very common and had TAFE training on exactly how automotive charging systems operated and were controlled and temperature compensation was not a part of it.
Overhauling generators and their regulators was part of the syllabus but that was the last year QLD TAFE ran that as it was dropped and replaced by EFI training. Parts for rebuilding regulators quickly become unavailable as well as new genuine generator regulators. I had one look inside a non genuine reg and refused to sell them, some even had the covers rivited on so could not be set to specs.
Wonder why I saw many hundreds of burned out alternators and blown rectifiers for so many years as would every othe auto sparky if temp compensation was incorperated, which seems to be a thing of the past now.
Any sparky that went through TAFE after the late 70ies early 80ies would not have had such training so interested in finding out where the facts you mention comes from.
Anyway always open to learn anything that the institution didnt know.

The Elecromechanical regulator in my 1966 Corona had a bimetal spring that was used to change the voltage output as the regulator heated up, the Toyota repair manual had details on adjusting the spring to obtain the correct compensation. If you didn't read the service manual you wouldn't relise it was there it just looked like any over armature spring. The regulators back then as you know were seperate units and therefore not subject form heating for the alternator itself. In a modern alternator with internal regulator the heat produced by the alternator itself is seen by the regulator as an increase in ambient temperature and they reduce their output, it is actually a design flaw but has become a defacto overload protection.

As I wrote not many realised the regualtors have had temperature compensation built in. Very early on in the development of cars charging system it was discovered in was not easy to charge a cars battery properly. They tried constant current regulators, then constant voltage and eventually they adopted constant voltage temperature compensated though begrudgingly as it increased the price. Interestingly very early motor repair manuals had descriptions on rebuliding car batteries and how to adjust votlage regulators including the temerature compensation where bimetal sprinds were used. Overtime these disappeared as batteries were simply replaced and the temperature compensation was an integral part of the regulator design. Same as today. The below is a brief history of the automotive voltage regulator that few would have read.

History of voltage regulation

Very interesting. Yes all of the reg armatures had bi metal springs but it was never mentioned to me that it was for temp compensation, just goes to show that your never too old to learn, bit late to be of use but interesting never the less.

Leigh W is correct, and any regulator with Bi metal associated with the voltage adjustment has to be for temp compensation. Why would you fit a bi metal, if it wasn't to allow for temp increases? Mechanical thermostats use two metals as their differential factor to determine heat and the arm bend with temp to control whatever. Most didn't realize it was for that, but any mechanical temp adjuster has a bi metal feature so it works to alter the temp. Some clocks use Bi Metal to wind their mechanism with ambient temp altering through the day.
Also, the current limiting bobbin was Bi metal too, to reduce high output when hot. All a balance of hope and pray though.
Lucas regs didn't control if they didn't get hot enough and subsequently burned the armature. I have replaced dozens. # 227987.

Although a while since touching a Bosch alu. case alt reg, they had bi metal leaves for the same reason.

My first vehicle was a 1940 Austin 8. The handbook I had with it even included the correct voltage settings for the charge voltage at various ambient temperatures around the regulator. When I was playing around with the regulator I used to borrow an AVO 8 multi-meter to set the correct voltage charge level.

Many other lithium batteries apart from dcs will certainly allow fast, high amperage charging. Just check out the specs.