Territory alternator will be with me shortly. Will post pics and measurements a little later.
Swaggie
My concern is that if the 60A diodes in a 180A degrade to the extent of breaking down then I expect 50A diodes to last even less time. The 180A alternators must regularly be working near their limit at least in some vehicles so expect 150A alternators will be working closer to their limit more often and for longer periods. If the 150A versions were to be fitted with 60A diodes then that's a different ball-game.
MY21.5 L405 D350 Vogue SE with 19s. Produce LLAMS for LR/RR, Jeep GC/Dodge Ram
VK2HFG and APRS W1 digi, RTK base station using LoRa
Ok.....so now I'm confused.
The part that I had in my hand has a part number (104210-6120) that neither Denso Europe nor Denso Australia recognise.
A general google search of that part number gives me a cross reference to it fitting a Jaguar XF 3.0TDV6 (which makes sense). However......one reference I found suggested it was 120A, another said 130A, and yet another said 180A.
The official Denso Europe listing for the 3.0TDV6 Jaguar XF (2012 onwards) is indeed the DAN1103, which is 150A.
How hard can one company make it?
Master
SubscriberThat is basically the same info I just found, with this siteOriginally Posted by sheerluck
Ok.....so now I'm confused.
The part that I had in my hand has a part number (104210-6120) that neither Denso Europe nor Denso Australia recognise.
A general google search of that part number gives me a cross reference to it fitting a Jaguar XF 3.0TDV6 (which makes sense). However......one reference I found suggested it was 120A, another said 130A, and yet another said 180A.
The official Denso Europe listing for the 3.0TDV6 Jaguar XF (2012 onwards) is indeed the DAN1103, which is 150A.
How hard can one company make it?
- Justin
Selling soon - MY10 D4 3.0 TDV6 SE with E-Diff & LLAMS, 265/65R18 Maxxis Razr A/T
Moved into MY12 L322 4.4 TDV8 Autobiography
VK2HFJ
Wizard
Supporter2014 SDV6 HSE - LLAMS, Tuff Ant Tree Sliders, Tuff Ant 18" rims, Nitto Ridge Grappler tyres 265/65 R18, Custom Lipo4 battery, Custom Drawer storage system https://www.box.com/s/jem0ilac3cner2mexq64
And even that is not quite right, listing that alternator as having two mounting holes, when there's definitely 3.
Time to give in I think. Was worth a try to find a cheaper alternative, seeing as LR are now wanting silly money for the 3.0 alternator.
Swaggie
Why do you say that it only has 2 mounting holes? It's bottom mount is just like the others that have 2 holes going across.
Edit: Just spotted the 2 hole reference but don't believe it.
MY21.5 L405 D350 Vogue SE with 19s. Produce LLAMS for LR/RR, Jeep GC/Dodge Ram
VK2HFG and APRS W1 digi, RTK base station using LoRa
The site that Justin linked to describes the alternator reference that I found as having 2 mounting holes. There are 3. Two at bottom, and one at the front.
So I haven't said it has 2 mounting holes at all. What I was getting at was that the linked site appears to have inaccuracies and inconsistencies, just like all the other sites I have found.
Swaggie
Justin (Grentarc) found DAN1112 which appears to be the appropriate 3.0 D4 180A with free-wheeling pulley. It has an end B+ stud but that shouldn't be a concern.
MY21.5 L405 D350 Vogue SE with 19s. Produce LLAMS for LR/RR, Jeep GC/Dodge Ram
VK2HFG and APRS W1 digi, RTK base station using LoRa
Master
SubscriberThis whole alternator business is a bit of a worry, as the typical diode failure renders the vehicle stranded very quickly. Has anyone considered putting a fusible link between the alternator and the battery so that if diodes fail short-circuited at least the battery won't be drained?
I also wonder why some alternators fail and some don't. These days practically everything is made by robotics and there are normally no quality control variations from part to part. So if one fails and others don't, it seems likely that failure is due to some environmental differences.
The biggest environmental difference would happen when dual battery systems are installed. This would be compounded when there are more than one auxiliary batteries as each one can draw quite a high current. Multiple batteries obviously will be much worse unless the dual battery system has some sort of current limiting in its design.
Diodes typically fail short-circuit from secondary breakdown so this gives a clue - excess current drawn at elevated temperatures. I think some sort of current limiting in a dual battery system would result in far less alternator failures.
It would be very interesting to do a survey on this site as to how many alternators have failed with and without dual battery systems.
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