> AHA! This makes much more sense to me. I suppose the high rate
> chargers (i.e. not alternators) may run at a higher voltage then the
> automobile alternator.
Yes, definitely. The peak voltage of even low rate chargers is higher than the
alternator.
> What is the nominal output voltage of a modern alternator ?
It's a curve, varies quite a bit with temperature. ISTR 14.6 @ 70F is about
right, but I won't swear to that (and I'm too rushed to look it up at the
moment).
> I 'd have to check, but I seem to recall that when I set my voltage
> regulator for my generator on my 4A,
The regulator used on TR2-4A is a special case, because it uses a single relay
to regulate both current and voltage.
> I would strongly
> suspct that the voltage at the battery terminal will NEVER reach the
> voltage to which the regulator was adjusted.... Do you agree?
Yes I do. However, it's also true that the TR2-4A control box allows the
battery to be overcharged slightly under light load (and undercharged at heavy
load). This is the compromise of the two-bobbin regulator that Triumph chose to
use on the TRs, likely to reduce costs. Lucas did make a three-bobbin
regulator, which was used on some Triumphs (like Spitfires and my Sports 6), so
cost is the only reason I can think of for using the 2-bobbin. Or possibly
Lucas hadn't offered the 3-bobbin yet when the TR2 was designed, and no one
thought it was worth switching for the later TRs.
How much the overcharge shortens battery life, I can't say. But I do believe it
causes outgassing on long trips, which can lead to fine droplets of sulfuric
acid being spread around the battery and causing corrosion.
Randall
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