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I have just replaced the battery and alternator with an after-market unit. I have had to shorten the spacer ( a few mm) which fits the bottom bracket of the alternator.
I also cut a slot along the spacer so it is a lot easier to fit and to take the alternator off. Time will tell if mud and muck will cause problems.
The modified spacer is pictured below.
I also had to source a small bolt ( from a motor cycle shop of all places) to fit the earth terminal.
After I had fitted the battery and alternator, I checked for leakage current.
With the negative terminal of the battery removed and the key turned to the off position, I placed a multimeter (set to 10 amps) in series with the circuit.
The initial leakage was .16 amps which then dropped to .043 amps. I pulled out the clock fuse and the audio fuse which caused the leakage current to drop to virtually zero. Which is excellent.
Last edited by mudnut; 23rd June 2015 at 10:14 PM.
Just a heads up: The RB30 timing belt cover has small holes near the top and there is no seal behind the harmonic balancer. When I changed out the timing belt, I found evidence that mud and water had been picked up by the timing belt.
Last edited by mudnut; 2nd April 2015 at 06:51 PM.
Apart from the charging and the starting circuit, the RB30 wiring diagrams I have seen usually have some differences, as the published manuals mainly deal with the TB42 and TD42.
START CIRCUIT OPERATION.
Once the key is moved to the start position current is supplied via the Black/yellow wire to the coils in the starter solenoid.
These coils produce a magnetic field and pull a metal rod (represented by the dotted line) which closes the main contacts.
This allows current to flow through the starter motor field coils and armature via carbon brushes.
A magnetic field is produced by the field coils and it reacts with the magnetic field also being produced in the armature.
This causes the armature to spin on its shaft.
As the armature speeds up it causes the pinion gear to spin, and move rapidly forward to engage the ring gear on the engine's fly wheel.
The engine turns until it fires and begins to run.
Once the key is released, power is cut to the solenoid and allows the metal rod to open the main contacts.
Power is cut to the starter motor which slows down so the pinion disengages from the ring gear.
The pinion moves back to its static position as the armature slows to a stop.
There is an inhibitor switch attached to automatic transmissions so the engine will not crank unless Neutral or Park is selected.
Last edited by mudnut; 14th June 2015 at 08:30 PM.
Reason: Ring gear on the engine.
Originally Posted by mudnut
I'm guessing it was an option on the st30 range?
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