Latest tech in mass production automotive alternators is using square wire with hairpin wound stators starting with the Denso SC II series in 2002/3, now +250 amp output for 12v automotive, PWM or LIN bus control, alternator load % feedback, soft start, clutch pulley or de-coupler pulley, and brushless for heavy duty truck targeting 1 million mile life expectancy. The additional load of electric power steering pushed alternator capacity up over the 200 amp threshold quickly, as EPS draws 100 amps at every tug of the steering wheel.
The majority of old MV alternator mounts are of the rare European bus type, an extended hinge side foot version of J-180. The stock alternators use an external battery voltage reference, which when disconnected via improper dah switch shut-down, there is no failsafe and the alternator goes full-tilt. Most modern alts, including the Chinese clones, are now self contained and have rectified this issue. Second fallacy of the stock MV alternator found here is the high idle output, combined with insufficient cooling. A lot of members here will run batteries well over 5 years old, so it constantly taxes the alternator as the batteries never fully recover and are always drawing on it. With 4 batteries, the truck will still start well, but the old batteries will still drown the alt, and eventually kill it. If batteries are kept 5 years old or less, this is not really an issue.
Modern heavy duty truck alternators operate on anywhere from 1 to 5 wires, most to back-date for historical systems, and have their own charge system set point reference if voltage is not present on the battery sense terminal. R being AC since wave output for historical tachometers and engine running detection (prevent starter re-engagement to already running engine), I being alternator failure dash warning lamp, and S being remote battery sense.
Leece NeVille and Bosch alt divisions have both been sold to a Chinese washing machine motor maker. Remy has ceased all activity into alternator/starter development as they moved those resources to focus on electric vehicle traction motor development, and currently have a recall of over 40,000 heavy duty starters they are tackling.
We look forward to what you can bring to the table. There will be a market for you here if you can offer simultaneous dual voltage output for a reasonable price (not selectable between the two). The majority of the vehicles here do not have any type of ECU/ECM, nor do most owners want to be adding one, if that helps you at all.
