Re: [Chrysler300] Thanks for the memories...

[lettercars@xxxxxxx]

Bob and All:
Yes, thanks for the great explanation.  
I would add that the very rare Chrysler 300F Specials (400HP 4spds) were  
the only other Chrysler products equipped with alternators in  1960.          
                                                                            
                        I kind of prefer a generator myself, and certainly 
prefer the ammeter over  the voltmeter.  (Maybe that is because I never 
figured out how a  voltmeter tells me anything!)  I do, however immediately 
understand the  meaning of the ammeter needle going to the "discharge" side of 
the gauge.   If that happens at night, one better be close to home, or take 
the next  exit.   Just a couple thoughts on a nice morning here in 
Tallahassee,  FL.  
300ly, Gil C.
 
 
In a message dated 4/18/2009 2:19:35 A.M. Eastern Daylight Time,  
c300@xxxxxxx writes:

Bob:

Thanks for sharing that specialized tidbit of knowledge  from your long 
years
with Exide. This club is fortunate to have so many  members who have and are
willing to share their  unique and valuable  work experience from the 
earlier
days of our brutes.    

I  recall Valiants had alternators in 1960, and I think Chrysler offered  
them
across the board the next year.  I think we rapidly learned to  just ignore
the Ammeter for a while after starting and this led to "idiot  lights" that
didn't require any interpretation. 

My 2005 Durango has  a Voltmeter as does my '86 Chrysler T&C Shelfpaper
woody.   Computers manage current distribution now and Voltage probably 
tells
us  more than we need to know as to what's happening.  In the '50's, it  was
common to have short circuits, a bad battery  and/or
generator/generator-regulator problems, so watching and interpreting  the
ammeter was a necessary skill to know when to have the electrical  system
serviced.  Drivers from those days retained a desire for  "Ammeters" 
although
the Ammeter gradually was changed to a Voltmeter to  avoid the necessity of
carrying increasingly high current to and from the  instrument panel.  I do
notice that charging/running Voltage does tend  to be slightly lower in warm
weather.  I presume this is due to higher  underhood temperatures affecting
diode  performance.

C-300'ly,
Rich Barber
Brentwood, CA
1955 Chrysler  C-300 (with a totally undamped instrument panel--fuel gauge
dances with  generator regulator action and/or turn signal flasher operation
and lights  dim at idle--just like the good old days)

-----Original  Message-----
From: Chrysler300@xxxxxxxxxxxxxxx  [mailto:Chrysler300@xxxxxxxxxxxxxxx] On
Behalf Of Blohm, Robert
Sent:  Friday, April 17, 2009 7:15 PM
To: 2HsandaHeritage@xxxxxxxxxxx;  Chrysler300@xxxxxxxxxxxxxxx
Subject: RE: [Chrysler300] 300H amp  gauge

Doug, I have a 61 Imperial that does exactly the same thing. The  alternator
was invented and first used by Chrysler in either 60 or 61. GM  caught up in
63 and Ford in 64 for some models. When you start the car you  take some
power out of the battery. This suppresses the battery voltage  slightly. 
With
the engine running the regulator now puts on full field  excitation to the
alternator and the alternator puts out full power thus  you see the ammeter
swing up to high rate of charge. Since the battery is  only slightly
discharged it immediately responds by increasing its voltage.  The regulator
immediately cuts back to low charge thus the ammeter drops  back to center,
however, the battery voltage now drops back slightly lower  than the
regulator would like and it responds by going back to the high  rate of
charge. As soon as the battery has recieved enough power to replace  that
which was removed during starting (a couple of minutes) the voltage  will
hold up high enough that the regulator will not call for the high  rate
charge and now the ammeter settles down in the center. Later cars had  some
damping in the ammeter to suppress these swings and make them  less
noticable. Late 60's went to solid state regulators which eliminated  this
characteristic. The solid state regulator is continuously variable  while 
the
early mechanical (relay) regulators where more of an all or  nothing
situation. I worked for Exide Battery for 44 years, all though I  was in the
industrial division, but spent a lot of time working with  charging methods
and response of a battery. Hope this helps explain it. Bob  Blohm
-----Original Message-----
From: Chrysler300@xxxxxxxxxxxxxxx  [mailto:Chrysler300@xxxxxxxxxxxxxxx]On
Behalf Of  2HsandaHeritage@xxxxxxxxxxx
Sent: Wednesday, April 15, 2009 1:32 PM
To:  Chrysler300@xxxxxxxxxxxxxxx
Subject: [Chrysler300] 300H amp  gauge





Hi Group,

My amp gauge needle rapidly  moves back and forth when the engine is 
started.

After driving a mile  or so, the needle settles down and remains near the
center of the  gauge.

Can anyone explain what the cause might be?

Doug  Warrener

Fair Oaks, CA

300H

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