Alternator putting out 17v ?

Discussion in 'Mech Tech' started by crossy2112, Oct 20, 2017.

  1. If you change to 70a the tinware the alternator goes through has a smaller hole I believe
     
  2. crossy2112

    crossy2112 Supporter

    This is all I found just yet
    engine 1.jpg
    engine.jpg
     
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  3. 77 Westy

    77 Westy Supporter

    You’re looking at the wrong end of the engine.
    Engine number location.jpg
     
  4. nicktuft

    nicktuft Supporter

  5. crossy2112

    crossy2112 Supporter

    The camera found what my eyes could not see :)
    engine2.jpg
     
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  6. nicktuft

    nicktuft Supporter


    127 was an ex NATO engine I feel sure and came with 24v as @snotty said.
    I have a 127 as well and had to swop all the electric stuff to 12v. There's a picture of it in the thread Want Type4 but can't
    trust the experts.
    Hope the Schofield alternator sorts out the voltage oddities.
     
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  7. crossy2112

    crossy2112 Supporter

    Thanks for that :thumbsup:
     
  8. 77 Westy

    77 Westy Supporter

    Just out of interest what is the number on the fan shroud? And do either of them match the V5c?

    The VAG ETKA Engine code lists the 127 as: 46kw, 62bhp, 1800cc, available from August 1950 to July 1991. (I'm sure 1950 isn't correct)

    When VW Heritage were selling the 127 engine some 10 years ago, this is the information they had about them.

    “The Industrial engines we are offering at the moment are, we believe, ex-German Army. We do not know their actual application, but believe they might have been used to power anti-aircraft facilities. Our contact is being understandably tight-lipped about their exact origin.

    They are plated as type 127 engines, 49.3kw (67bhp), 1800cc, so are almost identical in rating to the 1800 AP engine fitted to bays from 73-75. They have 24V electrical systems, so that all needs replacing (e.g. alternator, ignition, chokes). They come with larger carbs than the normal type 4 (they are stamped 40 PDSIT). The crankcases are aluminium, not magnesium. The oil coolers do indeed have take-offs for an additional external oil cooler. Looking at the engine numbers these would appear to be made in the early '80s (VW system is unclear on their exact production date) and so should have 41 x 34 valves, though we have not taken any apart to confirm. ETKA indicates that these engines may well have the internal sump baffle usually only fitted to the Porsche 914 version, though again we have not taken any apart to confirm. They have 215mm flywheels and clutches. They have Manual tappets and the early "open" breather box.”

    And this is what Laurie Pettit said in 2007 after he inspected one.

    “They are type 4 cases. I just autopsied one and the cases are aluminium (not magnesium). First thing is the distributor fitted with a 6,300 RPM governor! Then there are the 36mm carbs used on the type4 1800 AN engine. Then there are the big valve heads and finally, there is an extra 1mm of lift on the cam. They have a 215mm flywheel and clutch, they are built beautifully, they have low compression pistons (not too low).”
     
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  9. crossy2112

    crossy2112 Supporter

    As I have said previous on other threads (you may have missed them). The lad from Leyland that I was getting my T25 bits from had it in his shed and had been fitted into a T25. I was looking at getting the T1 from the van rebuilt but he talked me into buying the T4 saying it would fit straight in - noooooooo. It was him who told me it was an ex military engine, other than that I know nothing about it.
    All I do know is that it drives really well loads of power but I will be changing the box for the 6 rib (as loved by Scooby lads :D) so as to make use of its full potential.
    I will check again tomorrow for a number on the fan but could not find it where you said ( but then again I could'nt see the other until highlighted by the camera :oops:)
     
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  10. crossy2112

    crossy2112 Supporter

    Just a thought - does this mean if they were sold 10 years ago after not being used, they are newer than most of the scoobys out there :D
     
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  11. Newer...and much better :thumbsup:

    Wish I'd bought one when Heritage a few.
     
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  12. 77 Westy

    77 Westy Supporter

    There’ll always be someone that believes it’s only 4 bolts…:) now you know better.;)
    You might find the 6-rib final drive ratio is too high for a 127, it’ll be sluggish and you’ll be in the lower gears a lot.
    Of the ones sold, some may have been unused, some used, and some abused. And some no doubt have been rebuilt by now.
     
  13. 77 Westy

    77 Westy Supporter

    Maybe newer in years but decades older in design – and there is nothing very special about the early Scooby engines.
     
  14. Oh, now you’ve spoilt it :)...
     
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  15. crossy2112

    crossy2112 Supporter

    Looking at a rebuild on the box so what gearing should I use. At the minute I'm in 4th too early with the 3 rib
     
  16. nicktuft

    nicktuft Supporter

    My 127 is a delight. Really pulls well up steep hills without a fuss . Will cruise comfortably at 65/70 keeping out of the hgv malaki. 3 rib gearbox. As it has only done about 7k miles we should have a good future together.
    Far preferable to a Scooby with half it's life gone.
    Bit of a slight tangent I'm sorry.
     
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  17. 77 Westy

    77 Westy Supporter

    These are the ratios that VW thought were appropriate.
    Gearbox ratio.png

    Be very cautious with too high gearing, there is a big difference between the 1800 and 2.0l. The short stroke 1800 likes to rev, the much longer stroke 2.0l will pull a higher gear with its low down torque.
     
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  18. crossy2112

    crossy2112 Supporter

    Thought I was reving it too much, thats why then :thumbsup:
     
  19. crossy2112

    crossy2112 Supporter

    Havn't driven mine enough yet but I didn't find it to be the wheezy old clucker alot describe :)
     
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  20. Did your bus have a type 4 in it already?
     

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