FAQ, Frequently Asked Questions

Chevy Corvette Sportwagon – Wagon: Originally designed by Chuck Miller and later adapted to the rubber-bumper ‘ ’82 Corvettes by John Greenwood , the Sportwagon and Sportwagon body kits were marketed through such companies as American Custom Industries ACI and Eckler’s, and they allowed owners of C3s to convert their coupe or convertible Vettes into cargo-compatible wagons. There were some inherent problems with the first design, however. Because there was no functional hatch, cargo had to undergo a difficult ingress-and-egress process through the side doors. And aesthetically, the original Sportwagon looked awkward. It just didn’t blend together well. According to Mike Guyette of Greenwood Registry www. His prototype proved to be an immense improvement [over the Miller design], not only functionally, but aesthetically as well. The roofline was continued at the same slope and curvature as the T-tops, ending shorter and lower than the original. The slant of the rear coincided nicely with the angle of the bumper.

Chevy Corvette Sportwagon – Wagon: The Tale

These alternators have proven to be one of the most reliable products we sell. There are many different companies that sell a similar unit, and rest assured, most are not to be compared to ours. We have been selling this same unit for over 5 years, and take notice of our sell rate.

Sep 04,  · Chevy Forums FREE technical assistance for your restoration and repair. Model specific subject matter experts, classified ads and more.

Make use of the second factory battery tray and have the install look as factory as possible. These are special crimpers used for “open barrel” terminals. You can search for “delphi crimpers” and find them. The crimpers allow you to make this type of crimp, which is critical. If the crimp is not right, the terminals will not slide into the connector. Start by installing the battery isolator. GM calls this a “secondary auxiliary relay”.

How To Install a Single-Wire Alternator

Upgrading your alternator from externally to internally regulated As part of the wiring upgrades on my car, I’m switching from the old 63amp, externally regulated, alternator to a newer style amp, internally regulated alternator hooked up using the 3-wire setup. If you want to run the new alternator as a 1-wire alternator, which most people really don’t think is a good idea on a street car, then the install is easy.

The only problem you may see is that you need to rev the engine higher in order to get the alternator to kick into charging mode. Many companies, such as Chevy2Only or Mad Electrical, offer an adapter you can plug into your unmodified voltage regulator harness that jumpers the wires on the 4-wire regulator plug to allow the car to run properly without the voltage regulator hooked up. Once this adapter is installed all that’s left for you to do is mount the alternator on the motor and run the charging cable from the alternator to your battery.

The old 2-wire connector on your old alternator will no longer be necessary and the plug on the back of the newer style alternators is different anyway, so you can’t plug it in without modifying it first.

At the time, they could keep up with the demand. That’s why you need to consider the easy installation of a Mr. AMP single-wire alternator from Performance Distributors.

Unless your running a lot of lights or stereo equipment theres no real use for a dual alternator system, dual batteries will get you almost all the power you could require. Tim is right on about this. For your second question, you wire the batteries in paralell, not in series, or you would end up with 24 volts. You also want to buy a battery isolater so your alternator will charge the lowest battery. Your isolater will come with instructions for wiring. You will not need a second voltmeter.

ATF fluid flush – tiptronic B5 VW Passat and Audi

The similar pickup truck models had switched to the newer platforms in the model year. Both 2WD and 4WD models, designated “C” and “K”, were offered, as well as half ton and three-quarter ton ” ” and ” ” models. The base engine for all variants was the small-block 5. Ground clearance was 6. The manual transmission option from the previous generation was dropped.

The GMT series introduced independent front suspension.

The driver’s side had the alternator, voltage regulator and dash power hook-up at the Horn Relay. The battery charging wire connected the battery at the right to the rest of the system at the left.

This particular Chevy II was built by Stephen Agnello, who happens to be a restaurateur by trade, but who clearly knows his way around a MIG welder and spray gun. Agnello bought the car as a roller from an Internet website and, working in his basement shop, immediately stripped it down to a bare shell. After fabricating huge tubs and a custom transmission tunnel and adding a rollcage, he did all of the finish bodywork, and then sprayed it with a custom-mixed PPG two-stage urethane.

The cam and valvetrain are a Comp Cams setup. An supercharger from The Blower Shop is configured to deliver a very modest 4 psi of boost for comfortable street driving. To make the car more user friendly, a Yukon Gear posi rear with 3. Strange axles cut down by Moser spin the big Mickey Thompsons. The fabricated sheetmetal dash holds a full array of AutoMeter gauges. Racing Equipment seats provide just the right balance of support and comfort.

OEM-type carpet and basic door panel trim give the inside a more finished feel without adding a lot of extra weight. After a solid year of work, Agnello enjoyed his Chevy II on the street and at the track, where it clicked off Like Agnello, Luppino enjoyed driving the Chevy II very much, but his ownership was cut short after only five months when he and his wife went their separate ways. Over the following year he made a number of changes, starting with the installation of Wilwood front calipers in place of the Mustang II calipers that were part of the Heidts subframe kit.

Feature Article: The GM HEI System Explained!

For most of us, the chief requirement for aftermarket direct-port electronic fuel injection is the elimination of the after-installation hassle factor. What we really want is the convenience of a carburetor with the precision that computer-controlled EFI offers. Crisp throttle response and thrifty fuel usage is why we would even consider going through the effort.

However, if an EFI system provides improved horsepower, torque, and fuel economy, the company providing such would rule the world. We first met Richards in the Feb. Richards ingeniously packaged the electronic engineering from Ford with a high-flow single-plane manifold, an improved GM MAF sensor, a wiring loom with all the necessary connectors, and a 1, cfm throttle body and at the same time, talked personally with every customer.

Check out this Chevy Corvette Sportwagon! It is fully loaded and fully equipped with an L48 engine, a Turbo transmission, and much more! Check out the details, pictures, and specs, at.

Battery to Underhood Electrical Center. Designed utilizing the latest technology, this product by ACDelco features premium quality and will perform better than advertised. Battery Terminal Protectors extend the life and performance of the vehicle’s battery by stopping corrosion caused by acid fumes. Outstanding radio noise control for better performance. Delivers needed system voltage and provides the proper fit, form and function to let your vehicle run the way it was designed.

Built as the ideal replacement part for your worn Perfect for your vehicle

Alternator Upgrades – Junkyard Builder

This page is an explanation of the theory of operation behind the alternator and the generator. If you know how these critters work already, then this won’t matter much to you. If they are nothing short of alchemy and you need to work on or need to modify your charging system – then this page is a must-read for you. I wrote this as a side-bar to my work on various projects, see the High Amp Alternators for older GM’s and Alternator Conversions for GM’s articles for more details on each area.

Also known as GMC Sierra and the Denali in Mexico, Chevy Silverado is General Motor’s latest model of full-size pickup truck which received the Truck of the Year award from Motor Trend.

Knowledge of this exclusive design is very important when up-grading the Chevy electrical system. We need to get electrical power from the alternator to the parts—not just charge the battery. At the time of this writing, the popular Chevy main power system is about 40 years old. The original version was installed with the first alternators, in Chevy models.

We often expect better performance from these cars than when they were new. Routing and distribution of alternator power output is handled by the wiring system. When installing more powerful alternators, and also when adding accessories that will use power, current flow through the wiring system is increased. And the wiring becomes more important than ever before. The system diagramed above is typical of the original Chevy wire harness design used in , , and

Chevrolet Suburban

The similar pickup truck models had switched to the newer platforms in the model year. Both 2WD and 4WD models, designated “C” and “K”, were offered, as well as half ton and three-quarter ton ” ” and ” ” models. The base engine for all variants was the small-block 5. Ground clearance was 6. The manual transmission option from the previous generation was dropped. The GMT series introduced independent front suspension.

Oct 24,  · Excellent. I assume you could also just hook the #2 wire on the alternator directly to the battery post on the alternator? Yeah, I’m that stupid about wiring but had to ask.

The one wire alternators just don’t live that long defect in the regulator design. If one wire were such a good idea, don’t you think the factories would be doing it all the time? The answer is you can’t make a one wire alternator live through a new car warranty and you can not make it regulate the voltage well enough for modern electronics. Huge amprage small case alts. Over building an alternator may seem like a good idea, but there is only so much capicaty for cooling the rectifier.

When overheated, there is no warning, the diodes in the rectifier just fail for good. They are the same same plug configurating, and wiring configuration, and in most cases same case size, same bolt pattern, and same pulley type. A little leg work at the auto parts store should yield satisfactory resulsts. You are looking for an alternator from a GM product, usually a large luxery car, with power everything!

You will need a 10 Ga. Fuse if you use 8 Ga.

gm 3 wire internally regulated alternator hook up how to

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