| I recently had a related issue , just fyi . rebuilding 30’s era packard changing to 12 v , being familiar with mopar electrics , I am using that group of parts . Even wire color code of F . ( old age too !) I know F . So Packards used really beefy fan belts like 5/8 or 3/4 wide . I thought I could remachine a two groove 70 ‘s era 2 wire field mopar alternator pulley by enlarging one groove into metal next to it . But, not enough room . —FYI - it turns out the angle of all common V belts is about the same ,38 degrees or so — after messing around , just like this issue , my good friend machinist said forget all that , just make a new aluminum billet press on pulley , which he did in an hour or so . measure old one to get fits etc . This bulletproof 60 A or so alternator uses the reliable silver box with 2 wire rubber plug electronic VR . And unbelievably cheap , really nice one from rockauto like 24$ .
one advantage of aluminum pulley is a heat shrink fit is very close to a press on , you heat up pulley to 400 or so it slides on with gloves to cold shaft or light press , when it shrinks back down it is really on there . paint black for 300 . A good machine shop could turn out 10-20 of these in day and make money at 100-150 each . Project ? As discussed before , and not being argumentative , in my experience all that rver goes wrong in generators are brushes , the cheap oem springs that push the brushes ( rust) and the bearings . 20$ worth of stuff . The first parts I ever made for a 300F about 1967 were stainless steel brush springs after being stranded by an erratic generator. I made 100 of them , can’t find the box now .. but easy job for custom spring outfit .
if you have generator problems after storage , first drive— after 10 miles — it’s a stuck brush . Solid tap on back of generator with big plastic hammer will fix it . Windings are fine 99% of time and if a problem there the armature is obviously burned , same with regulators , leave alone . beautifully made at the time in the tens of millions but to each his own ! and no problem with that ! In the interim , I am saying this pulley swap is a good idea , diameter is not critical at all . or — make them .. Also adapting later (?70’s) common V2 ac compressor and the late clutch design it has ,—- is also something to think about along these lines . the early huge AC clutch has issues …. repro parts project ? Sent from my iPhone On Feb 2, 2023, at 5:20 PM, Brian and Kathy Frank <300gforce@xxxxxxxxx> wrote:
Noel and All, I'm not familiar with anyone named "Dale" in Wisconsin who is working on MoPar Hemi and wedge engines. If you could question Larry a little further, maybe we could track him down.
There is a business, Kilpatrick, here in Waukesha, that specializes in rebuilding MoPar engines and transmissions. Mostly the 1960s Hemis, race engines and the 60s- early 70s muscle car engines. Maybe Dale is there. Mark, if you remember when you and I spoke to a guy with a 1955 C-300 up at Iola in the Car Corral 3-4 years ago, I believe he said he had had some work done on that car at Kilpatrick. A few years ago, they rebuilt the 340 c.i. motor from my brother's #s matching 1969 Dart Swinger 4-speed that he's had since about 1978. They supposedly do great work, but are not cheap with anything they do.
Brian
My buddy and 300 Club member Frank Troost has a '55 Imperial sedan currently resting in his building, where my F sat last winter awaiting its rebuilt motor. You may have met Frank at our Pasadena Meet. The Imperial wasn't charging, so the generator and 2 regulators - yes, a Chrysler regulator and an AC Delco regulator both mounted on the inner fender - were pulled by Frank's mechanic, Chuck. Coincidentally, John Lazenby had consulted on a couple items on this same Imperial to the prior owner, who passed away in early 2022, so the car is with its new owner.
I picked up the generator and regulators from Frank, and drove them over to a shop recommended by another buddy - MG Auto Electric in Arlington Heights, IL, about 20 miles north of me. MG has been in business since '54 and Larry, its current owner operator said he's been rebuilding electric motors for 52 years. His dad started this business in '54.
After we finished discussing the '55 Imperial parts, I asked Larry about our 1960 generator dual pulley dilemma. He had a pegboard on one wall with pegs holding probably 200+ pulleys. He mentioned that Chrysler's alternators also used press-on pulley's and one of these, currently readily available, could easily be made to work for us. Also, by sheer coincidence, he happened to have a GJM8202A 1960 a/c generator sitting on the floor that was awaiting his rebuild - received from a mechanic named Dale, in Wisconsin, who's worked on lots of Hemi and Wedge motors for a collector up there whose name Larry didn't know. I called Bob Brown, thinking Dale might be someone he uses, but Bob doesn't know him. Perhaps Brian recognizes the name?
Please look at the attached photos and offer your thoughts. The pulley shaft opening matches our 1960 generator shaft, the width of the pulley belt grooves matches that of the pulley, the diameter of the pulley is about 1/16" shorter than the pulley on the 1960 generator. Though the pulley we held up to the generator has a neck on it, Larry said he can easily machine that off.
A few weeks ago, John Lazenby had also reached out to Brad Brody to explore manufacturing these pulleys and Brad responded that none of his contacts were interested in pursuing making them.
To my uneducated mechanical eye, I'm thinking this will fill the need for our Club members who are looking for the double pulley setup. Larry can also increase the amperage of the armature as needed to run the a/c on our cars if a non-a/c generator requires rebuild.
FYI - Larry rebuilds all sorts of electric motors - generators, alternators, starters, heater motors, etc., etc. - showed me a generator and starter for a stock '36 Chevy he just rebuilt.
Let me know your thoughts on this! If we think this is a viable alternative, we can publicize to our Club members.
Noel
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