alternator connector re-wiring

[vex]

Vex:

Fred is right, only he is not using the Quote feature, so it is very confusing.

If you look at the circuit configuration that I posted above, you can see that there are diodes to prevent current from the B+ post on the alternator or the voltage feedback (B/W wire) from supplying the fields while the alternator is not generating voltage.

That circuit that I posted is a schematic of how the voltage is regulated. The alternator output is controlled by controlling the current to the field.
No field current = very little output.
More field current = more output.

What Fred is saying (and he is correct) is that the alternator must receive some current (a very small amount) from the W/B wire in order to excite the fields at low engine speeds. Once there is field current flowing, the fields will self excite. The instrument lights light because the alternator is drawing current through the coil in the warning light cluster.

Your alternator will still work (after the internal voltage caused by residual magnetism reaches a sufficient level to start current flowing in the field) but you may have to rev the engine significantly to make the alternator start charging and you will lose the feature of all your warning lights lighting up when the key is on and the alternator is not spinning (convenient for thrown-belt notification).

Fred: That functionality is lost, I have already tested it.

On my S4 alternator, I had to rev to about 6,000 rpm to get it to self excite on the residual magnetism.

Vex is right, your sentence structure is a little bit confusing. You obviously know a lot about the RX7, and I am really glad that you are helping Vex, but I think that you should proof-read your posts before posting.

[NoDOHC]

Vex:

Fred is right, only he is not using the Quote feature, so it is very confusing.

If you look at the circuit configuration that I posted above, you can see that there are diodes to prevent current from the B+ post on the alternator or the voltage feedback (B/W wire) from supplying the fields while the alternator is not generating voltage.

That circuit that I posted is a schematic of how the voltage is regulated. The alternator output is controlled by controlling the current to the field.
No field current = very little output.
More field current = more output.

What Fred is saying (and he is correct) is that the alternator must receive some current (a very small amount) from the W/B wire in order to excite the fields at low engine speeds. Once there is field current flowing, the fields will self excite. The instrument lights light because the alternator is drawing current through the coil in the warning light cluster.

Your alternator will still work (after the internal voltage caused by residual magnetism reaches a sufficient level to start current flowing in the field) but you may have to rev the engine significantly to make the alternator start charging and you will lose the feature of all your warning lights lighting up when the key is on and the alternator is not spinning (convenient for thrown-belt notification).

Fred: That functionality is lost, I have already tested it.

On my S4 alternator, I had to rev to about 6,000 rpm to get it to self excite on the residual magnetism.

Vex is right, your sentence structure is a little bit confusing. You obviously know a lot about the RX7, and I am really glad that you are helping Vex, but I think that you should proof-read your posts before posting.