While the engine is running, the generator recharging the battery is also alive. But imagine a dam on a river: the more water there is in an artificial lake, the longer it is possible to water gardens in dry times. However, not forever. The river will dry up - the turn of the pond will come. Our battery is akin to such a pond - in the event of a generator failure, energy consumers can only work acceptable for a while. It is important to understand another thing: it is impossible to charge the battery more than its capacity allows. No generator can help restore youth to a battery that has lost 70–80 percent of its initial capacity. It was, for example, 60 A.ch (ampere-hours), and 10 A.ch. That's all its possibilities today! But in order to pump this modest charge into the battery, the generator must work properly - first of all, its rotor must rotate quickly enough.
Standing in a traffic jam, many noticed that when the revs were reset, the headlights dimmed more strongly than usual, which means that the battery was completely exhausted.
Current consumers in the car are a long list, and most of the regular ones (starter, ignition, injection ECU and its gas pump, headlights, dimensions, stops, turns, etc.) are annoying parasites that you won’t dismiss. You can’t do without them. Not wanting to remain in a traffic jam without electricity, a conscious motorist can sacrifice a little, for example, turn off the radio, and in daylight in the city do not turn on the headlights (because we don’t go, we are standing!).
Why did we talk about this? Let’s say, a car overcame five kilometers in three hours (a commonplace situation for megacities). Estimate how long she really rode, for example, in first gear? Hardly more than 20-30 minutes. The rest of the time the engine was idling, making 800–900 rpm. Walking in steps of 5-10 meters is also slow; so it turns out that for all three hours the generator was "barely alive." But in many cases, even a slight increase in speed makes the headlights brighter - the generator clearly comes to life. This is what inspired us to do a technical search.
On the old carburetor "eight" of one of the colleagues - a modest generator with a recoil current of not more than 55 A. The drive from the crankshaft pulley is a conventional V-belt. For comparison: on VAZ 2110 the generator is capable of delivering a current of 80 A. The drive is equipped with a V-ribbed belt. It is clear that these indicators are achieved at high rotor speeds - up to 9-10 thousand per minute and higher. And what will happen at low - for example, when a car stops in a traffic jam? There is a certain difference between the G8 and the G8: VAZ 2110 owners rarely complain about problems with recharging. In our opinion, a greater role here is played by the higher gear ratio of the drive compared to the G8. The rotor of the tens generator rotates about 25% faster. Take a look at photo 1 - it will easily confirm what was said.
And why not accelerate the rotation of the rotor and the "eight"? We bought a crankshaft pulley from the 2111 engine and a small generator pulley. In the latter, a groove was made under the key of the G8. Where to get the cooling impeller? “Classics” were removed from a collapsible pulley. When assembling, we found that for our car the V-ribbed belt is a bit long - do not pull it! We got out of this position simply (see photo 2). We found a suitable sleeve (possible sizes are shown in the figure) and the corresponding long bolt. So they saved on the purchase of an expensive "tenth" bracket! The entire reconstruction cost less than a thousand rubles.