> As was already pointed out, it was good enough. The theory is
> based on the
> fact that not all loads are always on. They could be, I suppose, but
> typically they aren't.
Except perhaps for when one is driving to work in the snow <g>
> Exceeding the limit won't result in instantaneous destruction, it will
> cause more rapid brush wear and accelerated degredation of the insulating
> varnish on the windings.
All I can say is that you don't have to exceed it by very much, before a
rebuilt generator will only last a few months. Thrown solder is another
symptom of overload. BTDT
> I believe that the voltage coil incorporates
> a current
> coil and a heavy load will cause the regulator to regulate to a lower
> voltage so overloading the electrical system will cause the voltage to sag
> but the still keep up the demands of the system (within reason).
True enough. In effect, the two-bobbin design means that the full current
capacity of the generator cannot be used to fully charge the battery, as the
voltage set point will sag under heavy current output.
> The system is less than optimal but good enough and about as
> inexpensive as
> they could manage. Life is a series of compromises.
Especially when it comes to automotive engineering ! I do wonder tho, how
much more expensive the 3-bobbin regulator was ? It was readily available,
and IMO Triumph well understood the difference. My "6 cylinder Herald" uses
a 3-bobbin, while the Herald had the same 2-bobbin as the TR2-4.