Service Manual Delco-Remy CS-130 and CS121 Type Alternator

Years Used: 1986-1996

Amperages: CS-130/85-105 amps
CS-121/61-74 amps
Used as the most common standard unit on GM cars & light trucks. also used
in industrial, marine, agricultural and other applications.

INTRODUCTION The CS-121 and CS-130 Alternators are a complete departure

from the SI series alternators that they were designed to replace. The new features
include a high ampere output per pound of weight, and a totally new and different
regulator. A diode trio is not used. A Delta stator, a rectifier bridge, and rotor with slip
rings and brushes are electrically similar to earlier models of alternators. (Figures1
and 2)

The CS stands for Charging System, and the 121 and 130 denote the outside diameter
in millimeters of the stator. By noting this number, the relative size and relative
amperes output between alternators can be compared.
The CS-121 and CS-130 features sealed bearings with lifetime lubrication in both end
frames. A conventional fan mounted next to the pulley pulls air through the assembly
from the rear for cooling. An internal fan mounted on the rotor pulls air through the
slip ring end frame to cool the rectifier bridge, regulator and rear bearing. The air is
expelled through openings in the end frame. No periodic maintenance on the
alternator is required.
OPERATING PRINCIPLES

Unlike other charging systems which have three wires connected to the alternator, the
CS-121 and CS-130 may be used with only two wires connected to the alternator. The
output wire to the battery positive and an "L" terminal wire connected to the charge
indicator bulb, or to the resistor, or to both. A basic wiring circuit is shown (Figure 3).

The charge indicator works in much the same way as on other charging systems-the
indicator lights when the switch is closed, and then goes out when the engine is
running. If the charge indicator is on with the engine running a charging system defect
is indicated. For all kinds of defects, the indicator will glow at full brilliance. A new
feature of this regulator is that it will cause the charge indicator to be on with the

engine running if the system voltage is too high or too low. The regulator is
temperature-compensated; that is, its voltage setting varies with temperature.

As in other alternators, the regulator limits the system voltage by controlling the rotor
field current. Unlike other regulators, this regulator switches the field current on and
off at a fixed frequency of about 400 cycles per second. By varying the on-off time,
the correct average field current for proper system voltage control is obtained. At high
speeds, the on-time may be 10% and the off- time 90%. At low speeds with high
electrical loads the on-off time may be 90% and 10% respectively.

The use of the "P", "F", and "S" terminals is optional. The "P" terminal is connected
to the stator, and may be connected externally to a tachometer or other device. The
"F" terminal is connected internally to field positive, and may be used as
a fault indicator. The "S" terminal may be connected externally to a voltage, such as
battery voltage, to sense the voltage to be controlled. For complete circuit, reference
must be made to the vehicle manufacturer's wiring diagrams.

Where the regulator is identified with an "I" marking on the regulator case, the circuit
in Figure 3A applies. In this circuit, both the "L" and "I" terminals serve to turn on the
regulator and allow field current to flow when the switch is closed. The "I" terminal
may be connected directly to the switch, or through a resistor. Both are illustrated.
The "I" circuit may be used with or without the "L" circuit; that is, with or without
anything connected to the "L" circuit.

The vehicle circuit can be identified, Figure 3 or Figure 3A, by observing the terminal
marking on the regulator, which will be either an "F" (Figure 3) or "I" (Figure 3A).

TROUBLE SHOOTING

A basic wiring diagram is shown in Figures 3 and 3A (above). When operating

normally, the indicator bulb will come on when the switch is turned on, and will then
go out when the engine starts. If the indicator operates abnormally, or if an under-
charged or overcharged battery condition occurs, the following procedure may be
used to diagnose the charging system. Remember that an undercharged battery is
often caused by accessories being left on over-night, or by a defective switch which
allows a bulb, such as a trunk or glove box light, to stay on. This alternator does not
have a regulator by-pass test hole.

Observe the following procedure:

I. Visually check belt and wiring and load check battery .
II. Go to step V. for vehicles without charge indicator light.
III. With ignition switch on and engine stopped, light should be on. If not, detach
harness at alternator, use fused jumper to ground "L" terminal lead on harness. Be
very carefully to properly identify "L" terminal lead.

Grounding "L" terminal should cause indicator light to light.

If lamp does not light, locate open circuit between grounding lead and ignition switch.
Bulb may be bad.
IV. Switch on, engine running at moderate speed. Light should be off. If not, stop
engine, turn switch on, and detach wiring harness at alternator.
A. If light goes off, replace or repair alternator.
B. If light stays on, check for grounded "L" terminal wire in harness.
V. Battery undercharged or over-charged.
A. Detach wiring harness connector from alternator.
B. With switch on, engine not running, connect voltmeter from ground to "L" terminal
in wiring harness, and to "I" terminal, if used. Wiring harness may connect to either
"L" or "I" or both.
C. Zero reading indicates open or grounded circuit between terminal and battery.
Correct as required. D. Re-connect harness connector to alternator, run engine at
moderate speed with all electrical accessories turned off.
E. Measure voltage across battery. If above 16.0, replace or repair alternator.
NOTICE: The alternator may be O.K. on vehicles using "S" terminal if "S" terminal
wiring has excessive resistance which will cause high voltage. Refer to vehicle wiring
diagram. Correct wiring as needed, then re-check voltage.
F. Connect ammeter at alternator output terminal. Connect voltmeter across alternator.
Turn on accessories. load battery with carbon pile to obtain maximum amperes
output. Maintain voltage at 13.0 or above.
1. If within 15 amperes of rated output, alternator is O.K.
2. If not within 15 amperes of rated output. Check belt for slippage or replace or
repair alternator.
ALTERNATOR REPAIR

To repair the alternator, observe the following procedure.

DISASSEMBLY
Note or mark the front to rear housing relationship, this is the "clock" Position. You
must know it for re-assembly. Then remove the 3 thru-bolts and separate the drive end
frame assembly from the slip ring end frame assembly. The stator should remain in
the rear (D.E.) housing. To remove the drive end frame from the rotor, place the rotor
in a vise, using wood blocks or brass jaws so not to damage the rotor then tighten only
enough to permit removal of the shaft nut, or hold rotor with hex wrench in end of
shaft when removing nut. To disassemble slip ring end frame (Figure 4) proceed as
follows:
1. Punch out cover rivets, or pins, (figure 4), and discard cover.

2. To separate stator from end frame assembly. cut off or unsolder the leads at
rectifier bridge terminals.
3. Remove stator.
4. Punch out baffle pins, Figure 4, remove baffle.
5. Carefully note the position and internal connections so reassembly can be made
correctly as shown in Figure 5.
6. Detach fasteners, lift brush holder, regulator. and rectifier bridge from end frame.
7. Unsolder or un-crimp, as needed, the connector to disconnect regulator from
rectifier bridge, and from brush holder.
ROTOR, FIELD WINDING (Stator) CHECKS

Connect test lamp or ohmmeter

from one slip ring to rotor. If
lamp lights, or if reading is low,
the rotor winding is grounded
(Figure 6). To check for opens,
connect the test lamp or
ohmmeter to each slip ring. If the
lamp fails to light, or if the
ohmmeter reading is high
(infinite), the winding is open,
replace rotor. If the rotor is not
defective, but the alternator fails
to supply rated output. the defect
is in the rectifier bridge. stator, or
regulator.

STATOR CHECKS
If an ohmmeter reads low or lamp lights when connected from an stator lead to bare
metal on the test the delta stator for shorts or opens. Noticeable discoloration at any
place on the assembly usually indicates defective stator windings.
RECTIFIER BRIDGE CHECK
The rectifier is the number one failed component on the CS-130 alternator. To check
rectifier bridge, connect ohmmeter using low scale from bridge terminal to heat sink,
then reverse connections (Figure 8). If both readings are the same. replace the rectifier
bridge. Connect from other two terminals to heat sink in same manner to check other
two diodes. Connect between three terminals and base plate (Figure 8) to check
remaining three diodes in rectifier bridge. Notice: Some digital ohmmeters cannot be
used to check diodes in rectifier bridge. Consult

REGULATOR
The regulator cannot be checked with an ohmmeter. Use only an approved tester to
test regulators of this type.

BRUSH HOLDER
If the brushes are to be reused, clean with a soft, dry, cloth.
Replace the brush holder assembly if brushes are excessively worn.

SLIP RING SERVICING

It the slip rings are dirty, they may be

cleaned and finished with 400 grain
or finer polishing cloth. Spin the
rotor. and hold the polishing cloth
against the slip rings until they are
clean. CAUTION: The rotor must be
rotated in order that the slip rings are
cleaned evenly.

Cleaning the slip rings by hand with-

out spinning the rotor may result in
flat spots on the slip rings, causing
brush noise. Slip rings that are rough
or out of round should be trued in a
lathe to 002 inch maximum indicator
reading. Remove only enough
material to make the rings smooth
and round. Finish with 400 grain or
finer polishing cloth and blow away
all dust.
BEARING REPLACEMENT
The drive end bearing is sealed on both sides and requires no added lubrication. The
bearing inner race is a slip fit over the shaft. A drive end frame assembly is shown in
Figure 9. Torque the shaft nut to 54-108 N M (4680 lb.-ft.). The slip ring end bearing
assembly is covered in the next section.

REASSEMBLY
1. Discard bearing retainer ring, Figure 4.
2. Install new ring.
3. To install new bearing. push on outer race until bearing bottoms in end frame. This
procedure is not yet completed, see Step 12 after alternator is completely assembled.
4. Position regulator. rectifier bridge, and brush holder on work bench flat surface,
solder or crimp connectors as in original assembly. Hold brushes in holder with pin.
5. To dissipate heat and make electrical contact place Copper heat Transfer grease,
part no.698-T on end frame casting under rectifier bridge.
6. Position assembly in slip ring end frame, assemble fasteners.
7. Assemble baffle, use punch to drive pins down flush with baffle.
8. Seat stator securely against end frame, solder three stator leads to rectifier bridge
terminals.
9. Install cover, use punch to drive pins flush with cover.
10. Push on both inner and outer race of slip ring end bearing to assemble end frames
together.
II. Assemble thru bolts. Remove brush holder pin.
12. With alternator assembled, push on both inner and outer race so slip ring end
bearing seats
GENERATOR BENCH CHECK
To check the alternator in a test stand, proceed as follows:

Make connections as shown in Figure 11,

except leave the carbon pile disconnected. The
ground polarity of alternator and battery must
be the same. The battery must be fully
charged. Use a resistor of any value between
35 ohm, 5 watt, and 500 ohm. 1/2 watt
between battery and "L" terminal. This
procedure applies to both circuits, Figures 3
and 3A.
2. Slowly increase alternator speed and observe
voltage.
3. If the voltage is uncontrolled and increases
above 16.0 volts, the rotor field is shorted or
grounded or the regulator is defective, or both.
A defective rotor field coil can cause the
regulator to become defective. NOTICE: The
battery must be fully charged when making
this test.
4. If voltage is below 16.0 volts, increase speed
and adjust carbon pile to obtain maximum
amperes output. Maintain voltage above 13.0
volts.
5. If output is within 15 amperes of rated
output. generator is good.
6. If output is not within 15 amperes of rated
output, alternator is defective and requires
repair or belt is slipping.