EREN Valuable Networking Resource (Editors Note: If you haven’t been on the Electrical Rebuilders Exchange Network—or haven’t visited it lately—you’re missing out on some of the best information sharing in the industry. New members and the old faithful have made the EREN “Forum” the place to go with rebuilding questions, parts sourcing needs, and all sorts of technical info. Following is a sample of what went on in December.) POST: Does anyone know where I can find a CE housing for a Leece-Neville unit 8031AA? Or a complete unit? REPLY: Hi—The number on that SRE housing has changed to 99699 — this housing appears to be a factory stock item. The new price is $148.72. I am looking to see if anybody has a good used one. REPLY: Call me, I think I have a core for you. POST: I have re-written the notes on the 8200-11 to help those who rebuild alternators for and/or troubleshoot the 8200-11 applications. Please let me know what you think before I bless the change. “This is a Delco CSI30D alternator. This unit has 2 short bottom mounting legs, and a long side mounting ear at 3:00, but no true “top” ear. The “side” mounting ear is unthreaded. The later version, using a different regulator (the &200-11 uses Delco #703 or #9734 – Both “T’ terminal type), is an 8224-11 (#705 – An “F” terminal type with low voltage PCM turn-on). There are reports out that the early #703 regulators were incapable of being used in later #703 applications due to running changes made by Delco. If the original OE regu- lator (or competent aftermarket piece) is used in an original core going back on the original application, all should work OK. If it is unknown which 8200-11 application the replacement unit is going into, it is critical that an ASVR type regulator is used to replace the reg- ulator coming out of the core, as later $200-11 applications may require a lower voltage “turn-on” that early #703 styles cannot provide. It should also be noted that some aftermarket regulators claiming to be competent replacements, actually may not turn on the later #703 (and #9734) applications. This is why it is critical that the 8200-11 be rebuilt with the proper regulator. It is also quite possible that the 8224-11 (#705 regulator) may work in 8200-11 appli- cations where the “I” terminal function is not used.” REPLY: Good job. Looks to me like you covered all the bases. Of course, I have not had my second cup of coffee yet, so let’s hear from Alan, Mohammad, and others. REPLY: I think your explanation is very correct to the best of my knowl- edge. What we have done is to have two such units in the stock, one with 703 and the other with 705 regulators and inspect the customer cores to verify what regulator they had in it. We have seen a lot more 705s than 703s. For across the town pro customers we can usually take them through a check list which consists of checking voltage present at the “L” terminal with the key ON. For across the state or cross country customers…we do not worry about them because we do not have any! And by the way, I am really enjoying the Version 10 of the KwikFinder. You guys have done a great job. I highly rec- ommend it. REPLY: Thank you for your opinion on the 703/705 regulators. And thank you for your kind endorsement of Version 10. Have you seen many of the 703s which use more than | wire in the loom? In other words, do you see much use of the “I or “F’ terminal? What would keep you from using the #705 on all applications where #703 was used previously? Other than having to use a new regulator where the old one may still be salvageable? Your thoughts… REPLY: Hi all, The only thing we see in the notes on the 8200, is the compe- tent aftermarket voltage regulator is hard to qualify. Otherwise we agree. REPLY: On applications in this dis- cussion, we do not see much 703s that use “TI” terminal for activation anymore. What we have seen are CS-130D con- nectors that are either one wire (L ter- minal) or 3-wire (L-F-S) configuration. Since most of these alternators are PCM activated, then there is no redundant provision to activate them with “T” ter- minal in the case of light failure as it was used in early light-activated system. This would bypass the PCM’s activation circuit and probably give a no-charge indication on the dash. I do not see any reason NOT to use 705s in this and sim- ilar see-saw (!) applications exclusively. And by 705, I mean either 19009705 or Delphi’s 19009763 which is an ASVR chip and not an aftermarket. REPLY: I know you don’t like to use aftermarket regulators in Delco CS130/130D applications. However I have to say that Transpo’s D705 will activate through the “L” at 800 milli- volts and has the same voltage drop across the lamp during soft start delay (approximately 6 to 7 volts). We have found by recommending this regulator to our customers who call our Engineering Hotline with a no charge situation on the the 3.1 engines in the Luminas and Regals and 3.8 engines in Camaros it has worked in every