These electronic solid-state regulators are designed to be the most durable and efficient on the market. Many other electronic regulators do not meet these stringent criteria!
- Extremely low heat production: It can be mounted in areas with limited ventilation and high ambient temperature. This requires sophisticated support circuitry. Traditional designs and even the original mechanical regulator put out significantly more heat!1
- High heat tolerance: Industrial grade parts are selected so the regulator functions flawlessly in high ambient temperature environments.2
- High current capability: Sustained operation at full output is not a problem!
- Survives high voltage spikes: A bad HT ignition lead can cause repetitive huge voltage spikes in the electrical system!3
- Survives reverse battery connection: Accidents happen, even to the most careful owner.
- Low RPM self-start of the dynamo: A design enhancement avoids the need to “blip” the throttle to bring the dynamo on-line. It is able to develop a couple of amps output at about 1000 engine RPM.4
- Small size: It easily fits in most original regulator cases. We also offer custom aluminum enclosures.
The first ADR prototype electronic solid-state regulator was made in 2009 and it is still in use and working perfectly (all hand-made, including the circuit board!). The newest version of the regulator uses the same basic design and adds extra function for even less heat production, while at the same time allowing the generator (dynamo) to self-start at very low RPM.
As an example, on my TR4A the generator (dynamo) is able to be running charge-neutral (neither charging or discharging the battery) with approximately a 15 amp load (55W headlights + tail & running lights) at 1200 engine RPM. And it able to produce the full 22 amp output from its C40 dynamo by 1500 engine RPM.
These regulators are compatible with all Lucas-type generators (dynamos). This includes the common C40, C39, and all others found on Triumph, MG, Healey, and sundry other vehicles. I recommend converting positive ground vehicles to negative ground, but a positive ground version of the regulator is in the prototype stage. The Lucas-style generators (dynamos) are found in virtually all British cars up until about 1966, and probably some used them after that. If your car has close to the stock amount of power draw, then it is certainly feasible to keep the original generator as they are high quality and will give decades of good service. If you have installed extra lighting, then conversion to LED bulbs may keep your power utilization within the range able to still be supplied by a generator (dynamo).
1 The original RB-106 mechanical regulator produces about 6 watts of heat. All the electronic regulators I have seen, including the leading electronic regulator in the UK, and the out-of-production Wilton Auto electric regulator produce at least 13 watts at 22 amp output. In an enclosed space, the temperature of the regulator will skyrocket, and this is superimposed on high ambient temperatures already present in the engine compartment. In comparison, our regulator produces no more than 2.5 watts at 22 amp output. No other regulator available for this application produces less heat than the ADR regulators
2 Some components such as electrolytic capacitors have limited lifetimes at high ambient temperatures. Even those rated for 100°C have degraded lifetime at high temperature. These sorts of components are stringently avoided.
3 The electronic components in our regulators are rated for voltages well above the 14 volts of automotive systems, and there are protective devices which limit the voltage seen by these components to well under their maximum voltage. Interestingly, some other electronic regulators have microprocessor control. Microprocessors are notoriously prone to damage or destruction by voltage spikes and electromagnetic interference. What happens when your regulator’s computer crashes?
4 No other regulator design can come on-line sooner. It rivals the self-start capability of the original mechanical relay.
I have fabricated these kits for the Triumph TR7, Sprint, and Dolomite carburetor mounting. These solid aluminum mounting adapter kits replace the rubber flex mounts (Moss Motors # 071-107, TRF # TKC1338) that were originally fitted to these cars. The original mounts seem to fail rather quickly and are expensive (now about $60 each for the "good" ones) and inconvenient to change. When they fail, the cracks allow air into the manifold resulting in a lean mixture. If allowed to persist, the lean condition will damage the engine.
These solid mount adapters use the 7075 aluminum alloy that is used for aircraft parts. It has the strength of steel and the weight of aluminum. These aluminum adapters are CNC machined to more precise tolerances than the original parts. The combined thickness of the adapter plus the insulator and gasket exactly replicates the thickness of the original flex mount
The kits consist of all the parts you will need to replace your failed rubber “flex" mounts for both carburetors. These kits include grade 5 bolts for both the manifold side and the carburetor side, the aluminum adapter, an insulator, and the required gaskets for stock US Zenith-Stromberg carburetors or SU and Weber DGV carburetors
The price of the kit is $130 US and has all the parts required to mount both carburetors in the stock dual carburetor configuration. Shipping is $10.00 US and will be sent US Priority Mail, insured. International shipping is possible by special arrangement.
Check out the installation instructions here.
COOLANT SENSOR MODULE
These modules are replicas of the original modules RKC-4149 grey colored module. This model was superceded by the RKC-5159K black colored module. The two had identical circuits, but had a slightly different operating frequency for an oscillator. This design reproduces the circuit precisely, but has an improved driver for the coolant level warning light. The originals required the IC to deliver too much current to the warning light driver transistor, eventually resulting in failure of the IC and possible the driver transistor. This design keeps the current load on the IC to well within its reliable specifications.
This same sensor module is inside the Rover DRC-8562, though the connector on the wires is different.