Voltage Regulator for 65 396 w/ TI
OK you 65 395 experts I need your help what is the "correct" voltage regulator for the 65 396 w/ TI? 
Thanks, Pete
Thanks, Pete
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Re: Voltage Regulator for 65 396 w/ TI
Opps proofing err. The 395 should be 396. Pete -
Re: Voltage Regulator for 65 396 w/ TI
Hi Pete,
No expert, but here are two pictures of my voltage regulator and believed to be original. The numbers in the judging guide are 1119515.Comment
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Re: Voltage Regulator for 65 396 w/ TI
1116368.
This is the second attempted reply because the system has advised that my previous effort was too short - see line above. Who's in charge of the criteria?Comment
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Re: Voltage Regulator for 65 396 w/ TI
The judging guide states "The voltage regulator on L79 350 HP and L76 365 HP cars equipped with air conditioning and transistor ignition is part number 1116368." The confusing part of the guide mentions L78 in the prior sentence and where the regulator mounts, not its part number.Comment
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Re: Voltage Regulator for 65 396 w/ TI
I vote 1119515, except perhaps for the real early L78 cars. Ref. noland's Vol 2, page 280; shows an August '65 Road & Track road test photo with the 1116368, but as Jack H. has pointed out, this car has the straight neck radiator, so it has to be 15K max. VIN range.
The AIM is very confusing, as in UPC K66, Sheet 5, it shows the '515' on the RIGHT fender of a 396 with a short wire assy. containing a diode to overcome the problems they were having with the '368s' due to voltage surges. [there's a TSB on this]
Too bad, as I think they look sexy (pic below is on my L76 / C60, originally w/K66. It's a '378-B' (not a 368) and I have the wrong mounting screw. As for the '368's, I have three; a 4H, [second pic] a 4K, and a 6A [never been able to figure why they were still making them by that date if they needed an external diode]. The '378' replaced them (added the diode on the printed circuit board), and I have several, but I don't believe they were ever factory equipment on any Corvette, even though the parts books list them both for Corvette service; ie. 368 for '65 and 378 for '66 L79 air w/T.I. cars. Maybe the latter is correct -- I don't have a '66 AIM.
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Re: Voltage Regulator for 65 396 w/ TI
Dad and I have found nothing truly definitive on this. We would judge either as being correct until proven otherwise. I will say that if your considering both as possible for your car,the 515 is by far the more reliable less troublesome unit.Comment
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Re: Voltage Regulator for 65 396 w/ TI
John - I appreciate the information. Based on your observations, and the other responses (thanks for your input guys) on this thread and on a previous C2 thread on the subject, it was sounding like both voltage regulators were used originally and it definitely sounds like the best option currently based on performance and availability is the 515. Plus, so far there has not been any supporting evidence presented or tell-tale signs that should be looked for to tell which regulator the car came with ~45 years ago. Are we having fun yet?
Pete
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Re: Voltage Regulator for 65 396 w/ TI
Pete -- want more funJohn - I appreciate the information. Based on your observations, and the other responses (thanks for your input guys) on this thread and on a previous C2 thread on the subject, it was sounding like both voltage regulators were used originally and it definitely sounds like the best option currently based on performance and availability is the 515. Plus, so far there has not been any supporting evidence presented or tell-tale signs that should be looked for to tell which regulator the car came with ~45 years ago. Are we having fun yet? Pete
. If we accept that both types of volt. reg's might have been TFP at various times during the L78 production cycle, I still have a nagging question.
Method of attachment to left forward inner fender ?? I attach a pic of a 1116368, [which has the same mounting legs as a T.I. amplifier]. If we were to use the anti-shock type nut that is used for the standard 1119515 regulator, the screw is not long enough to thread into the brass insert. On the left in the pic is a screw just engaged in the first 1/4 turn of the threaded section. The screw shown in the mounting ear hole is about 2 threads short of engaging the threaded brass sleeve in the rubber nut. So did they just use bolts and nuts through smaller holes drilled thru the dimples, rather than the 0.380"" holes to be drilled in the left fender for the '515' VR ? One problem is that the fender is a convex surface in this area, and the bottom cover of the T.I. VR might contact before all 3 bolts are snugged. That's why I cheated (in earlier pic, above) and used a longer slotted bolt, to be able to still use the cushioned nuts.
One solution would be to follow the '65 AIM sketch on UPC K66, Sht. 3, (for L76 and L79 with C60) where it is mounted FACING THE MOTOR with screws threaded into the rad support (approx. opposite the TI amplifier). Of course, we know this never happened for 350 and 365 hp K66 air cars -- one more example where you can't trust the AIM).Comment
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Re: Voltage Regulator for 65 396 w/ TI
Oh No Slugo, don't let Mr. Wayne install the VR.
Wayne - Thanks for the interesting input. Just shows that it's not easy to figure out things 45 years later, but does it have to be so complicated.
PeteComment
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Re: Voltage Regulator for 65 396 w/ TI
Pete -- want more fun. If we accept that both types of volt. reg's might have been TFP at various times during the L78 production cycle, I still have a nagging question.
Method of attachment to left forward inner fender ?? I attach a pic of a 1116368, [which has the same mounting legs as a T.I. amplifier]. If we were to use the anti-shock type nut that is used for the standard 1119515 regulator, the screw is not long enough to thread into the brass insert. On the left in the pic is a screw just engaged in the first 1/4 turn of the threaded section. The screw shown in the mounting ear hole is about 2 threads short of engaging the threaded brass sleeve in the rubber nut. So did they just use bolts and nuts through smaller holes drilled thru the dimples, rather than the 0.380"" holes to be drilled in the left fender for the '515' VR ? One problem is that the fender is a convex surface in this area, and the bottom cover of the T.I. VR might contact before all 3 bolts are snugged. That's why I cheated (in earlier pic, above) and used a longer slotted bolt, to be able to still use the cushioned nuts.
One solution would be to follow the '65 AIM sketch on UPC K66, Sht. 3, (for L76 and L79 with C60) where it is mounted FACING THE MOTOR with screws threaded into the rad support (approx. opposite the TI amplifier). Of course, we know this never happened for 350 and 365 hp K66 air cars -- one more example where you can't trust the AIM).
OK, now let's get more confused - or maybe it's an indicator????
On my late (23561) L79 A/C and on a late 365 A/C (fellow in WVa or VA),
both cars with 368 regulators - the 3 predrilled holes WERE NOT USED. The regulator apparently was held up to the inner fender and a sheet metal screw was blown into the fiberglass of the inner fender.
Perhaps it ties in with your bolt picture, Wayne, ie if only the 3 predrilled holes are there, it had a 515; if there are an additional 3 holes in a triangular pattern, the car at one time had a 368. ??Comment
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