Yes, John and Wanarace, you're both right.
It is under warranty and I did rotate the rear housing to mount.
I know about the SI's; didn't know about the 120 amp.
Here's the newest kink:
Last night I removed the old unit and replaced with a PePBoys equivalent (Lifetime Warranty for $115 v. only 1 year on NQS unit). Works just as fine as the NQS did originally, though I'll have to clock this one as well since the Positive terminal stud ends up within a 1/4" on my valve cover and the anti-twist bolt hole doesn't line up.
A closer look at NQS unit didn't display any noticeable signs of overheating or exposure to too much heat, but looking into the vents at rear, when spinning freehand it's obvious the internal fan is slightly skewed (about 1/8") to the rotational shaft.
The 'clocking' was done by the builder to accomodate my request; well, if you think about, you can clock it wrong 50% of the time. Either left 120 deg or rt. He clocked wrong, so I had an alternator shop clock it correct for the mount. This correct clock postion puts the rectangular socket about two inches from head/header. If it shorted due to heat melting plastic, it may have inside, opposite the socket?
I'm going to have the same shop test and open/inspect for damage; I like the design of the unit with the extra cooling fins on rear of housing, but if it's just a gimmick and the product is 'schlocked' together with fans out of true, etc. then I do want my money back.
The point of all my emails was to ensure that the unit would mount compatibly to my 350 and it does, but if it took a re-clocking to a position that makes it more vulnerable to heat (maybe)...what's the point?
What if I make a run out to the desert in July?
As a side, NQS markets the new rear housing design and some 'up-grades' to what they call 'the iceberg' in the Summit catalogue.
If this doesn't play out to my liking, I'll post some warnings about dealing with NQS here and at Summit.
I might eventually go with the SI 120 amp, but again, I read in Tech Archives of one account from an alternator rebuilder who reports that the SI's have a tendency to overheat and die. That's why I went CS130.
What's really a pain in the ass about all this is going to PepBoys or AutoZone and watching them grapple with not being able to find the part by my vehicle year/model; I tell them up front they can't reference it that way. So we start guessing at somwhere between 88 and 92 and shoot for V8s and big frame vehicles. You'd think sometimes that GM only produced about 50 or 60 350's based on what they stock or how they catalogue inventory.
It is under warranty and I did rotate the rear housing to mount.
I know about the SI's; didn't know about the 120 amp.
Here's the newest kink:
Last night I removed the old unit and replaced with a PePBoys equivalent (Lifetime Warranty for $115 v. only 1 year on NQS unit). Works just as fine as the NQS did originally, though I'll have to clock this one as well since the Positive terminal stud ends up within a 1/4" on my valve cover and the anti-twist bolt hole doesn't line up.
A closer look at NQS unit didn't display any noticeable signs of overheating or exposure to too much heat, but looking into the vents at rear, when spinning freehand it's obvious the internal fan is slightly skewed (about 1/8") to the rotational shaft.
The 'clocking' was done by the builder to accomodate my request; well, if you think about, you can clock it wrong 50% of the time. Either left 120 deg or rt. He clocked wrong, so I had an alternator shop clock it correct for the mount. This correct clock postion puts the rectangular socket about two inches from head/header. If it shorted due to heat melting plastic, it may have inside, opposite the socket?
I'm going to have the same shop test and open/inspect for damage; I like the design of the unit with the extra cooling fins on rear of housing, but if it's just a gimmick and the product is 'schlocked' together with fans out of true, etc. then I do want my money back.
The point of all my emails was to ensure that the unit would mount compatibly to my 350 and it does, but if it took a re-clocking to a position that makes it more vulnerable to heat (maybe)...what's the point?
What if I make a run out to the desert in July?
As a side, NQS markets the new rear housing design and some 'up-grades' to what they call 'the iceberg' in the Summit catalogue.
If this doesn't play out to my liking, I'll post some warnings about dealing with NQS here and at Summit.
I might eventually go with the SI 120 amp, but again, I read in Tech Archives of one account from an alternator rebuilder who reports that the SI's have a tendency to overheat and die. That's why I went CS130.
What's really a pain in the ass about all this is going to PepBoys or AutoZone and watching them grapple with not being able to find the part by my vehicle year/model; I tell them up front they can't reference it that way. So we start guessing at somwhere between 88 and 92 and shoot for V8s and big frame vehicles. You'd think sometimes that GM only produced about 50 or 60 350's based on what they stock or how they catalogue inventory.
