[FONT="]6 PHASE HAIRPIN
We get a lot of requests asking specifically for a "6 phase hairpin" when they really have no idea why, they have just been told its "Better".
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[FONT="]I guess some companies promote them like they are the end-all of alternators. In my opinion, it’s really because they don't have the capacity to design a stator of their own. I think they buy whatever "shelf parts" WAI has or their distributor of choice and "Hairpin" just sounds cool, and it’s got to be better right, ....
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[FONT="]Is a hairpin a better design than a loop wound stator”?
Yes, absolutely. It is a better design. But...
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[FONT="]They are too small to be a better overall design compared to a properly designed large case GM stator. IF they were the size of an AD244 then yes, they would be a "Better" alternator
Some cars just don’t have a housing option for a large case GM, and some don’t have a housing option for a hairpin. 4.2 Trailblazer is one. There is no such housing for a 4.2L in a hairpin style. On cars that have both options, I ALWAYS do a Large Case GM style (Suburban for example)
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[FONT="]Hairpins do NOT have more output at idle. That is probably the biggest myth of all about them. The ONLY hairpin that has more output at low rpm is a large case 270 Amp. They are just too small to do 320+ amps AND do good at a low rpm idle (Cars that idle at 900+ rpm are outliers, and any alt will idle good on them)
Look how much LESS copper there is in a hairpin (See pic of the leads side by side)
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[FONT="]They have 6 leads of a single conductor. Our large case GM has 3 leads of 8 wires each. 6 wires VS 24 wires in our Large Case GM, the cross-sectional area of wire is not even close.
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[FONT="]Any stator out there that has 8 leads per phase is an Iraggi Alternator design that I came up with back in the late 1990's. It’s called a "Dual POW wind" (Dual Progressive Offset Wind.) It’s actually "Quad Wound" but the machine winds 2 coils at once, It maximizes slot fill and cross sectional area of wire per phase
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[FONT="]A hairpin stator is literally a single piece of wire cut thousands of times and welded back together on the bottom side of the stator
There is only 1 attribute that a hairpin stator has over a loop wound stator, and that’s the space between slots. The hairpin has approximately .050 of space between slots and the slot wound has approximately .120 of space.
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[FONT="]The hairpin gap can be much smaller because the wire is not passed through the gap during assembly, it passed through from the top of the lamination. The wire on a loop wound must fit through the gap to go into the slot. The hairpin is a much better use of space. It all comes down to the cross-sectional area of the stator I.D. (Look at the inside of the two stators to see the difference)
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[FONT="]I’ll be more than happy to clarify ANY info you guys have questions about. I just want you all to have what’s best for your system
[/FONT]
[FONT="]These are my opinions, so don’t slam me for posting this as a fact
View attachment 16375View attachment 16376View attachment 16377
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We get a lot of requests asking specifically for a "6 phase hairpin" when they really have no idea why, they have just been told its "Better".
[/FONT]
[FONT="]I guess some companies promote them like they are the end-all of alternators. In my opinion, it’s really because they don't have the capacity to design a stator of their own. I think they buy whatever "shelf parts" WAI has or their distributor of choice and "Hairpin" just sounds cool, and it’s got to be better right, ....
[/FONT]
[FONT="]Is a hairpin a better design than a loop wound stator”?
Yes, absolutely. It is a better design. But...
[/FONT]
[FONT="]They are too small to be a better overall design compared to a properly designed large case GM stator. IF they were the size of an AD244 then yes, they would be a "Better" alternator
Some cars just don’t have a housing option for a large case GM, and some don’t have a housing option for a hairpin. 4.2 Trailblazer is one. There is no such housing for a 4.2L in a hairpin style. On cars that have both options, I ALWAYS do a Large Case GM style (Suburban for example)
[/FONT]
[FONT="]Hairpins do NOT have more output at idle. That is probably the biggest myth of all about them. The ONLY hairpin that has more output at low rpm is a large case 270 Amp. They are just too small to do 320+ amps AND do good at a low rpm idle (Cars that idle at 900+ rpm are outliers, and any alt will idle good on them)
Look how much LESS copper there is in a hairpin (See pic of the leads side by side)
[/FONT]
[FONT="]They have 6 leads of a single conductor. Our large case GM has 3 leads of 8 wires each. 6 wires VS 24 wires in our Large Case GM, the cross-sectional area of wire is not even close.
[/FONT]
[FONT="]Any stator out there that has 8 leads per phase is an Iraggi Alternator design that I came up with back in the late 1990's. It’s called a "Dual POW wind" (Dual Progressive Offset Wind.) It’s actually "Quad Wound" but the machine winds 2 coils at once, It maximizes slot fill and cross sectional area of wire per phase
[/FONT]
[FONT="]A hairpin stator is literally a single piece of wire cut thousands of times and welded back together on the bottom side of the stator
There is only 1 attribute that a hairpin stator has over a loop wound stator, and that’s the space between slots. The hairpin has approximately .050 of space between slots and the slot wound has approximately .120 of space.
[/FONT]
[FONT="]The hairpin gap can be much smaller because the wire is not passed through the gap during assembly, it passed through from the top of the lamination. The wire on a loop wound must fit through the gap to go into the slot. The hairpin is a much better use of space. It all comes down to the cross-sectional area of the stator I.D. (Look at the inside of the two stators to see the difference)
[/FONT]
[FONT="]I’ll be more than happy to clarify ANY info you guys have questions about. I just want you all to have what’s best for your system
[/FONT]
[FONT="]These are my opinions, so don’t slam me for posting this as a fact
[/FONT]