My Limited is loaded, heated seats and all, and 130A alternator capacity has never been an issue.

Yes, it's typical that you swap out for a 'core charge'.

 

Yes I am seeing that. It just seems small with all those options which I also have. I was digging for some build spec's and that was one I wanted to know. The other is what this tranny is and its shift sequence speed. Its suppose to be a 5 speed but does it also have a lockup torque converter as well to drop the RPM's. It seems to run faster than others vehicles at the same speed at hwy speeds. About 2200rpm at 110-120km/hr and 80-90km/hr 1500rpm max or a bit lower if down to 80. Just determining some of the baseline operation under various situations.

 

Shift speeds are adaptive based upon driving habits, so there's no fixed set of numbers for that.

Your tranny is an A5HF1. Behind that is a locking torque converter as you suspected, with 30% to 85% lockup when it's working correctly.

Here's your gear ratios:

1ST 3.789
2ND 2.064
3RD 1.421
4TH 1.034
5TH 0.728 (overdrive)

Final 3.684

 

AFAIK the diesel Santa Fe's get a 150A smart alternator - probably because maximum alternator output is roughly proportional to engine rpm and the diesels have a much lower max torque rpm than the petrol/gasoline versions - around 2,000rpm but electronially limiting the torque giving a flat torque "curve" from 1,800-2,500rpm.

 

I don't believe that is the reason. When alternators came out they typically were able to output there maximum current in around 1200 RPM for sure by 1500 RPM. They are a 3 phase generating unit and highly efficient. The pulley size will likely vary on some vehicles and control its rpm accordingly. From what I have see in that service Html manual I downloaded (although poor and barely adequate) its not a ADP (Decoupler Pulley) which are very prone to failure in some vehicles. Especially Chryslers forcing frequent alternator replacements which are extremely difficult due to placement.

 

I can't comment on the alternators fitted to petrol/gasoline Hyundai's - the smart alternator fitted to the diesels controls it's output electronically, there's no alternator decoupling - it typically charges on the engine over-run as no fuel is used (on a diesel) on during that period and stops charging during acceleration to avoid the need for extra fuel - it's all done electronically using throttle position, engine load and battery condition to determine how much charging is needed.

Most cars sold in Europe have similar smart alternators, Fords since the late 1990's.