chrysler dakota part7

7/28/2019 chrysler dakota part7

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ELECTRICAL

GROUP INDEX

Group Group

AUDIOSYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . 8FBATTERY/STARTER/GENERATOR SERVICE . . . . 8BBATTERY/STARTING/CHARGINGSYSTEMS

DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . 8ACHIME/BUZZER WARNING SYSTEMS . . . . . . . . 8UHORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8GIGNITIONSYSTEMS . . . . . . . . . . . . . . . . . . . . . . 8DINSTRUMENT PANEL AND GAUGES . . . . . . . . . 8ELAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8LOVERHEAD CONSOLE . . . . . . . . . . . . . . . . . . . . 8C

POWER LOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . 8PPOWER MIRRORS . . . . . . . . . . . . . . . . . . . . . . . 8TPOWER WINDOWS . . . . . . . . . . . . . . . . . . . . . . . 8SRESTRAINT SYSTEMS . . . . . . . . . . . . . . . . . . . 8MTURNSIGNAL AND HAZARD WARNING

SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8JVEHICLE SPEED CONTROL SYSTEM . . . . . . . . . 8HWIPER AND WASHER SYSTEMS . . . . . . . . . . . . 8KWIRINGDIAGRAMS . . . . . . . . . . . . . . . . . . . . . 8W

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

CONTENTS

page page

BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . 17IGNITION-OFF DRAW . . . . . . . . . . . . . . . . . . . . 10

SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 22STARTINGSYSTEM . . . . . . . . . . . . . . . . . . . . . . 11USING ON-BOARD DIAGNOSTIC SYSTEM . . . . 21

GENERAL INFORMATIONThe battery, starting, and charging systems operate

with one another; therefore, they must be tested as a

complete system. I n order for the vehicle to start and

charge properly, all of the components involved in

these systems must perform within specifi cations.

Group 8A covers battery, starting (Fig. 1) and

charging (Fig. 2) system diagnostic procedures. These

procedures i nclude the most basic conventional diag-

nostic methods, to On-Board Diagnostics (OBD) builtinto the Powertrain Control Module (PCM). U se of aninduction mill iamp ammeter, volt/ohmmeter, batterycharger, carbon pile rheostat (load tester), and 12-volt test lamp will be required.

All OBD-sensed systems are monitored by thePCM. Each monitored circuit is assigned a Diagnos-tic Trouble Code (DTC). The PCM will store a DTC inelectronic memory for any fail ure it detects. See U s-ing On-Board Diagnostic System in this group formore information.

Fig. 1 Starting System Components (Typical)

ELECTRICAL 8A - 1
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Fig. 2 Charging System Components (Typical)

8A - 2 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS


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BATTERY

GENERAL INFORMATIONThe storage battery is a device used to store electrical

energy potential in a chemical form. When an electrical

load is applied to the battery terminals, an electrochem-

ical reaction occurs within the battery. This reaction

causes the battery to discharge electri cal current.The battery is made up of 6 individual cells that

are connected in series. Each cell contains positively

charged plate groups made of lead oxide, and nega-

tively charged plate groups made of sponge lead.

These dissimilar metal plates are submerged in a

sulfuri c acid and water solution called electrolyte.

As the battery discharges, a gradual chemical change

takes place within each cell. The sulfuric acid in the

electrolyte combines with the plate materials, causing

both plates to change to lead sulfate. At the same time,

oxygen from the positive plate material combines with

hydrogen from the sulfuric acid, causing the electrolyteto become mainly water.

The chemical changes within the battery are caused

by movement of excess or free electrons between the

positive and negative plate groups. This movement of

electrons produces a flow of electri cal current through

the load device attached to the battery terminals.

As the plate materials become more similar chem-

ically, and the electrolyte becomes less acid, the volt-

age potential of each cell is reduced. However, by

charging the battery with a voltage higher than that

of the battery, the process is reversed.

Charging the battery gradually changes the sulfatedlead plates back into sponge lead and lead oxide, and

the water back into sulfuric acid. This action restores

the difference in electron charges deposited on the

plates, and the voltage potential of the battery cells.

For a battery to r emain useful, it must be able to

produce high-amperage current over an extended pe-riod. A battery must also be able to accept a charge,so that its voltage potential may be restored.

I n addition to producing and storing electrical en-ergy, the battery serves as a capacitor or voltage sta-bilizer for the vehicle electrical system. I t absorbsabnormal or transient voltages caused by switching

of any of the vehicles electrical components.The battery is vented to release excess gas that is

created when the battery is being charged or dis-charged. However, even with these vents, hydrogengas can collect in or around the battery. I f hydrogengas i s exposed to flame or sparks, it can ignite.

I f the electrolyte level is low, the battery could arc in-ternally and explode. If the battery is equipped with re-movable cell caps, add distilled water whenever theelectrolyte level is below the top of the plates. If the bat-tery cell caps cannot be removed, the battery must bereplaced if the electrolyte l evel is low.

WARNING: DO NOT ATTEMPT TO ASSIST BOOST,

CHARGE, OR TEST BATTERY WHEN ELECTRO-

LYTE LEVEL IS BELOW THE TOP OF THE PLATES.PERSONAL INJURY MAY OCCUR.

BATTERY RATINGS

Currently, there are 2 commonly accepted methods forrating and comparing battery performance. These rat-ings are called Cold Cranking Amperage (CCA), and Re-serve Capacity (RC). Be certain that a replacementbattery has CCA and RC ratings that equal or exceedthe original equipment specifi cation for the vehicle be-ing serviced. See Battery Classifications and Ratingscharts in Specifi cations at the back of this group.

COLD CRANKING AMPERAGE

The Cold Cranking Amperage (CCA) rating speci-

fies how much current (in amperes) the battery candeliver for 30 seconds at -17.7C (0F). Terminal volt-age must not fall below 7.2 volts during or after the30 second discharge. The CCA required is generall yhigher as engine displacement increases, dependingalso upon the starter current draw r equirements.

RESERVECAPACITY

The Reserve Capacity (RC) rating specifies thetime (in minutes) it takes for battery terminal volt-age to fall below 10.2 volts at a discharge rate of 25amps. RC is determined with the battery fully-charged at 26.7C (80F). This rating estimates how

long the battery might last after a charging systemfailur e, under minimum electri cal load.

DIAGNOSISThe battery must be completely charged and the

top, posts, and terminal clamps should be properlycleaned before diagnostic procedures are performed.Refer to Group 8B - Battery/Starter/Generator Ser-vice for more information.

The condition of a battery is determined by two cri-teria:

(1) State-Of-Charge This can be determined byviewing the built-in test indicator, by checking spe-

cifi c gravity of the electrolyte (hydrometer test), or bychecking battery voltage (open circuit voltage test).

(2) Cranking Capacity This can be determined byperforming a battery l oad test, which measures the abil-ity of the battery to supply high-amperage current.

If the battery has a built-in test indicator, use thistest first. I f it has no test indicator, but has remov-able cell caps, perform the hydrometer test first. I fcell caps are not removable, or a hydrometer is notavailable, perform the open circuit voltage test first.

The battery must be charged before proceedingwith a load test if:

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 3


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the built-in test i ndicator has a black or dark color

visible

the temperature corrected specifi c gravity is less

than 1.235

the open circuit voltage is less than 12.4 volts.

A battery that will not accept a charge i s faulty

and further testing is not required. A battery that is

fully-charged, but does not pass the load test isfaulty and must be replaced.

Completely discharged batteries may take

several hours to accept a charge. See Charging

Completely Discharged Battery.

A battery is fully-charged when:

all cells are gassing freely during charging a green color is visible in the sight glass of thebuilt-in test indicator three corrected specific gravity tests, taken at 1-hourintervals, indicate no increase in specific gravity open circuit voltage is 12.4 volts or greater.

ABNORMAL BATTERY DISCHARGING

Any of the following conditions can result in abnor-mal battery discharging:

(1) Corroded battery posts and terminals.(2) L oose or worn generator drive belt.(3) Electrical loads that exceed the output of the

charging system, possibly due to equipment installedafter manufacture or repeated short tri p use.

(4) Slow driving speeds (heavy traffic conditions) or pro-

longed idling with high-amperage draw systems in use.

(5) Faulty circuit or component causing excessiveignition-off draw. See I gnition-Off Draw in this groupfor diagnosis.

(6) Faulty charging system.(7) Faulty or incorrect battery.

BUILT-IN TEST INDICATOR

A test indicator (hydrometer) built into the top ofthe battery case, provides visual information for bat-tery testing (Fig. 1). I t is important when using thetest indicator that the battery be level and have aclean sight glass to see correct indications. Additionalli ght may be required to view indicator.

WARNING: DO NOT USE OPEN FLAME AS A SOURCE

OF ADDITIONAL LIGHT FOR VIEWING TEST INDICA-

TOR. EXPLOSIVE HYDROGEN GAS MAY BE PRESENT

IN THE AREA SURROUNDING BATTERY.

L ike a hydrometer, the built-in test indicator mea-sures the specific gravity of the electrolyte. Specifi cgravity will indicate battery state-of-charge. How-ever, the test indicator will not indicate cranking ca-pacity of the battery. See L oad Test in this group formore information.

L ook into the sight glass and note the color of theindicator (Fig. 2). Refer to the following description,as the color indicates:

GREENindicates 75% to 100% state-of-charge.

The battery is adequately charged for further test-

ing or return to use. I f the vehicle will not crank for

a minimum of 15 seconds with a fully-charged bat-

tery, perform L oad Test.

BLACK OR DARKindicates 0% to 75% state-of-

charge.

The battery is inadequately charged and must be

charged until green indicator (Fig. 2) is visible i n

sight glass (12.4 volts or more) before the battery is

tested further or returned to use. See Abnormal Bat-

tery Discharging in this group to diagnose cause of

discharged condition.

YELLOW OR BRI GHTindicates low electrolyte

level.

The electrolyte level in the battery is below test in-

dicator (Fig. 2). A maintenance-free battery with non-

removable cell caps must be replaced if electrolyte

level is low. Water can be added to a low-mainte-nance battery with r emovable cell caps. A l ow electro-

lyte level may be caused by an over-charging

condition. See Charging System in this group to di-

agnose an over-charging condition.

WARNING: DO NOT ATTEMPT TO CHARGE, TEST,

OR ASSIST BOOST BATTERY WHEN YELLOW OR

BRIGHT COLOR IS VISIBLE IN SIGHT GLASS OF

TEST INDICATOR. LOW ELECTROLYTE LEVEL CAN

ALLOW BATTERY TO ARC INTERNALLY AND EX-

PLODE. PERSONAL INJURY MAY OCCUR.

Fig. 1 Built-In Test Indicator

Fig. 2 Built-In Test Indicator Sight Glass



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BATTERY DIAGNOSIS



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HYDROMETER TEST

The hydrometer test reveals the battery state-of-charge by measuring the specifi c gravity of the elec-trolyte. This test cannot be performed on batterieswith non-removable cell caps. I f battery has non-re-movable cell caps, see Built-In Test I ndicator or OpenCircuit Voltage Test.

Specific gravity is a comparison of the density ofthe electrolyte to the density of pure water. Pure wa-ter has a specific gravity of 1.000, and sulfuric acidhas a specific gravity of 1.835. Sulfuric acid makesup approximately 35% of the electrolyte by weight, or24% by volume.

I n a fully-charged battery the electrolyte will havea temperature corrected specifi c gravity of 1.260 to1.290. However, a specific gravity of 1.235 or above issatisfactory for battery load testing and/or return toservice.

Before testing, visually inspect battery for anydamage (cracked case or cover, loose posts, etc.) that

would cause the battery to be faulty. Then removecell caps and check electrolyte level. Add distilled wa-ter if electrolyte level is below the top of the batteryplates.

To use the hydrometer correctly, hold it with thetop surface of the electrolyte at eye level. Refer to thehydrometer manufacturers instructions for correctuse of hydrometer. Remove only enough electrolytefrom the battery so the float is off the bottom of thehydrometer barrel with pressure on the bulb re-leased.

Exercise care when i nserting the tip of the hydrom-eter into a cell to avoid damaging the plate separa-

tors. Damaged plate separators can cause prematurebattery failure.

Hydrometer floats are generall y calibrated to i ndi-cate the specific gravity correctly only at 26.7C(80F). When testing the specifi c gravity at any othertemperature, a correction factor is required.

The correction factor is approximately a specificgravity value of 0.004, referred to as 4 points of spe-cific gravity. F or each 5.5C above 26.7C (10F above80F), add 4 points. For each 5.5C below 26.7C(10F below 80F), subtract 4 points. Always correctthe specific gravity for temperature variation. Testthe specific gravity of the electrolyte i n each batterycell.

Example: A battery is tested at -12.2C (10F ) andhas a specifi c gravity of 1.240. Determine the actualspecific gravity as follows:

(1) Determine the number of degrees above or be-low 26.7C (80F):

26.6C - -12.2C = 38.8C (80F - 10F = 70F)(2) Divide the result from step 1 by 5.5 (10):38.8C/5.5 = 7 (70F /10 = 7)

(3) Multiply the result from step 2 by the temper-

ature corr ection factor (0.004):

7 x 0.004 = 0.028

(4) The temperature at testing was below 26.7C

(80F); therefore, the temperature correction is sub-

tracted:

1.240 - 0.028 = 1.212

The corrected specific gravity of the battery in thisexample is 1.212.

I f the specific gravity of all cells is above 1.235, but

variation between cells is more than 50 points

(0.050), the battery should be replaced.

I f the specific gravity of one or more cells is less

than 1.235, charge the battery at a rate of approxi-

mately 5 amperes. Continue charging until 3 consec-

utive specific gravity tests, taken at 1-hour intervals,

are constant. I f the cell specific gravity variation is

more than 50 points (0.050) at the end of the charge

peri od, replace the battery.

When the specific gravity of all cells i s above 1.235,and cell variation is less than 50 points (0.050), the

battery may be load tested.

OPEN CIRCUIT VOLTAGE TEST

A battery open circuit voltage (no load) test willshow state-of-charge of a battery. This test can beused in place of the hydrometer test if a hydrometeris not available, or for maintenance-free batterieswith non-removable cell caps.

Before proceeding with this test or load test,completely charge battery as described in Bat-tery Charging in this group.

Test battery open circuit voltage as follows:(1) Before measuring open circuit voltage the sur-

face charge must be removed from the battery. Turnheadlamps on for 15 seconds, then allow up to 5 min-utes for voltage to stabilize.

(2) Remove both battery cables, negative first.(3) Using a voltmeter connected to the battery

posts (refer to instructions provided with voltmeter)measure open circuit voltage (F ig. 3).

Fig. 3 Testing Open Circuit Voltage



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See Open Cir cuit Voltage chart. This voltage read-

ing will indicate state-of-charge, but will not reveal

cranking capacity. I f a battery has an open circuit

voltage reading of 12.4 volts or greater, it may be

load tested. A battery that will not endure a l oad test

is faulty and must be replaced.

LOAD TESTA battery load test will verify battery cranking ca-

pacity. The test is based on the Cold Cranking Am-perage (CCA) rating of the battery. See BatteryClassifications and Ratings chart in Specifications, atthe back of this group.

WARNING: IF BATTERY SHOWS SIGNS OF FREEZ-

ING, LEAKING, LOOSE POSTS, OR LOW ELECTRO-LYTE LEVEL, DO NOT LOAD TEST. PERSONALINJURY AND/OR VEHICLE DAMAGE MAY RESULT.

Before performing load test, the battery must

be FULLY-CHARGED.(1) Remove both battery cables, negative fir st. Bat-

tery top and posts should be clean.(2) Connect a suitable volt-ammeter-load tester

(Fig. 4) to the battery posts (F ig. 5). Refer to operat-ing instructions provided with the tester being used.Check the open circuit voltage (no load) of the bat-tery. Open circuit voltage must be 12.4 volts orgreater.

(3) Rotate the load control knob (carbon pile rheo-stat) to apply a 300 amp l oad for 15 seconds, then re-turn the control knob to OFF (Fig. 6). This willremove the surface charge from the battery.

(4) All ow the battery to stabilize to open circuitvoltage. I t may take up to 5 minutes for voltage tostabilize.

(5) Rotate the load control knob to maintain a l oadequal to 50% of CCA rating (Fig. 7). After 15 seconds,record the loaded voltage reading, then return theload control knob to OF F.

OPEN CIRCUIT VOLTAGE

Fig. 4 Volt-Amps-Load Tester (Typical)

Fig. 5 Volt-Ammeter-Load Tester Connections

Fig. 6 Remove Surface Charge from Battery

Fig. 7 Load 50% CCA Rating - Note Voltage



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(6) Voltage drop will vary with battery tempera-

ture at the time of the load test. Battery temperature

can be estimated by the ambient temperature over

the past several hours. If the battery has been

charged, boosted, or loaded a few minutes prior to

test, the battery will be somewhat warmer. See Load

Test Temperature chart for proper loaded voltage

reading.(7) I f the voltmeter reading falls below 9.6 volts, at

a minimum battery temperature of 21C (70F), re-

place the battery.

BATTERY CHARGINGA battery is fully-charged when:

all cells are gassing freely during charging

a green color is visible in sight glass of built-in

test indicator

three corrected specific gravity tests, taken at1-hour intervals, indicate no increase in specific grav-

ity

open circuit voltage is 12.4 volts or above.

WARNING: DO NOT ASSIST BOOST OR CHARGE A

BATTERY THAT HAS LOW ELECTROLYTE LEVEL

OR IS FROZEN. BATTERY MAY ARC INTERNALLY

AND EXPLODE.

WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN

AND AROUND BATTERY. DO NOT SMOKE, USE

FLAME, OR CREATE SPARKS NEAR BATTERY.

WARNING: POISONOUS AND CAUSTIC. BATTERY

CONTAINS SULFURIC ACID. AVOID CONTACT WITH

SKIN, EYES, OR CLOTHING. IN EVENT OF CON-

TACT, FLUSH WITH WATER AND CALL PHYSICIANIMMEDIATELY. KEEP OUT OF REACH OF CHIL-

DREN.

CAUTION: Always disconnect the battery negativecable before charging battery to avoid damage to

electrical system components. Do not exceed 16.0

volts while charging battery.

Battery electrolyte wil l bubble inside battery case

during normal battery charging. I f the electrolyteboils, or is discharged from the vent holes whilecharging, immediately reduce charging rate or turn

OFF charger and evaluate battery condition.Battery should not be hot to the touch. If thebattery feels hot to the touch, turn OFFcharger and let battery cool before continuingcharging operation.

Some battery chargers are equipped with polari tysensing circuitry. This circuitry protects the chargerand/or battery from being damaged if improperly con-nected.

I f the battery state-of-charge is too low for the po-larity sensing circuitry to detect, the charger will notoperate. This makes it appear that the battery willnot accept charging current. Refer to instructions

provided with the battery charger being used to by-pass the polarity sensing circuitry.

After the battery has been charged to 12.4 volts orgreater, perform a load test to determine crankingcapacity. I f the battery will endure a load test, returnthe battery to use. I f the battery will not endure aload test, it must be replaced.

Clean and i nspect battery holddowns, tray, termi-nals, posts, and top before completing service. Referto Group 8B - Battery/Starter/Generator Service formore information.

CHARGING TIME REQUIRED

The time required to charge a battery will vary, de-pending upon the following factors:

(1) Battery CapacityA completely dischargedheavy-duty battery requires twice the rechargingtime of a small capacity battery.

WARNING: NEVER EXCEED 20 AMPS WHEN

CHARGING A COLD (-1C/30F) BATTERY. PER-SONAL INJURY MAY RESULT.

(2) TemperatureA longer time will be needed tocharge a battery at -18C (0F) than at 27C (80F).

BATTERY CHARGING TIME TABLE



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When a fast charger is connected to a cold battery,current accepted by the battery will be very low atfirst. As the battery warms, it will accept a highercharging current rate.

(3) Charger CapacityA charger that suppliesonly 5 amperes will require a longer charging time. Acharger that supplies 20 amperes or more requires a

shorter charging time.(4) State-Of-ChargeA completely dischargedbattery requires more charging time than a partiallydischarged battery. Electrolyte is nearly pure waterin a completely discharged battery. At first, thecharging current (amperage) will be low. As the bat-tery charges, the specific gravity of the electrolytewill gradually r ise.

CHARGING COMPLETELY DISCHARGED

BATTERY

The following procedure should be used to rechargea completely discharged battery. Unless this proce-

dure is properly followed, a good battery may beneedlessly replaced.(1) Measure voltage at battery posts with a voltme-

ter, accurate to 1/10 (0.10) volt (Fig. 8). I f the readingis below 10 volts, the charge current will be low. I tcould take some time before the battery accepts acurrent greater than a few milliamperes. Such lowcurrent may not be detectable on ammeters built intomany chargers.

(2) Disconnect battery negative cable. Connectcharger leads. Some battery chargers are equippedwith polarity sensing circuitry. This circuitry protectsthe charger and/or battery from being damaged if im-

properly connected. I f the battery state-of-charge istoo low for the polarity sensing circuitry to detect,the charger will not operate. Thi s makes it appearthat the battery wil l not accept charging current. Re-fer to the instructions provided with the batterycharger to bypass the polari ty sensing circuitry.

(3) Battery chargers vary in the amount of voltage

and current they provide. The amount of time re-

quired for a battery to accept measurable charger

current at various voltages is shown in Charge Rate

chart. I f charge current is still not measurable at endof charging ti mes, the battery should be replaced. I f

charge current is measurable during charging time,

the battery may be good and charging should be com-

pleted in the normal manner.

Fig. 8 Voltmeter Accurate to 1/10 Volt Connected

CHARGE RATE



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IGNITION-OFF DRAW

GENERAL INFORMATIONI gnition-Off Draw (I OD) refers to power being

drained from the battery with the i gnition switchturned OFF. A normal vehicle electrical system willdraw from 5 to 20 mill iamps (0.005 - 0.020 amps).

This is with the i gnition switch in the OF F position,and all non-ignition controlled circuits in properworking order. The 20 milliamps are needed to sup-ply PCM memory, digital clock memory, and electron-ically-tuned radio memory.

A vehicle that has not been operated for approxi-mately 20 days, may discharge the battery to an in-adequate level. When a vehicle wil l not be used for20 days or more (stored), remove the I OD fuse in thePower Distribution Center (PDC). This will reducebattery discharging.

Excessive battery drain can be caused by: electri cal items left on faulty or improperly adjusted switches internally shorted generator intermittent shorts in the wiring.

I f the I OD is over 20 milliamps, the problem mustbe found and corrected before replacing a battery. I nmost cases, the battery can be charged and returnedto service.

DIAGNOSISTesting for high-amperage IOD must be per-

formed first to prevent damage to most milli-amp meters.

(1) Verify that all electrical accessories are off.Turn off all lamps, remove ignition key, and close alldoors. I f the vehicle is equipped with illuminated en-try or electronically-tuned radio, allow the systems toautomatically shut off (time out). This may take upto 3 minutes.

(2) Determine that the underhood lamp is operat-ing properl y, then disconnect or remove bulb.

(3) Disconnect negative cable from battery.(4) Connect a typical 12-volt test lamp (low-watt-

age bulb) between the negative cable clamp and thebattery negative terminal. Make sure that the doorsremain closed so that il luminated entry is not acti-

vated.

The test lamp may light brightly for up to 3 min-

utes, or may not li ght at all, depending upon the ve-

hicles electrical equipment. The term brightly, as

used throughout the following tests, implies the

brightness of the test lamp will be the same as if it

were connected across the battery.The test lamp must be securely clamped to the neg-

ative cable clamp and battery negative terminal. I f

the test lamp becomes disconnected during any part

of the I OD test, the electronic timer function wil l be

activated and all tests must be repeated.

(5) After 3 minutes the test lamp should turn off

or be dimly lit, depending upon the vehicles electri -

cal equipment. I f the test lamp remains brightly lit,

do not disconnect it. Remove each fuse or circuit

breaker (refer to Group 8W - Wiring Diagrams) until

test l amp i s either off or dimly lit. This will isolate

each circuit and i dentify the source of the high-am-perage draw.

I f the test lamp is still brightly l it after disconnect-

ing each fuse and circuit breaker, disconnect the wir-

ing harness from the generator. I f test lamp now

turns off or is dimly lit, see Charging System in this

group to diagnose faulty generator. Do not disconnect

the test lamp.

After high-amperage I OD has been corrected, low-

amperage I OD may be checked. I t is now safe to in-

stall a milliamp meter to check for low-amperage

IOD.(6) With test lamp still connected securely, clamp a

milliamp meter between battery negative terminaland negative cable clamp.

Do not open any doors or turn on any electri-cal accessories with the test lamp disconnectedor the milliamp meter may be damaged.

(7) Disconnect test lamp. Observe milliamp meter.The current draw should not exceed 0.020 amp. I fdraw exceeds 20 milliamps, isolate each circuit by re-moving circuit breakers and fuses. The milliampmeter reading will drop when the source of the drawis disconnected. Repair this circuit as necessary,whether a wiring short, incorrect switch adjustment

or a component failur e is found.



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STARTING SYSTEM

GENERAL INFORMATIONThe starting system (Fig. 1) consists of:

ignition switch

starter relay

park/neutral position switch (automatic transmis-

sion) clutch pedal position switch (manual transmission) wiring harness and connections battery starter with an integral solenoid.

Following is a general description of the majorstarting system components. Refer to Group 8W -Wiring Diagrams for complete circuit descriptionsand diagrams.

These components form 2 separate circuits. A high-amperage feed circuit that feeds the starter up to300+ amps, and a low-amperage control circuit thatoperates on less than 20 amps.

I f the vehicle is equipped with an automatic trans-mission, battery voltage is supplied through the low-amperage control circuit to the coil battery terminalof the starter relay when the ignition switch isturned to the START position. If the vehicle isequipped with a manual transmission, it also has aclutch pedal position switch. The clutch pedal posi-tion switch supplies battery voltage to the coil bat-

tery terminal of the starter relay only if the clutch

pedal is depressed while the ignition switch is turned

to the START position.

I f the vehicle is equipped with an automatic tr ans-

mission, the park/neutral position switch provides a

ground path to the starter relay coil ground terminal.This switch provides ground only with the transmis-

sion in NEUTRAL or PARK. If the vehicle is

equipped with a manual transmission, the starter re-

lay coil ground terminal is always grounded.

With the starter relay coil now energized, the nor-

mally open relay contacts close. The relay contacts

connect the relay common feed terminal to the relay

normally open terminal. The closed relay contacts en-

ergize the starter solenoid coil windings.

The energized solenoid coils pull-in and hold-in the

solenoid plunger. The solenoid plunger pulls the shift

lever in the starter. Thi s engages the starter overrun-ning clutch and pinion gear with the flywheel/drive

plate ring gear.

As the solenoid plunger reaches the end of its

travel, the solenoid contact disc completes the high-

amperage starter feed circuit. Current now flows be-

tween the solenoid battery terminal and the starter

motor, energizing the starter.

Once the engine starts, the overrunning clutch pro-

tects the starter from damage by allowing the starter

pinion gear to spin faster than the pinion shaft.

When the driver releases the ignition switch to the

ON position the starter relay coil is de-energized.This causes the relay contacts to open. When the re-

lay contacts open, the starter solenoid coil is de-ener-

gized.

When the solenoid coil is de-energized, the solenoid

plunger return spring returns the plunger to its re-

laxed position. This causes the contact disc to open

the starter feed circuit, and the shift lever to disen-

gage the overrunning clutch and pinion gear from the

ring gear.

The starter motor and solenoid are serviced only as

a complete assembly. I f either component fails, the

entire assembly must be replaced.

DIAGNOSISBefore removing any unit from the starting system

for repair, perform the foll owing inspections:

INSPECTION

BATTERYINSPECTION

To determine condition of the battery, see Battery

in this group.

Fig. 1 Starting System Components (Typical)



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WIRING INSPECTION

I nspect wiring for damage. I nspect all connectionsat: starter solenoid park/neutral position switch (automatic transmis-sion) clutch pedal position switch (manual transmission)

ignition switch starter relay battery (including all ground connections).

Clean, tighten and repair all connections as re-quired.

SOLENOID, RELAY AND SWITCH INSPECTIONS

I nspect the solenoid, relay and ignition switch todetermine their condition. Also, if equipped with au-tomatic transmission, inspect condition of the park/neutral position switch. I f equipped with manualtransmission, inspect condition of the clutch pedalposition switch. Testing information can be found in

the following pages.

COLD CRANKING TEST

(1) Battery must be full y-charged and load testedbefore proceeding. See Battery, in this group.

(2) Connect a suitable volt-ampere tester to thebattery terminals (Fig. 2). Refer to the operating in-structions provided with the tester being used.

(3) F ully engage parking brake. Place manualtransmission in NE UT RAL and fully depress clutch

pedal. Pl ace automatic transmission in PARK .

(4) Verify that all lamps and accessories are OFF.

(5) Unplug Auto Shut-Down (ASD) relay from

Power Distribution Center (PDC) to prevent engine

from starting. Relay location is shown on underside

of PDC cover.

(6) Rotate and hold the ignition switch in the

START position. Note cranking voltage and amper-

age.

(a) I f voltage reads above 9.6 volts and amperagedraw reads above specifi cations, see Feed CircuitTests.

(b) I f voltage reads 12.5 volts or greater and am-perage reads below specifi cations, see Control Cir-cuit Tests.A cold engine will increase starter current

and r educe battery voltage.

FEED CIRCUIT TESTS

The starter feed circuit tests (voltage drop method)will determine if there is excessive r esistance i n thehigh-amperage circuit. When performing these tests,it is important that the voltmeter be connected prop-erly. Connect voltmeter leads to the terminals thatthe cable connectors or clamps are attached to, not tothe cable connectors or clamps. For example: Whentesting between the battery and solenoid, touch thevoltmeter leads to the battery post and the solenoidthreaded stud.

The following operation will require a voltmeter ac-curate to 1/10 (0.10) volt. Before performing the tests,be certain the following procedures are accomplished: unplug Auto Shut-Down (ASD) relay from PowerDistribution Center (PDC) to prevent engine fromstarting place transmission in NE UTRAL (manual trans-mission) or PARK (automatic transmission) install a jumper wire between two clutch pedal po-sition switch connectors (manual transmission) parking brake is applied battery is fully-charged (see Battery, in thisgroup).

(1) Connect positive lead of voltmeter to batterynegative post. Connect negative l ead of voltmeter tobattery negative cable clamp (Fig. 3). Rotate andhold ignition switch in the START position. Observevoltmeter. I f voltage is detected, correct poor contactbetween cable clamp and post.

(2) Connect positive lead of voltmeter to batterypositive post. Connect negative lead of voltmeter to

Fig. 2 Volt-Amps Tester Connections (Typical)

Fig. 3 Test Battery Connection Resistance



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battery positive cable clamp (Fig. 3). Rotate and holdignition switch in the STAR T position. Observe volt-meter. I f voltage is detected, correct poor contact be-tween cable clamp and post.

(3) Connect voltmeter to measure between the bat-tery positive post and the starter solenoid batterystud (Fig. 4). Rotate and hold i gnition switch in the

START position. Observe voltmeter. I f voltage readsabove 0.2 volt, correct poor contact at battery cable tosolenoid connection. Repeat test. I f reading is stillabove 0.2 volt, replace battery positive cable.

(4) Connect voltmeter to measure between the bat-tery negative post and a good clean ground on theengine block (Fig. 5). Rotate and hold ignition switchin the START position. Observe voltmeter. I f voltagereads above 0.2 volt, correct poor contact at battery

negative cable attaching point. Repeat test. I f read-ing is still above 0.2 volt, replace battery negative ca-ble.

(5) Connect positive lead of voltmeter to starterhousing. Connect negative lead of voltmeter to bat-tery negative terminal (Fig. 6). Rotate and hold igni-tion switch in the START position. Observevoltmeter. If voltage reads above 0.2 volt, correct poorstarter to engine ground.

I f resistance tests detect no feed circuit problems,

remove the starter and see Solenoid Test in thisgroup.

CONTROL CIRCUIT TESTS

The starter control circuit consists of:

starter solenoid

starter relay

ignition switch

park/neutral position switch (automatic transmis-

sion) clutch pedal position switch (manual transmission)

wiring harness and connections.

Test procedures for these components are as fol-

lows, and should be foll owed in the order described.

CAUTION: Before performing any test, unplug Auto

Shut-Down (ASD) relay from Power Distribution

Center (PDC) to prevent engine from starting.

SOLENOID TEST

Refer to Group 8B - Battery/Starter/Generator Ser-

vice for starter removal procedures.(1) Disconnect solenoid field coil wire from field

coil terminal.

(2) Check for continuity between solenoid terminal

and field coil terminal with a continuity tester. There

should be continuity (Fig. 7 or 8).

Fig. 4 Test Battery Positive Cable Resistance(Typical)

Fig. 5 Test Ground Circuit Resistance

Fig. 6 Test Starter Ground (Typical)



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STARTING SYSTEM DIAGNOSIS



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(3) Check for continuity between solenoid terminal

and solenoid case. There should be continuity (Fig. 9

or 10).

(4) I f there i s continuity, solenoid is good. I f there

is no continuity in either test, solenoid has an open

circuit and i s faulty. Replace starter assembly.

(5) Connect solenoid field coil wire to field coil ter-

minal.

(6) I nstall starter as described in Group 8B - Bat-

tery/Starter/Generator Service.

RELAY TEST

The starter relay is in the Power Distribution Cen-ter (PDC)(Fig. 11). Refer to the underside of the PDCcover for relay location.

Remove starter relay from PDC to perform the fol-lowing tests:

(1) A relay in the de-energized position should

have continui ty between terminals 87A and 30, andno continuity between terminals 87 and 30. I f OK , goto next step. I f not OK , replace faulty relay.

(2) Resistance between terminals 85 and 86 (elec-tromagnet) should be 755 ohms. If OK, go to nextstep. I f not OK , replace faulty relay.

(3) Connect a battery to terminals 85 and 86.There should now be continuity between terminals30 and 87, and no continuity between terminals 87Aand 30. I f OK, go to Relay Circuit Test. I f not OK,replace faulty relay.

Fig. 7 Continuity Test Between Solenoid Terminaland Field Coil Terminal (Bosch)

Fig. 8 Continuity Test Between Solenoid Terminaland Field Coil Terminal (Nippondenso)

Fig. 9 Continuity Test Between Solenoid Terminaland Solenoid Case (Bosch)

Fig. 10 Continuity Test Between Solenoid Terminaland Solenoid Case (Nippondenso)

Fig. 11 Power Distribution Center

STARTER RELAY CONNECTIONS



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RELAY CIRCUITTEST

(1) The common feed terminal (30) is connected tobattery voltage and should be hot at all times. If OK ,go to next step. I f not OK, check circuit to fuse B inPower Distribution Center (PDC). Repair as required.

(2) The normally closed terminal (87A) is con-nected to terminal 30 in the de-energized position,

but is not used for this application. Go to next step.(3) The normally open terminal (87) is connected to

the battery terminal (30) in the energized position.This terminal supplies battery voltage to the startersolenoid field coils. There should be continuity be-tween cavity for r elay terminal 87 and the starter so-lenoid terminal at all times. If OK, go to next step. Ifnot OK , repair circuit to solenoid as required.

(4) The coil battery terminal (86) is connected tothe electromagnet in the relay. I t is energized whenthe ignition switch is in the START position. Checkfor battery voltage at cavity for relay terminal 86with ignition switch in the START position. If OK , go

to next step. I f not OK and vehicle has automatictransmission, refer to Group 8D - I gnition Systemsfor testing and service of the ignition switch. I f notOK and vehicle has manual transmission, refer toGroup 6 - Clutch for testing and service of the clutchpedal position switch.

(5) The coil ground terminal (85) is connected to

the electromagnet in the relay. On vehicles with an

automatic transmission, it is grounded through the

park/neutral position switch. On vehicles with a

manual transmission, it is grounded at all times.

Check for continuity to ground at cavity for relay ter-

minal 85. I f not OK and vehicle has manual trans-

mission, repair circuit as required. If not OK andvehicle has automatic transmission, refer to Group

21 - Transmission and Transfer Case for testing and

service of the park/neutral position switch.

IGNITION SWITCH TEST

Refer to Group 8D - I gnition Systems for testing

and service of this component.

PARK/NEUTRAL POSITIONSWITCH TEST

Refer to Group 21 - Transmission and Transfer

Case for testing and service of this component.

CLUTCH PEDAL POSITION SWITCH TEST

Refer to Group 6 - Clutch for testing and service of

this component.



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CHARGING SYSTEM

GENERAL INFORMATIONThe charging system consists of:

generator

voltage regulator circuitry (within PCM)

ignition switch

battery voltmeter

wiring harness and connections.

Following is a general description of the major

charging system components. Refer to Group 8W -

Wiring Diagrams for complete circuit descriptions

and diagrams.The charging system is turned on and off with the

ignition switch. When the ignition switch is turned tothe ON position, battery voltage is applied to thegenerator rotor through one of the two field termi-nals to produce a magnetic field. The generator is

driven by the engine through a serpentine belt andpulley arrangement.

As the energized rotor begins to rotate within thegenerator, the spinning magnetic field induces a cur-rent into the windings of the stator coil. Once thegenerator begins producing sufficient current, it alsoprovides the current needed to energize the rotor.

The wye (Y) type stator winding connections de-liver the induced AC current to 3 positive and 3 neg-ative diodes for rectification. Fr om the diodes,rectified DC current is delivered to the vehicle elec-trical system through the generator battery andground terminals.

The amount of DC current produced by the gener-ator is controlled by the generator voltage regulator(field control) circuitry, contained within the Power-train Control Module (PCM)(Fig. 1). This circuitry isconnected in series with the second rotor field termi-nal and ground.

Voltage is regulated by cycling the ground path tocontrol the strength of the rotor magnetic field. Thegenerator voltage regulator circuitry monitors systemli ne voltage and ambient temperature. I t then com-pensates and r egulates generator current output ac-cordingly.

The generator is serviced only as a complete as-

sembly. I f the generator fails for any reason, the en-tire assembly must be replaced. The generatorvoltage regulator (field control) circuitr y can be ser-viced only by replacing the entire PCM.

All vehicles are equipped with On-Board Diagnos-tics (OBD). All OBD-sensed systems, including thegenerator voltage regulator (field control) circuitry,are monitored by the PCM. Each monitored circuit isassigned a Diagnostic Trouble Code (DTC). The PCMwill store a DTC in electronic memory for any failureit detects. See Using On-Board Diagnostic System i nthis group for more i nformation.

DIAGNOSISWhen the ignition switch is turned to the ON posi-

tion, battery potential will register on the voltmeter.

During engine cranking a lower voltage will appear on

the meter. With the engine running, a voltage reading

higher than the first reading (ignition in ON) should

register.

The following procedures may be used to diagnose

the charging system if:

the voltmeter does not operate properly

an undercharged or overcharged battery condition oc-

curs.

Remember that an undercharged battery is often

caused by: accessories being left on with the engine not running

a faulty or improperly adjusted switch that allows a

lamp to stay on (see Ignition-Off Draw in this group).

INSPECTION

(1) I nspect condition of battery cable terminals,

battery posts, connections at engine block, starter so-

lenoid and relay. They should be clean and tight. Re-

pair as required.(2) I nspect all fuses in the fuseblock module and

Power Distribution Center (PDC) for tightness in re-

Fig. 1 Charging System Components (Typical)



18/24

ceptacles. They should be properly installed and

tight. Repair or replace as required.

(3) I nspect the electrolyte level in the battery. I f

cell caps are removable, add water if required. I f cell

caps are not removable, replace battery if electrolyte

level is low.

(4) I nspect generator mounting bolts for tightness.

Replace or tighten bolts, if required. Refer to Group8B - Battery/Starter/Generator Service for torque

specifications.

(5) I nspect generator drive belt condition and ten-sion. Tighten or replace belt as required. Refer toBelt Tension Specifications in Group 7 - Cooling Sys-tem.

(6) I nspect connections at generator field, batteryoutput, and ground terminals. Al so check ground con-nection at engine. They should all be clean and tight.Repair as required.

OUTPUT WIRE RESISTANCE TEST

This test will show the amount of voltage drop

across the generator output wire, from the generator

battery terminal to the battery positive post.

PREPARATION

(1) Before starting test make sure vehicle has a

fully-charged battery. See Battery in this group formore information.

(2) Turn ignition switch to OFF.

(3) Disconnect negative cable from battery.

(4) Disconnect generator output wire from genera-

tor battery output terminal.(5) Connect a 0-150 ampere scale DC ammeter (Fig. 2).

I nstall in series between generator battery output termi-nal and disconnected generator output wire. Connect pos-itive lead to generator battery output terminal andnegative lead to disconnected generator output wire.

CHARGING SYSTEM DIAGNOSIS



19/24

(6) Connect positive lead of a test voltmeter (range

0-18 volts minimum) to disconnected generator out-

put wire. Connect negative lead of test voltmeter to

battery positive cable at positive post.

(7) Connect one end of a jumper wire to ground

and with other end probe green K 20 field wire at

back of generator (Fig. 2). This will generate a DTC.

CAUTION: Do not connect green/orange A142

(w/3.9L or 5.2L engine) or blue A21 (w/2.5L engine)

field wire to ground. Refer to Group 8W - Wiring Di-

agrams for more information.

(8) Connect an engine tachometer, then connect

battery negative cable to battery.

(9) Connect a variable carbon pile rheostat be-

tween battery terminals. Be sure carbon pile is in

OPE N or OFF position before connecting leads. See

L oad Test in this group for instructions.

TEST(1) Start engine. I mmediately after starting, re-

duce engine speed to idle.

(2) Adjust engine speed and carbon pile to maintain

20 amperes flowing i n circuit. Observe voltmeter read-

ing. Voltmeter reading should not exceed 0.5 volts.

RESULTS

I f a higher voltage drop is indicated, inspect, clean and

tighten all connections. This includes any connection be-

tween generator battery output terminal and battery posi-

tive post. A voltage drop test may be performed at each

connection to locate the connection with excessive resis-

tance. I f resistance tests satisfactorily, reduce engine speed,

turn OFF carbon pile and turn OFF ignition switch.(1) Disconnect negative cable from battery.(2) Remove test ammeter, voltmeter, carbon pile,

and tachometer.(3) Remove jumper wire.(4) Connect generator output wire to generator

battery output terminal. Tighten nut to 8.51.5 Nm(7515 in. lbs.).

(5) Connect negative cable to battery.(6) Use DRB scan tool to erase DTC.

CURRENT OUTPUT TEST

The generator current output test determines whether

generator can deliver its rated current output.

PREPARATION

(1) Before starting test make sure vehicle has afully-charged battery. See Battery in this group formore information.

(2) Disconnect negative cable from battery.(3) Disconnect generator output wire at the gener-

ator battery output terminal.

Fig. 2 Generator Output Wire Resistance Test (Typical)



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(4) Connect a 0-150 ampere scale DC ammeter(Fig. 3). I nstall in series between generator batteryoutput terminal and disconnected generator outputwire. Connect positive lead to generator battery out-put terminal and negative lead to disconnected gen-erator output wire.

(5) Connect positive lead of a test voltmeter (range 0-18

volts minimum) to generator battery output terminal.(6) Connect negative l ead of test voltmeter to agood ground.

(7) Connect an engine tachometer, then connectbattery negative cable to battery.

(8) Connect a variable carbon pile rheostat be-tween battery terminals. Be sure carbon pile is inOPE N or OFF position before connecting leads. SeeL oad Test in this group for instructions.

(9) Connect one end of a jumper wire to groundand with other end probe green K 20 field wire atback of generator (Fig. 3). This will generate a DTC.

CAUTION: Do not connect green/orange A142(w/3.9L or 5.2L engine) or blue A21 (w/2.5L engine)field wire to ground. Refer to Group 8W - Wiring Di-agrams for more information.

TEST

(1) Start engine. I mmediately after starting, re-duce engine speed to idle.

(2) Adjust carbon pile and engine speed in incre-

ments until a speed of 1250 rpm and voltmeter read-

ing of 15 volts is obtained.

CAUTION: Do not allow voltage meter to read above

16 volts.

(3) The ammeter reading must be within limits

shown in Generator Output Voltage Specifi cations.

RESULTS

(1) I f reading is less than specified and generator

output wire resistance is not excessive, generator

should be replaced. Refer to Group 8B - Battery/

Starter/Generator Service.

(2) After current output test is completed, reduce

engine speed, turn OF F carbon pile and turn OFF ig-

nition switch.

(3) Disconnect negative cable from battery.

(4) Remove test ammeter, voltmeter, tachometer

and carbon pile.(5) Remove jumper wire (Fi g. 3).

(6) Connect generator output wire to generator

battery output terminal. Tighten nut to 8.51.5 Nm

(7515 in. lbs.).

(7) Connect negative cable to battery.

(8) Use DRB scan tool to erase DTC.

Fig. 3 Generator Current Output Test (Typical)



21/24

USING ON-BOARD DIAGNOSTIC SYSTEM

GENERAL INFORMATIONThe Powertrain Control Module (PCM) monitors

critical input and output circuits of the charging sys-tem, making sure they are operational. A DiagnosticTrouble Code (DTC) is assigned to each input and

output circuit monitored by the OBD system. Somecircuits are checked continuously and some arechecked only under certain conditions.

I f the OBD system senses that a monitored circuitis bad, it will put a DTC into electronic memory. T heDTC will stay in electronic memory as long as thecircuit continues to be bad. The PCM is programmedto clear the memory after 50 engine starts, if theproblem does not occur again.

DIAGNOSTIC TROUBLE CODES

Diagnostic Trouble Codes (DTC) are two-digit num-bers flashed on the malfunction indicator (Check En-

gine) lamp that identify which circuit is bad. A DTCdescription can also be read using the DRB scan tool.Refer to Gr oup 14 - Fuel Systems for more informa-tion.

A DTC does not identify which component in a cir-cuit is bad. Thus, a DTC should be treated as asymptom, not as the cause for the problem. I n somecases, because of the design of the diagnostic testprocedure, a DTC can be the reason for another DTC

to be set. T herefore, i t is important that the test pro-

cedures be followed in sequence, to understand what

caused a DTC to be set.

See Generator Diagnostic Trouble Code chart for

DTCs which apply to the charging system. Refer to

the Powertrain Diagnostic Pr ocedures manual to di-agnose an on-board diagnostic system trouble code.

RETRIEVING DIAGNOSTIC TROUBLE CODES

To start this function, cycle the ignition switch ON-OFF -ON-OFF -ON within 5 seconds. This will causeany DTC stored i n the PCM memory to be displayed.The malfunction indicator (Check Engine) lamp willdisplay a DTC by flashing on and off. There is ashort pause between flashes and a longer pause be-tween digits. All DTCs displayed are two-digit num-bers, with a four-second pause between codes.

An example of a DTC is as follows:

(1) L amp on for 2 seconds, then turns off.(2) L amp fl ashes 4 times pauses and then flashes 1

time.(3) L amp pauses for 4 seconds, flashes 4 times,

pauses, then flashes 7 times.The two DTCs are 41 and 47. Any number of

DTCs can be displayed, as long as they are in mem-ory. The l amp will flash until all stored DTCs aredisplayed (55 = end of test).

GENERATOR DIAGNOSTIC TROUBLE CODE



22/24

SPECIFICATIONS

BATTERYSPECIFICATIONS

STARTINGSYSTEM SPECIFICATIONS

BATTERY CLASSIFICATIONS AND RATINGS

STARTER AND SOLENOID TESTING SPECIFICATIONS



23/24

CHARGING SYSTEM SPECIFICATIONS

GENERATOR RATINGS



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