Question about 1996 Isuzu Rodeo

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Have to rev engine in order to engage charging system (internal voltage regulator malfunction?)

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Could be alt but remember alt is pcm controlled.

Posted on Oct 21, 2008

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Maybe but its usually just the way they tell you theyre worn out...coal etc. needs replacing
might be cheaper to replace/"swop with shop"...;)

Posted on Oct 01, 2008

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2007 saturn vue hybrid system not charging 2.4


Did you test the electrical circuit's ? Have a scan tool hooked up ? Did you have a qualified repair shop check it out ?
When the engine is running, the generator control signal is sent to the generator from the engine control module (ECM)/powertrain control module (PCM), turning on the regulator. The generator's voltage regulator controls current to the rotor, thereby controlling the output voltage. The rotor current is proportional to the electrical pulse width supplied by the regulator. When the engine is started, the regulator senses generator rotation by detecting AC voltage at the stator through an internal wire. Once the engine is running, the regulator varies the field current by controlling the pulse width. This regulates the generator output voltage for proper battery charging and electrical system operation. The generator F terminal is connected internally to the voltage regulator and externally to the PCM. When the voltage regulator detects a charging system problem, it grounds this circuit to signal the PCM that a problem exists. The PCM monitors the generator field duty cycle signal circuit. The system voltage sense circuit receives B+ voltage that is Hot At All Times through the ECM/TCM fuse in the underhood junction block. This voltage is used by the regulator as the reference for system voltage control.
This vehicle uses Class II and controller area network (CAN) communications. The ECM/PCM are CAN and the body controller systems are Class II. The body control module (BCM) acts as the gateway between the different communication protocols. The ECM/PCM requests the battery lamp on the CAN communication line and then the BCM sends a request to the IPC for lamp illumination.
The ECM/PCM will request the battery lamp on under the following conditions:
• The ECM/PCM interprets the ignition is in the accessory position.
• The ECM/PCM is in the RUN power mode with the engine not running.
• Generator L terminal fault has been detected.
• Generator F terminal fault has been detected.
If the generator is not charging, it pulls the F terminal low causing an F terminal fault. Low voltage threshold is 10.5 volts for 4 minutes and engine at least 1,300 RPM. High threshold is 18 volts for 5 minutes.


https://www.motor.com/magazinepdfs/042010_09.pdf

Do you know what DTC'S diagnostic trouble codes are ?
DTC B1325
DTC B1327
DTC B1328
DTC P0562
DTC P0563
DTC P0615
DTC P0621
DTC P0622
These are all for the charging system .

Oct 19, 2017 | Saturn Cars & Trucks

2 Answers

Ford ranger charging issue, when I rev the rpms my guage is normal, and when I let it idle normally the guage falls, is this the voltage regulator?


Possibly the regulator however most alt. Are internally regulated. Have your system load tested at an auto parts store

Oct 24, 2016 | Ford Ranger Cars & Trucks

2 Answers

I have 2003 Saturn Ion and I have bought a new


test the battery voltage while the engine is running, (you'll have to jump it again)
if you know the battery, voltage regulator and alternator are good, you may have to check all the fuse-able links on the car, all the vehicle grounds, and the fuses and relays.
if you put your battery on charge until it is fully charged and let the car sit over night and it is dead, either the battery is internally shorted or the vehicle is drawing far to much current and each circuit tested to find the short.

Oct 01, 2014 | 2003 Saturn ION

1 Answer

What alternator comes on a 1981 ford f150 truck with a 302 engine And how do you wire up the voltage regulator Won't charge the battery I've changed the alt,voltage regulator& battery I'm not sure if I...


The capacity of the alternator ( 35 amp or 100amp ) will make little difference to charging a battery. It has to do with the voltage regulator which may be internal in the alternator or external on the engine bay. The other fault that will not allow a battery to charge is the rectifier as if a diode has burnt out then the voltage that is being regulated is ac and it will not work anyway. The capacity of the alternator is determined by the total current draw when everything is switched on and should be around 10 amps more than what is required. IT not then the battery will slowly drain down because the alternator is not capable of running every thing and charge the battery as well. I suggest that an accredited auto electrician be engaged to sort this problem out

Jul 18, 2014 | Cars & Trucks

1 Answer

2nd newly rebuilt alternator burning out.


Due to the nature of the battery technology used with vehicles the alternator is mostly incapable of charging the battery. The car alternator is designed to keep a fully charged battery fully charged and to provide all the power for the car equipment.

The alternator charge rate is regulated by a voltage regulator. Because the alternator output is connected to the battery, the alternator and battery voltage will be the same and the voltage regulator monitors that voltage.

The lower the battery voltage the more output the alternator will produce in order to correct the situation but because a lead acid battery has a high internal resistance to accepting a charge the terminal voltage will quickly rise to the alternator regulated voltage and fool the alternator into thinking the battery is fully charged when the output will drop to the order of just a couple of amps.

Switch on the headlights or a similar load that will lower the battery voltage and the alternator will increase it's output again - but only by the amount of current the headlamps or other load is consuming.
It matters not what the alternator rated maximum output is, it is designed to provide only the necessary current and no more.

The only time an alternator should ever need to produce maximum output is when on a dedicated testbed and then only for a short duration to avoid damaging the unit. Testing the current output on a modern vehicle is not recommended except for the regulated voltage testing and a rule-of-thumb output test where all equipment is switched on and the engine speed raised while the battery voltage is monitored.

Most modern alternators use an internal voltage regulator but a few systems use a separate voltage regulator. No alternator rebuild would be complete without a regulator test and probably a new or replacement regulator, which is where the majority of charging system problems are, or the brush gear.
Assuming the wiring is ok, no alternator should suffer any harm if the voltage regulator and auxilliary diodes (if fitted) are in good order though fitting a defective or a discharged battery can cause it to overheat and be damaged.

The alternator usually just about stops producing an output when the battery voltage is in the region of 14.5/14.8 volts.
Your description indicates the voltage regulator is not working correctly - unless 40 amps was being consumed by the car equipment the alternator should not have been producing 40 amps.. I suggest you also have your battery tested

May 12, 2017 | 1988 Acura Legend

2 Answers

Looking for altennator fuse on 2003 ford windstar


check fuses 13 and 20 in the box by the battery.
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May 25, 2011 | Ford Windstar Cars & Trucks

3 Answers

2003 windstar alternator over charge I try 5 or 6 alternator diferent companie always the same problem go up to 18.80 v help me please


it should notgo over 14 1/2 volts.

Get free DTC codes scan from Autozone. I think you will get DTC code 1246 - System Voltage Malfuction.

The I (indicator) (BAT light) wire activates alternator field circuit.

The heavy B wire circuit sends current to the battery for charing and to run the car.

The S circuit helps control the amount of charge. I suspect yours is not controlling. This car has the PCM (engine computer) help control the output and turn the BAT light on when under or over charging.

SECTION 414-00: Charging System - General Information 2003 Windstar Workshop Manual
DESCRIPTION AND OPERATION Charging System This vehicle is equipped with a powertrain control module (PCM)-controlled "smart charge" charging system. The PCM-controlled charging system is a system whereby the PCM determines the optimal voltage setpoint for the charging system and communicates this information to the voltage regulator. The PCM-controlled charging system is unique in that it has two uni-directional communication lines between the PCM and the generator/regulator. Both of these communication lines are pulse-width modulated. The GEN COM line communicates the desired setpoint from the PCM to the voltage regulator and the GEN MON line communicates the alternator load condition to the PCM. The third pin on the voltage regulator, the A circuit pin, is a dedicated battery voltage sense line.
-------------------------------------
  • Charging system malfunction (high or low system voltage)
  • possible causes:
    • A circuit 35 (OG/LB).
    • A circuit fuse link.
    • B+ circuit 36 (YE/WH).
    • B+ circuit fuse links.
    • Generator.
    • PCM
    • GEN-COM circuit 586 (RD/PK).
    • GEN-MON circuit 585 (VT).
    -----------------------------------------------------------------------------------
    Generator The generator (10300) on this vehicle is monitored and controlled by the powertrain control module (PCM). The PCM monitors the voltage regulator and sends a duty cycle command back to the voltage regulator to regulate the amount of field current supplied to the generator. The generator has an internal voltage regulator. The generator and voltage regulator are installed as an assembly.
    --------------------------------------------------
    I'll send wiring diagram tomorrow.

    please rate

    May 20, 2011 | 2003 Ford Windstar

    1 Answer

    98 wrangler shuts off and won't start intermittently. Codes are P1594, 0320, 0463 & 1391. Do I change the crank senor, cam sensor or fuel filter/regulator??


    (this is for others who may be viewing this problem)
    P1594 = charging system voltage is too high
    P0320 = crankshaft position sensor (CKP)/engine speed (RPM) sensor-circuit malfunction
    P0463 = fuel level sensor circuit, high output
    P1391 = intermittent loss of CMP (camshaft position) or CKP (crank position) sensor

    Probably start with changing the crank sensor. But keep in mind that the high charging system voltage may be causing the other electrical sensor problems. The voltage regulator (probably located internally in the alternator) is not regulating voltage properly. So changing the alternator may be needed as well. Price the parts and start with replacing the less expensive first.

    Feb 09, 2011 | Jeep Wrangler Cars & Trucks

    1 Answer

    New batteries and alt. still no charge.


    Generator with Integral Rear Mount Voltage Regulator, Internal Fan Type With the key in the RUN position, voltage is applied through the charge indicator lamp I circuit to the voltage regulator. This turns the voltage regulator on, allowing current to flow from the battery sense A circuit to the generator field coil. When the engine (6007) is started, the generator (GEN) (10346) begins to generate alternating (AC) current which is converted to direct (DC) current by the rectifier internal to the generator. This current is then supplied to the vehicle's electrical system through the battery positive voltage (B+) terminal located on the rear of the generator. Once the generator begins generating current, a voltage signal is taken from the stator and fed back to the voltage regulator S circuit, turning off the charge indicator/lamp. With the system functioning normally, the generator output current is determined by the voltage at the A circuit. This voltage is compared to a set voltage internal to the voltage regulator, and the voltage regulator controls the generator field current to maintain proper generator output. The set voltage will vary with temperature and is typically higher in the winter than in the summer, allowing for better battery recharge. With the system functioning normally, the generator output current is determined by the voltage of the A circuit (battery sense voltage). The A circuit voltage is compared to a set voltage internal to the voltage regulator, which controls the generator field current to maintain proper output. The set voltage will vary with temperature and is typically higher in the winter than in the summer, allowing for better battery recharge in the winter and reducing the chance of overcharging the battery in the summer. A fuse link is included in the charging system wiring on all vehicles. The fuse link is used to prevent damage to the wiring harness and generator if the wiring harness should become grounded, or if a booster battery with the wrong polarity is connected to the charging system. Mitsubishi 215-Ampere Generator
    The Mitsubishi 215-ampere generator is an internally regulated, brushless unit that is self-current limiting and temperature compensating. The regulator is integral with the generator and the fan is external.

    VISUAL INSPECTION CHART Mechanical Electrical
    • Before attempting to test a battery, it is important to give it a thorough examination to determine if it has been damaged.
    • Batteries are tested to determine the state of charge and ability to crank an engine. The result of these tests is to show that the battery is either good, needs recharging, or must be replaced.
    • Preliminary checks to the charging system should be made regardless of the fault condition. These checks include:
      • Check the fuses/fuse links to the generator to ensure that they are not burned or damaged. This condition, resulting in an open circuit or high resistance, can cause erratic or intermittent charging system concerns.
      • Check battery posts and cable terminals for clean and tight connections. Clean the posts and the cables to ensure good electrical contact.
      • Check for secure connections at the generator output, voltage regulator and engine ground. Also check the connection at the power distribution point.
      • Check the generator drive belt to ensure proper tension and no slip between the generator pulley and the drive belt. Refer to Section 03-05 in the Powertrain, Drivetrain Manual.
      • Check battery for full charge.
    • Before performing charging system tests on the vehicle, note conditions such as: slow cranking, discharged battery, charge indicator lamp stays on with engine running, charge indicator lamp does not illuminate with ignition switch in RUN and engine not running, etc. This information will aid in isolating the part of the system causing the symptom.
    • When a relatively new battery is discharged, test for current drain. The following are some of the most common current drain concerns:
      • Glove compartment lamp stays on with the door closed.
      • Engine compartment lamp stays on constantly.
      • License plate lamp or interior lamp stays on constantly.
      • Other electronic component concerns.

    Aug 14, 2009 | 2005 Ford F 350 Super Duty

    1 Answer

    93 Ford F250 5.8 L No Charge


    not cpu.
    Do not field out the field wire.
    Is the alternator ight coming on?
    If you rev engine, does charging system start working?
    There is a resister wire that provides voltage to the field circuit. If the resister is bad, you will only get voltage to the field through the dash alt. light bulb when you push enough voltage through it.

    I don''t have 1993, but here is 96:

    Generator with Integral Rear Mount Regulator, Internal Fan Type With the key in the RUN position, voltage is applied through the charge indicator lamp I circuit to the voltage regulator. This turns the voltage regulator on, allowing current to flow from the battery sense A circuit to the generator field coil. When the engine (6007) is started, the generator (GEN) (10346) begins to generate alternating (AC) current which is converted to direct (DC) current by the rectifier internal to the generator. This current is then supplied to the vehicle's electrical system through the battery positive voltage (B+) terminal located on the rear of the generator. Once the generator begins generating current, a voltage signal is taken from the stator and fed back to the voltage regulator S circuit, turning off the charge indicator/lamp. With the system functioning normally, the generator output current is determined by the voltage at the A circuit. This voltage is compared to a set voltage internal to the voltage regulator, and the voltage regulator controls the generator field current to maintain proper generator output. The set voltage will vary with temperature and is typically higher in the winter than in the summer, allowing for better battery recharge. With the system functioning normally, the generator output current is determined by the voltage of the A circuit (battery sense voltage). The A circuit voltage is compared to a set voltage internal to the voltage regulator, which controls the generator field current to maintain proper output. The set voltage will vary with temperature and is typically higher in the winter than in the summer, allowing for better battery recharge in the winter and reducing the chance of overcharging the battery in the summer. A fuse link is included in the charging system wiring on all models. The fuse link is used to prevent damage to the wiring harness and generator if the wiring harness should become grounded, or if a booster battery with the wrong polarity is connected to the charging system.
    -------------------------------------------------------------------------

    13ca225.gif
    • System Does Not Charge
    • Loose or worn drive belt.
    • Open/voltage drop in Circuit 38 (BK/O).
    • Open/voltage drop in Circuit 36 (Y/W).
    • Open/high resistance in Circuit 904 (LG/R).
    • Damaged regulator.
    • Damaged generator battery


    Apr 13, 2009 | 1995 Pontiac Sunfire

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