NOT CHARGING CORRECTLY. NEW ALT, BATTERY. CODE SAYING VOLTAGE REGULATOR. THEIR IS NONE, IT'S PART OF THE PCM FROM I'M READING IN THE HAYNES MANUAL

How old is the battery? In general, vehicle batteries are considered 'old' after 5 years especially on bigger engines.
Using a volt meter or a multimeter set to Volts try this. With the engine off and the Keys out test the voltage directly on the battery. You should get a reading somewhere around 12.6 to 13.2 volts. Start the engine and retest the battery voltage. If the alternator is working correctly the reading should rise to somewhere around 13.6 to 14.2 volts.

NOT THE VAN but PEEEKUPs
and old car and old alernators and gee old cars have wrong parts here seen it vast times, and know why it fails all ways it can.

13.4 to 15vdc running above 800 or at RPM is normal not less.
there 3 kinds of ALT for 25 years.
1 wire (means reg is in the ALT )
external reg type and last (old old old)
and ECU has the regulator. modern cars most are this.
i will now read your service many too , chapter.

question1:
does the dash have the Idiotttt lap called charge
and if burned out many cars then ,made the boot trap current dead in the alternator making the alternator regulator inside dead.
born dead, unit lamp fixed or forced to excite as you just did.
that is correct removing alternator in any car with main battery connected does in fact blow up the 2 huge fuses, in bay or the fuselink, saving harness fire. alt to main harness. large wire.

i can not find an accurate schematic for this alt.

but buying shows is external reglator, only at delco
the alt rear has 2 lugs (+ out) field + and field -) and must not be reversed, and may need polarizing and not down backwards.

how hint #1 seen on the web (I have no PCM schematic sorry)


The alternator on your Dodge Ram pick-up (except diesel) is computer controlled. To be a bit more specific, the alternator's voltage regulator is located inside the PCM.
Besides the voltage regulator, the PCM also uses a Battery Temperature Sensor (BTS) to control the alternator and this bad boy (the BTS) is also part of the internal circuitry of the PCM. In other words, this sensor is also part of the PCM. Its job is to sense battery temperature so that the PCM can adjust the alternator's charging rate.
oops found this, 5 things to fail includes PCM
2 fuses, and ASD relay and ALT,.
this what modern cars do now. and makes the battery last longer with way smarter PCM controls.

First check voltage on your battery with a multimeter a fully charged batt should be 12.6 bolts . Disconnect the battery from the car check voltage, second tyical voltage regulator maintain voltage between 13.5 and 15.5 . 15 when cold and 13 when hot. The regulator allows higher voltage to force electrons into you batt. If batt voltage is under12volts change batt. Is your regulator does not maintain 13 or above change alternator or alt regulator. Good luck

Which module ?

B1318 Battery Voltage Low Audio Control Module REFER to Section 414-00 . B1318 Battery Voltage Low DSM REFER to Section 414-00 . B1318 Battery Voltage Low DVD Player REFER to Section 414-00 . B1318 Battery Voltage Low Instrument Cluster REFER to Section 414-00 . B1318 Battery Voltage Low RCM REFER to Section 414-00 . B1318 Battery Voltage Low Satellite Radio Receiver REFER to Section 414-00 . B1318 Battery Voltage Low SJB REFER to Section 414-00 .
According to this charging system isn't working correctly ! This is a computer controlled charging system .
Principles of Operation
The powertrain control module (PCM) controlled charging system determines the optimal voltage setpoint for the charging system and communicates this information to the voltage regulator. This system is unique in that it has 2 unidirectional communication lines between the PCM and the generator/regulator. Both of these communication lines are pulse-width modulated (PWM). The generator communication (GEN COM) line communicates the desired setpoint from the PCM to the voltage regulator. The generator monitor (GEN MON) line communicates the generator load and error conditions to the PCM. The third pin on the voltage regulator, the A circuit pin, is a dedicated battery voltage sense line.
The charging system voltage is controlled by the PCM. The generator charges the battery and at the same time supplies power for all of the electrical loads that are required. The battery is more effectively charged with a higher voltage when the battery is cold and a lower voltage when the battery is warm. The PCM is able to adjust the charging voltage according to the battery temperature by using a signal from the intake air temperature (IAT) sensor. This means the voltage setpoint is calculated by the PCM and communicated to the regulator by a communication link.
The PCM simultaneously controls and monitors the output of the generator. When the current consumption is high or the battery is discharged (the PCM recognizes this and increases the output of the generator to accommodate), the system is also able to increase the idle speed to increase the charge.
To minimize the engine drag when starting the engine, the PCM does not allow the generator to produce any output until the engine has started. The PCM then progressively increases the output of the generator.
The PCM turns the charging system warning indicator off after the engine is started and illuminates it under fault conditions (when the generator is not generating the correct amount of current with the engine running). The charging system warning indicator is also illuminated by the PCM whenever the key is ON with the engine OFF.
This is a System 4 charging system, which uses the GEN MON and GEN COM lines to control and monitor the charging system through the PCM. System 4 charging systems are virtually identical in design and therefore, share the same diagnostics. The circuit numbers and colors may be different, but the functions are the same.

depending on the code giving by the pcm is how you approach the diagnosis but in general the computer pulse width controls the field circuit in the alternator. #1 check for battery voltage at alt larger wire and then test for power at the two rear small wires remove control wire from back of alt then place jumper wire from alt terminal to ground monetarily is should charge if not alt is bad. if does you have a broken wire to pcm.

did you really check all fuses. (using an ohmmeter)
what engine, I4 or V6?????
are you posting to someone elses PCM Com problem or what?
is this just and alternator issue , how confusing can this be....
PCM> coms. fails.
3 possible.
1: pin 16 in the OBD2 conn, is not 12vdc. blown fuse. (use a voltmeter)
2: wrong scan tool old tool , on modern CAN buss car will fail. 100%
dead. (open SCAN tool book read if it supports CAN buss)
3: Dead PCM or id bet its , a fuse blown to it.

now i do ALT.
18v is bad. (using a quality DMM or radio shack 1960 meter?)
it means the ALT regulator OUT of CONTROL. ( or bad wiring to it)
changed what?, alt is new, used, rebuilt, barrowed? what.?
This car , im looking it up now, at alldata.com so could you,
or the FSM.

this ALT has a regulator, but is just a slave to the PCM.
in that the PCM controls the REG with 3 wires.
the diagnosis is not easy , i recommend, the FSM
it covers all steps., in the diagnosis,

top fail reasons.
1: bad fuses.
2: bad wiring and connections. (see schematic)
3: bad battery (not you) (open cells cause REG to shut down. )
4: bad ALT. (i say a fella change alt 5 times, and skipped #2)
5: bad PCM. (last, , show me that tests, in FSM)

all that and tons more in the FSM. read it.


or log in to alldata.com and read the Charging pages.

If you wired the new regulator in with the old one, you've probably burned up the new regulator. Make sure that you have voltage to the correct pin on the regulator and make sure that you have voltage coming from the sensing wire from the alternator to the regulator. You must remove the old regulator completely.

Hate to say it, but probably a faulty PCM.
The regulator is directly controlled by the PCM on most models.
You might try a used PCM to make sure, or exchange the rebuilt under warranty.

If you have an engine computer that controls the alternator, you will have to check the wiring from the alt. to the PCM. Also check any fusible links and grounds are often overlooked.
Do you have dual alternators?

SECTION 414-00: Charging System - General Information 2002 E-Series Workshop Manual
DESCRIPTION AND OPERATION Charging System The charging system is a negative ground system consisting of the following:

• generator
• integral/internal voltage regulator
• charging system warning indicator
• storage battery
• necessary wiring and cables

The generator is belt-driven by the engine accessory drive system. Refer to wiring diagrams for schematics and locations of the components and wiring.
The battery is a 12 volt direct current source connected in a negative ground system. The battery case is sealed and includes two vent holes to release gases. The battery has three major functions:

• engine cranking power source
• voltage stabilizer for the electrical system
• temporary power when electrical loads exceed the generator output current

The optional dual generator package (7.3L diesel engine only) consists of an upper/lower dual generator system. The upper generator is a 6G 50/110 generator with a 2.49:1 pulley ratio. The lower generator is a 6G 50/110 generator with a 2.32:1 pulley ratio. Thus the upper and lower generators are not interchangeable.
This system is also monitored and controlled by the powertrain control module (PCM). The PCM monitors both the upper and lower generator I circuits to determine both generators' output and set possible fault codes (diagnostic trouble codes [DTCs]). The PCM only controls the lower generator by turning it on or off by opening or closing the lower generator off only when the glow plugs are commanded on by the PCM to avoid possible damage (excessive voltage) to the glow plugs.
Both generators are independent of one another and only control themselves (through their own internal voltage regulator). If one generator fails, the other generator can maintain system performance under light load conditions. Under a heavy load, the PCM should detect a problem, set a DTC and illuminate the warning indicator.
The PCM controls the charging system warning indicator and will command the light on if the PCM detects a problem on the monitored circuits.

14.6 means your voltage regulator or diode is suspect Despite having new alternator .Ive cross refrenced your smptoms in the haynes workshop manual and alternator is your only end answer.The haynes test is to start vehicle with multi meter connected across the battery terminals,increase the engine speed until the reading remains steady should be approximately 12 to 13v and no more than 14v.switch on as many accessories as possible(headlights heater blower radio etc)check that the alternator maintains the regulated voltage at around 13 to 14v.If the regulated voltage is not as stated then alternator is to be repaired/replaced.Good luck with it and a happy new year.