Alternator & Regulator Dodge Shadow I

DESCRIPTION

Chrysler Motors passenger cars use either a Nippondenso or Bosch alternator. The 3.0L and 3.3L engine use Nippondenso alternators. The 2.2L and 2.5L engines are equipped with either a Bosch or Nippondenso.

The alternator consists of a rotor, stator, rectifiers, front and rear covers and drive pulley. On all vehicles, voltage regulation is controlled by the Single Board Engine Controller (SBEC).

OPERATION

The SBEC monitors critical input to control the fuel injection, ignition, emission and other engine management functions. The engine controller has been programmed to monitor several charging system related circuits

1. Battery feed to logic module controller
2. Alternator field control
3. Battery charging voltage (high and low)

The SBEC will store in memory any failures for the monitored circuits. If a problem is sensed with a monitored circuit, a fault code is stored in the engine controller's memory. Fault codes can be read using the CHECK ENGINE light or with the Chrysler Diagnostic Readout Box-II (DRB-II).

Note. Fault codes remain in memory for 50 engine starts. Fault is erased from memory if failure does not occur again.

For certain fault codes, the check engine light will illuminate and engine controller will enter limp-in mode. In limp-in mode, engine controller attempts to compensate for particular component failure by substituting information from other sources. This allows vehicle operation until proper repairs are made.

2.2 & 2.5L

Using gauge, set tension to 130 lbs. for new belts or 80 lbs. for used belt. Belt deflection should be 1/8" (3 mm) for new belts or 1/4" (6 mm) for used belts with 10 lb. push or pull, midway between pulleys.

3.0 & 3.3L

Dynamic tensioner used. No adjustment is required.

INITIAL CHECKS

Before proceeding with charging system diagnosis, ensure

1. Battery is fully charged and in good condition
2. Battery cables are in good condition with connections clean and secure
3. Alternator belt is in good condition and properly tightened
4. Alternator and SBEC wiring harness connections are clean and tight
5. Engine ground strap in place

UNSTEADY OR LOW CHARGING

Check for loose alternator belt, charging resistance too high, defective alternator, loose alternator ground wire or corroded battery terminals.

OVERCHARGING

Check for grounded alternator field wiring or faulty alternator.

NOISY ALTERNATOR

Check for worn alternator bearings or loose alternator mounting.

Alternator Output Wire Resistance Test

Alternator output wire resistance test will show amount of voltage drop across alternator output wire between alternator BAT terminal and positive battery post.

1. Charge battery as necessary. Turn ignition off. Disconnect negative battery cable. Disconnect alternator output wire from alternator BAT terminal.
2. Using a 0-150 ampere scale DC ammeter, connect positive ammeter lead to alternator BAT terminal and negative lead to disconnected alternator output wire. (Scheme 1)
3. Using a voltmeter (0-18 volts minimum), connect positive voltmeter lead to disconnected alternator output wire and negative lead to positive battery cable. CAUTION: Alternator has 2 field terminals. One field terminal has Dark Green wire and other field terminal has Dark Blue wire. DO NOT connect jumper wire to alternator field terminal Dark Blue wire.
4. Remove air hose between SBEC and air cleaner. Connect one end of jumper wire to ground and other end to alternator field terminal Dark Green wire on rear side of alternator.
5. Connect engine tachometer and reconnect negative battery cable. Connect carbon pile rheostat between battery terminals. Be sure carbon pile is in OFF position before connecting leads.
6. Start engine and reduce engine speed to idle. Adjust engine speed and carbon pile to maintain 20 amps flowing in circuit. Observe voltmeter reading. Voltage drop should not be more than.5 volt.
7. If higher voltage drop is indicated, inspect, clean and tighten all connections between alternator BAT terminal and positive battery post. Voltage drop test may be performed at each connection to locate connection with excessive resistance. If resistance tested satisfactorily, reduce engine speed, turn off carbon pile and ignition switch.
8. Disconnect negative battery cable. Remove test ammeter, voltmeter, carbon pile and tachometer. Remove jumper wire between alternator Dark Green field wire and ground.
9. Connect alternator output wire to alternator BAT terminal. Reconnect negative battery cable and hose between SBEC and air cleaner.

Scheme 1

Scheme 2

Scheme 3

Current Output Test

The current output test determines whether or not alternator is capable of delivering its rated current output.

1. Charge battery as necessary. Disconnect negative battery cable. Disconnect alternator output wire at alternator BAT terminal. (Scheme 2)and (Scheme 3). Using a 0-150 ampere scale DC ammeter, connect positive ammeter lead to alternator BAT terminal and negative lead to disconnected alternator output wire. (Scheme 4)
2. Using a voltmeter (0-18 volts range minimum), connect positive voltmeter lead to disconnected alternator BAT terminal and negative lead to good ground.
3. Connect engine tachometer and reconnect negative battery cable. Connect carbon pile rheostat between battery terminals. Be sure carbon pile is in OFF position before connecting leads. CAUTION: Alternator has 2 field terminals. One field terminal has Dark Green wire and other field terminal has Dark Blue wire. DO NOT connect jumper wire to alternator field terminal Dark Blue wire.
4. Remove air hose between SBEC and air cleaner. Connect one end of jumper wire to ground and other end to alternator field terminal Dark Green wire on back of alternator.
5. Start engine and reduce engine speed to idle. Adjust carbon pile and engine speed in increments until engine speed is 1250 RPM and voltmeter reads 15 volts. DO NOT allow voltage to read more than 16 volts.
6. Ammeter should read within specification. Refer to the «ALTERNATOR SPECIFICATIONS (NIPPONDENSO)»(/dodge/shadow/i-1986-1994/remont/charging-system/#alternator-regulator) table. If alternator amperage reads less than specified and alternator output wire resistance is not excessive, alternator should be removed and bench tested. Refer to «BENCH TESTING (NIPPONDENSO)»(/dodge/shadow/i-1986-1994/remont/charging-system/#alternator-regulator) in this article. After current output test is completed, reduce engine speed, turn off carbon pile and ignition switch.
7. Disconnect negative battery cable. Remove test ammeter, voltmeter, tachometer and carbon pile. Remove jumper wire between alternator field terminal Dark Green wire and ground.
8. Reconnect alternator output wire to alternator BAT terminal. Reconnect negative battery cable and hose between SBEC and air cleaner.

Scheme 4

Rotor Assembly Test

1. Check field slip rings for excessive wear or roughness. If slip ring has only minor damage, clean with fine emery cloth. If slip rings are badly damaged, rotor must be replaced.
2. Using an ohmmeter, test for continuity from one slip ring to other. Test should show continuity circuit. Using an ohmmeter, test for continuity from both field coil slip rings to rotor shaft or core.
3. Test should show no continuity. If failure is detected in either test, replace rotor assembly.

Stator Assembly Test

1. Check stator for worn or broken leads, distorted frame, or burned windings. Clean small area of stator frame for making good electrical contact. Using an ohmmeter, test for continuity from stator leads to frame. Test should show an open circuit.
2. Test for continuity from one stator lead to other leads. Test should show continuity circuit. If failure is detected in either test, replace stator assembly.

Rectifier Assembly Test

1. Check rectifier assembly for poor solder joints, cracks, or signs of overheating. Using an ohmmeter, test for continuity from positive diode pin to positive heat sink. (Scheme 5)
2. Reverse ohmmeter test probes and repeat test. Test should show continuity in one direction only. Test for continuity from negative diode pin to negative heat sink.
3. Reverse ohmmeter test probes and repeat test. Test should show continuity in one direction only. If failure is detected in either test, replace rectifier assembly.

Scheme 5

Brush Holder Test

1. When testing brushes and brush springs, make sure that brushes move smoothly in brush holder. Sticking brushes require replacement of brush holder assembly.
2. Using an ohmmeter, touch one test lead to inner brush, and other test lead to field terminal. If there is no continuity, replace brush assembly. Using an ohmmeter, touch one test lead to outer brush and other test lead to field terminal. If there is no continuity, replace brush assembly. (Scheme 6)

Scheme 6

1. Check field slip rings for excessive wear or roughness. If slip rings have only minor damage, clean with fine emery cloth. If slip rings are badly damaged, rotor must be replaced.
2. Using an ohmmeter, test for continuity from one slip ring to other. Test should show continuity. Test for continuity from both field coil slip rings to rotor shaft or core. Test should show open circuit. If failure is detected in either test, replace rotor assembly.

1. Check stator for worn or broken leads, distorted frame, or burned windings. Clean small area of stator frame for making good electrical contact. Using an ohmmeter, test for continuity from stator leads to frame. Test should show an open circuit.
2. Test for continuity from one stator lead to other leads. Test should show closed circuit. If failure is detected in either test, replace stator assembly.

1. Check rectifier assembly for poor solder joints, cracks, or signs of overheating. Clean small area of coating from each diode location to assure good electrical contact during testing.
2. Using an ohmmeter, connect positive test probe to negative diode and negative probe to stator terminal. Ohmmeter should read 7-11 ohms resistance. Move positive test probe to positive diode, no continuity should be detected. (Scheme 7) Perform same test procedure on each stator terminal to diode set. NOTE: 75HS alternator has 3 sets of diodes. 90HS and 120HS alternators have 4 sets of diodes.
3. Connect negative ohmmeter probe to positive diode and positive probe to stator terminal. Ohmmeter should read 7-11 ohms resistance. Move negative test probe to negative diode, no continuity should be detected. Perform same test procedure on each stator terminal to diode set. If rectifier does not test as specified, replace rectifier assembly.

Scheme 7

When testing brushes and brush springs, make sure that brushes move smoothly in brush holder. Sticking brushes require replacement of brush holder assembly. Using an ohmmeter, touch one test lead to inner brush and other test lead to field terminal. One should show no continuity and other should continuity. Repeat procedure on outer brush. If brush holder does not test as specified, replace brush holder.

Field Block Tests

1. Using an ohmmeter, test for continuity from outer brush terminal to R-3 field terminal, circuit should show continuity. (Scheme 8)
2. Test for continuity from inner brush terminal to J-2 field terminal, circuit should show continuity. (Scheme 9)
3. Test for continuity from J-2 field terminal to R-3 terminal, circuit should show no continuity. (Scheme 10)
4. Turn field block over and test for continuity across radio suppression capacitor terminals, circuit should show no continuity. (Scheme 11) If field block does not test as specified, replace field block.

Scheme 8

Scheme 9

Scheme 10

Scheme 11

ON-BOARD DIAGNOSTICS

Note. Before entering on-board diagnostics, check charging system for other faults. See INITIAL CHECKS under TROUBLE SHOOTING.

DRB-II

This is a diagnostic tool that plugs into the vehicle's diagnostic connector. The DRB-II is puts the system into diagnostic test mode, circuit actuation test mode, switch test mode, sensor test mode and engine running test mode. These 5 test modes are required to properly diagnose the system.

Diagnostic Test Mode is used to call up any fault codes stored in engine controller's memory. Circuit Actuation Test Mode (ATM) checks specific circuit by turning it on and off.

Switch Test Mode checks if specific inputs are received by the SBEC. The Sensor Test Mode monitors certain sensor output signals as received by the engine controller when engine is NOT running.

The Engine Running Test Mode monitors sensor output signals as received by the SBEC while the engine is running. Also, this test mode will be used to establish some specific engine running conditions required for diagnosis.

Blank Message Screen

1. Connect DRB-II to a different vehicle. If message screen is still blank, DRB-II or cable adapter are faulty. Substitute to find faulty component. If message screen is not blank, DRB-II and cable adapter are functioning properly.
2. Inspect diagnostic connector for proper wire placement, damaged terminals or pushed out pins. Repair as necessary. If connector is okay, using an ohmmeter, check Black/White ground wire of diagnostic connector for continuity to ground. Repair as necessary.

NO RESPONSE Message

1. Ensure ignition is turned on. Disconnect SBEC 60-pin connector. Using an ohmmeter, check Pink wire of diagnostic connector for continuity to SBEC 60-pin connector cavity No. 25.
2. Check Light Green wire of diagnostic connector for continuity to SBEC 60-pin connector cavity No. 45. If continuity is not present, repair circuit as necessary. If continuity is present, replace SBEC. Attempt retest.

RAM TEST FAILURE Message

Replace DRB-II.

CARTRIDGE ERROR Message

Replace DRB-II cartridge.

KEY PAD TEST FAILURE Message

Power up DRB-II again with fingers off the keypad. If error message returns, replace DRB-II.

HIGH or LOW BATTERY Message

Correct battery condition and reconnect DRB-II.

ENTERING ON-BOARD DIAGNOSTICS

Note. The SBEC can NOT diagnose every charging system problem. If a fault still exists after performing self-diagnostic procedures, go to TESTING (ON-VEHICLE) .

Reading Trouble Codes

Trouble codes may be read by using the CHECK ENGINE light on the instrument panel or with the DRB-II. See CHECK ENGINE LIGHT DIAGNOSTIC MODE and DIAGNOSIS USING DRB-II. A more complete diagnosis is possible using the DRB-II.

Trouble Code Explanation

1. See «CHARGING SYSTEM TROUBLE CODES»(/dodge/shadow/i-1986-1994/remont/charging-system/#alternator-regulator) for list of charging related faults.
2. Code 12 will set if battery feed to logic module has been disconnected within last 50-100 starts. Logic module monitors this circuit whenever the ignition key is on.
3. Code 41 will set if the alternator field control fails to switch properly. Logic module monitors this circuit whenever the ignition key is on.
4. If battery sense voltage is more than one volt above desired control voltage for more than 20 seconds, a Code 46 will be set in memory. Logic module monitors this signal whenever the engine is running.
5. If battery sense voltage is more than one volt below desired control voltage for more than 20 seconds and no significant change in voltage is detected during active test of alternator, a Code 47 will be set. Logic module monitors this signal whenever engine RPM is more than 1500 RPM.

CHARGING SYSTEM TROUBLE CODES

Note. Only charging system related codes are listed here. For engine related codes, see ENGINE PERFORMANCE. For cruise control related codes, see ACCESSORIES & EQUIPMENT.

Check Engine Light Diagnostic Mode

1. Start engine (if possible). Move transmission shift lever through all positions, ending in Park. Turn A/C switch on, then off (if equipped).
2. Turn engine off. Without starting engine again, turn ignition on, off, on, off and on. Check engine light will come on for 2 seconds as a bulb check, followed by fault codes. Record 2-digit fault codes as displayed by flashing check engine light.
3. For example, Code 23 is displayed as flash, flash, 4 second pause, then flash, flash, flash. After a slightly longer pause, any other codes stored are displayed in numerical order.
4. Once check engine light begins to flash fault codes, it cannot be stopped. If you loose count, it will be necessary to start over. Code 55 indicates end of fault code display. For more information on vehicle self-diagnostics, see appropriate article in the ENGINE PERFORMANCE section.

Note. Check engine light cannot be used to perform actuation test mode, sensor test modes or engine running test.

Diagnosis Using DRB-II

The DRB-II is used as part of a charging system diagnostic procedure. Perform tests CH-1 through CH-VER. (Scheme 13)through (Scheme 21).

Note. For more information on SBEC diagnostic capabilities and using DRB-II, see ENGINE PERFORMANCE.

Flow Chart - Test CH-1 (1 of 3). Scheme 12

Flow Chart - Test CH-1 (2 of 3). Scheme 13

Flow Chart - Test CH-1 (3 of 3). Scheme 14

Circuit Diagram - Test CH-2 (1 of 2). Scheme 15

Flow Chart - Test CH-2 (2 of 2). Scheme 16

Circuit Diagram - Test CH-3 (1 of 2). Scheme 17

Flow Chart - Test CH-3 (2 of 2). Scheme 18

Circuit Diagram & Flow Chart - Test CH-4 (1 of 2). Scheme 19

Circuit Diagram & Flow Chart - Test CH-4 (2 of 2). Scheme 20

Circuit Diagram & Flow Chart - Test CH-5. Scheme 21

Flow Chart - Test CH-VER. Scheme 22

OVERHAUL

Overhaul information is not available. Refer to the figure for disassembly and reassembly reference. (Scheme 23)

Scheme 23

BOSCH

ALTERNATOR SPECIFICATIONS (BOSCH)

NIPPONDENSO

ALTERNATOR SPECIFICATIONS (NIPPONDENSO)

See also:
• ALTERNATOR SPECIFICATIONS (NIPPONDENSO)
• INITIAL CHECKS