DIAGNOSING

COMPUTER—
CHARGING
SYSTEMS BY DAN MARINUCCI
Even though most have a computer
Photoillustration: Harold A. Perry; images: Wieck Media and Jupiter Images

controlling the output, popular GM and

Chrysler alternators can still be
accurately diagnosed. Specific tests will
quickly rule in or rule out the alternator
as the cause of charging problems.

S
ometimes we goof by making a job more compli-
cated than it really is. Later, we look back and re-
alize we cost ourselves time, money and grief by
making the task tougher than it needed to be. Whoa!
We have enough aggravation already, don’t we?
Charging system diagnosis fits into way to simplify always has been to di-
that category, and I believe it should vide and conquer. In other words, di-
be kept as simple as possible. The vide a vehicle’s charging system by

62 September 2007
—CONTROLLED

September 2007 63
 DIAGNOSING COMPUTER-CONTROLLED CHARGING SYSTEMS
carefully isolating a suspect alterna-
tor. Then replace the alternator if it
still doesn’t work or work correctly.

Photos and screen capture: Dan Marinucci

Diagnostic Premises
The single, most common charging sys-
tem symptom is a dead battery. First,
always recharge or replace the battery
as needed, then test the charging sys-
tem. Suppose the system fails the rou-
tine volts and amps tests—especially an
alternator that won’t charge at all. At
this point, the diagnostic choices used
to be a bad alternator or wiring failure.
Naturally, a thorough voltage-drop test
will identify any wiring problems and/or
bad connections. GM alternator wiring harness connectors used the same pin layout from 1986
Unfortunately, many modern charg- through the mid-2000s. At the very least, each connector has an L terminal. The
ing systems have a third failure possi- P (phase or stator) terminal is always the first in line, next to L. If the connector
bility—a computer! This combination has an S terminal, S is always at the opposite end from P.
of possible problems is one convincing
reason why isolating the alternator is ing toward that suspect alternator any- must be somewhere outside the alterna-
more appropriate than ever before. way. And once you make the proper tor. This means you need troubleshoot-
Another compelling reason is the time hookup, this approach completely sepa- ing time to methodically track down the
required to R&R some of these alter- rates the alternator from the computer problem. Politely explain your diagnos-
nators. If you’re spending that time, and its wiring. Now if that alternator still tic format to the customer. If he or she
you want to know the effort is justified. doesn’t charge normally, you’re confi- won’t authorize even a minimal amount
Yes, you must access the alternator dent that you must replace it and retest. of diagnostic time, collect for what
and connect something to it in order to However, if a so-called isolated alter- you’ve done thus far and move on to the
isolate it. But you probably were head- nator charges normally, the trouble next vehicle. Why entangle yourself in a

This is another close-up view of the

harness connector on a popular GM
application alternator. P (phase or
This is the typical oval-shaped alternator connector found on popular Gen- stator) is always at one end, S (sense)
eral Motors applications from the mid-1990s to the mid-2000s. Note that GM at the opposite end. L (lamp), the ex-
has sourced alternators from a variety of vendors, including Delco-Remy, citation terminal, is always in the
Delphi, Valeo, Bosch and Nippondenso. All used this connector design. same location, as are I and F (field).

64 September 2007
 DIAGNOSING COMPUTER-CONTROLLED CHARGING SYSTEMS
potentially lengthy troubleshooting pro-
cedure if you won’t get paid for it?
Let me give the ol’ scan tool its due
here before I proceed. Many scan tools
have an extremely helpful selection of
active or output tests. These may in-
clude the ability to command the alter-
nator to charge. But suppose you com-
mand the alternator to charge and it
doesn’t respond. In a pinch, is the root
problem the scan tool or its software?
Or is it an ECM failure, a wiring prob-
lem or a bad alternator?
Here I’ll concentrate on nailing no-
charge conditions on popular General
Motors and Chrysler systems. Fords are
a topic for another time. I’m working on
the assumption that you’ll also consult
the appropriate shop manual and wiring
schematic for the vehicle in question.
GM’s Terminal L
The overwhelming majority of General
Motors products have used alternators
with the same basic terminals since 1986.
The most popular alternators have either
terminals P-L-I-S or P-L-F-S. Remem-
ber that a harness connector for a P-L-I-S
alternator physically interchanges with
one for a P-L-F-S unit. For the purpos-
es of our isolation tactic, we’re con-
cerned only with terminals P and L.
Earlier alternators with these ter-
minal layouts have rectangular har-
This is the rectangular alternator
harness connector that GM used
from 1986 through the mid-1990s.
The terminals are identified as ei-
ther P-L-I-S or P-L-F-S.
ness connectors; later ones have oval-
shaped connectors. The lion’s share of
GM products coming into your bays
have the oval alternator connector,
which was used until the mid-2000s.
The neat thing is that regardless of
connector shape, the first pin is always
terminal P. I’ll discuss P momentarily.
The second pin is always L, which
stands for lamp or charge indicator
light. The key to operating these alter-
nators is energizing or exciting terminal
L. A typical P-L-I-S or P-L-F-S alterna-
tor will operate on terminal L alone. In-
deed, zillions of the GM vehicles that
have passed through your shop had a
single-wire alternator connector—a
lone wire connected to terminal L.
The electrical systems on the most
common GM vehicles apply either
5.00 or 12.00 volts to terminal L after
the engine starts up. Remember that
these alternators shut off immediately
if L loses its power supply! Equally im-
portant, it takes only a very small
amount of constant current to energize
L and keep the alternator operating.
I’ve measured current flow on many L
circuits; typically, it’s only 5 to 8 mil-
liamps (.005 to .008 amp) with the al-
ternator operating normally.
GM’s Terminal P
Terminal P, which stands for phase, is a
stator terminal. The typical P-L-I-S or P-
L-F-S alternators have functioning P ter-
minals, but it’s rare to see a wire connect-
ed to P on the vehicle. Suppose there’s a
good circuit from the alternator output
terminal (BAT) over to the positive bat-

Terminal P is always the first one in the common GM P-L-I-S

alternator connector. If you carefully backprobe P with
This close-up photo clearly shows the lettering on the a long probe, you can measure stator voltage. Unfortu-
rectangular alternator connector GM used on all of its nately, an inaccessible alternator location may make it
vehicles from 1986 through the mid-1990s. very difficult to backprobe this terminal.

66 September 2007
 DIAGNOSING COMPUTER-CONTROLLED CHARGING SYSTEMS
tery terminal and the alterna- I’ve found that using a reg-
tor is properly grounded. In ular alternator harness con-
that case, start the engine and nector is the easiest, most reli-
carefully backprobe P. Stator able way to make your own
voltage on a healthy alternator hookup to terminal L. Source
is one-half charging voltage, a P-L-I-S/P-L-F-S style con-
plus or minus about .50 volt. nector from one of your sup-
Therefore, if voltage at BAT is pliers or from a salvage yard.
14.00, P should be 7.00 volts Basically, the idea is to jumper
or extremely close to it. Expe- L directly to the positive bat-
rience shows that when a sta- tery terminal but to limit cur-
tor or diode failure occurs, rent flow through this circuit
stator voltage is way above or with a small light bulb. A sim-
below the one-half value. ple, effective approach is to
splice a No. 194 light bulb be-
Isolation Test tween the battery and the L
Procedure terminal of your harness con-
Suppose you’re working on a nector. A bulb socket with pig-
GM charging system with tail leads for a No. 194 bulb is
the common terminals I de- A common side-marker bulb (No. 194) and bullb socket readily available in parts
scribed earlier (P-L-I-S or P- work well as a current-limiter when testing a typical GM stores and salvage yards. For
L-F-S). The alternator isn’t P-L-I-S or P-L-F-S alternator. A lower current bulb, such your information, this bulb is
charging and you’ve already as a No. 53 instrument panel bulb, also can be used. rated at 270mA (.270 amp).
checked the ground and out- Never route a jumper wire
put circuits. Shut off the ignition switch in mind if you make your own: First, directly from battery positive to termi-
and unplug the harness connector from many alternators are mounted in awk- nal L because it will almost certainly
the alternator. You can isolate this style ward locations, where you can just bare- toast the voltage regulator.
alternator by exciting or energizing ter- ly get your fingers on the harness con- Okay, the ignition switch is off and
minal L independently of the electrical nector. Second, the terminals (including you’re energizing terminal L through a
system. The alternator is good if it L) are recessed deep inside the connec- low-current bulb. Now the bulb should
charges properly when you excite ter- tor; securely hooking up to L can be a be illuminated. Replace the alternator
minal L. challenge even when the alternator is if the bulb is off. But if the bulb is on,
You can buy the proper excitation easy to reach. Third, a secure connec- start the engine. A healthy alternator
tool or fabricate one. Keep these points tion to L is vital for an accurate test. will turn out the bulb and then pass

Chrysler’s voltage regulator is buried inside the ECM. To

Some GM vehicles have a battery hidden under the rear test that leg of the field circuit—including ECM opera-
seat. Check the schematic first or inspect the positive tion—trace the field wire right to the ECM. When you
battery terminal area because the system may have a backprobe that pin, you should see the computer
thermistor located at the positive terminal. switching the field circuit on and off on your scope.

68 September 2007
 DIAGNOSING COMPUTER-CONTROLLED CHARGING SYSTEMS
the routine volts/amps charging tests.
Note that you may encounter a few
perfectly good voltage regulators that
can’t turn on a No. 194 bulb to normal
brightness. Really, your concern is
whether the bulb turns on or not, peri-
od. But if you’re fussy, avoid this poten-
tial annoyance by using a lower-current
bulb such as a No. 53 instrument panel
bulb. It’s rated at 120mA (.120 amp).
What’s more, you can increase the
utility of your homemade isolation har-
ness by installing a terminal and wire in
the P position so you can check stator
voltage. If the alternator turns out the
low-current bulb and produces normal
stator voltage, it’s yet another measure-
ment telling you the alternator is good.
Remote-Mounted Batteries
You may have to diagnose a no-charge
condition on a GM car with a remote-
mounted battery. The alternator isola-
tion technique in such a case is exactly
the same as the one I just described,
but it may require an extra step. Here’s
the info you need.
GM’s G-body cars of the 1990s,
which include the Buick Riviera, Olds
Aurora and Cadillac Allanté, have a bat-
tery mounted under the rear seat. The
If the Chrysler ECM is operating the
alternator correctly, you’ll see a sim-
ple digital pattern as the computer
toggles the field circuit on and off. The
pattern will toggle between battery
voltage and approximately 0 volts.
charging system on these cars also may
have a thermistor that monitors battery
temperature. If so, the thermistor is lo-
cated at the positive battery terminal
and is wired in series between the bat-
tery and the alternator’s S terminal.
Note that on the alternators discussed
in this article, the S terminal is always at
the opposite end of the harness connec-
tor from the P terminal.
First, check the wiring schematic for
the particular car, or else visually inspect
the positive battery terminal area. If the
car is equipped with a thermistor, you
must recreate the thermistor-style sense
circuit in order to test the alternator ac-
curately. Go to the electronics store and
get a resistor or combination of resistors
totaling approximately 1800 ohms (1⁄2-
watt resistors are adequate for this task).
Make a jumper wire that’s long
enough to go from the alternator’s S ter-
minal all the way back to the positive
battery terminal. Carefully splice the
1800 ohms of resistance into this jumper
wire. Now, the alternator should operate
normally with a low-current bulb in se-
ries to terminal L and an 1800-ohm re-
sistor in series to terminal S.
Chrysler Charging Systems
The more some things change, the
more they stay the same. For instance,
look closely at the most common
Chrysler systems in service since 1989-
90. First of all, these systems are basi-
cally the same. Second, they’re really
just variations of the first-generation

The most common Chrysler products passing through your
bays are fitted with this Nippondenso alternator or one
very similar to it. The next most common alternator is a
Mitsubishi unit. Both types have male spade field terminals.
You may opt to make your own isolation test leads if you
work on lots of Chrysler vehicles. The male spade field
terminals on the most popular Chrysler applications
measure .097 in. wide. So a .110-in. female terminal should
be suitable for each of your test leads.

70 September 2007

JIMCO’s I-60 test kit neatly isolates the alternator on
Chrysler applications by substituting a solid-state reg-
ulator for the ECM! The regulator eliminates the risk of
potential overcharging during the test and lets you per-
form a routine, thorough amps output test, too.
This photo shows an example of a vehicle-specific adapt-
er in JIMCO’s I-60 test kit. The adapter plugs right into
the alternator, thanks to an OE-style harness connec-
tor. The little red lens covers a low-current bulb for the
L terminal circuit. The tag shows the alternator connec-
tor layout and terminal designations.

Chrysler systems of the 1960s. Third, ternator from the regulator simply by check by connecting a low-current test
they’re only as complicated as you grounding the ground-side field termi- light, duty-cycle meter or oscilloscope
choose to make them. nal—the one wired to the regulator. to the ground-side field terminal. Then
On the earliest Chrysler systems, Does the alternator charge? If it does, restart the engine. If the regulator is
there are two field terminals on the then either the ground circuit is open toggling the ground side of the field on
back of the alternator. Battery power is or the voltage regulator failed. and off, then the test light should blink.
applied to one terminal—technically, it You can make another simple system Or the duty-cycle meter should show a
doesn’t matter which one. An external
voltage regulator controls the alternator
by toggling the other field terminal; that
is, it switches the other field terminal on
and off to ground. The longer this field
terminal is grounded, the longer the al-
ternator charges, and vice versa.
Suppose this earlier charging system
doesn’t charge. First, verify that there’s
battery power supplied to one field ter-
minal. If there’s no power, trace that leg
of the field circuit, fix the problem and
retest. Second, if battery power is pre-
sent at the one field terminal, check for
battery voltage at the other field termi-
nal with the ignition on, engine off. Re-
place the alternator if voltage at the oth-
er terminal is 0. This means the field
circuit opened up somewhere inside the
alternator; the brushes probably wore
out. (By the way, worn-out brushes are
a common cause of alternator failure on This little box is the heart of JIMCO’s I-60 isolation kit. You connect the alli-
computer-controlled Chrysler systems.) gator clips to the battery terminals. Then plug the vehicle-specific adapter
But if the other field terminal measures harness into the black connector. Next, connect the adapter harness to the
battery voltage, continue testing. alternator in place of the OE vehicle harness. Now if the alternator operates
At this point, you can isolate the al- normally, the real problem is somewhere outside the alternator.

September 2007 71
 DIAGNOSING COMPUTER-CONTROLLED CHARGING SYSTEMS
duty reading. A scope should show the
field being switched between battery
voltage and approximately 0 volts. If
none of these techniques shows activity
on the ground side of the field, it’s an-
other clue that there’s an open ground
circuit or a bad voltage regulator.
Circle #40
72 September 2007
Okay, let’s flash forward to modern
Chrysler charging systems. The first
big difference is that Chrysler hasn’t
produced its own alternators for years.
Second, the alternators are often much
more difficult to reach. Third, the
ECM controls the field circuit, so now
a computer has replaced the relatively
inexpensive, stand-alone voltage regu-
lator. Fourth, Chrysler gradually
changed over to B-circuit control; this
means the ECM switches the hot side
of the field circuit instead of the
ground side.
The test tricks I just described for
the old Chrysler charging systems al-
so apply to the computer-controlled
versions. But there are important
precautions you should take when
isolating an alternator on one of the
modern systems. Some techs isolate a
suspect alternator from the electrical
system by grounding the appropriate
field terminal with a jumper wire.
Obviously, this approach bypasses the
entire ground side of the field, in-
cluding the ECM. If the alternator
charges, the tech knows the problem
is in that side of the field circuit.
On the other hand, you isolate a B-
circuit alternator by applying battery
voltage to its hot field terminal. Re-
member, B-circuit charging systems be-
gan appearing on Chryslers during the
2002 model year. So when in doubt,
check the appropriate schematic before
hanging a jumper wire anywhere on
such a vehicle!
It’s also possible to isolate the alter-
nator on a Chrysler vehicle by discon-
necting both field wires from the back
of the alternator. Jumper battery pow-
er to one field terminal and then
ground the other one. The advantage
here is that bypassing both sides of the
field circuit completely separates the
field circuit from the rest of the electri-
cal system. What’s more, the alternator
rotor doesn’t care which direction field
current flows through it—as long as it
flows. So for the moment, you needn’t
worry about which field terminal is hot
or which is ground.
You can speed up this isolation tech-
nique even more by making a set of
Chrysler-specific jumper wires with fe-
male terminals. The vast majority of
Chrysler products you service have ei-
ther Nippondenso or Mitsubishi alter-
nators with male spade field terminals.
Each male field terminal usually mea-
sures .097 in. wide, so a .110-in.-wide
female terminal fits fine.
Perhaps the most pertinent precau-
tion for this discussion is a reminder that bypassing the
ECM full-fields the alternator. That means the alternator
operates uncontrolled on a vehicle laden with electronics, so
exercise appropriate caution. For example, be sure all elec-
trical accessories are shut off beforehand. Then connect a
digital voltmeter to the battery. Have your jumper wire(s)
securely connected to the alternator field terminal(s) before
you start the engine. Then start the engine and connect the
jumper(s) to power and/or ground as needed—but only long
enough to see if the alternator charges. Disconnect the
jumper wire the moment you see a reaction on that digital
voltmeter.
Experience shows that these alternators usually charge or
don’t charge. Revving the engine won’t turn a bad alternator
into a good one during your isolation test. The only thing that
revving the engine does for an uncontrolled charging system
is potentially send alternator output into the stratosphere!

Aftermarket Isolation Kit

Finally, don’t overlook the practicality of using an alterna-
tor isolation kit such as the I-60 from JIMCO, Inc. (sales
@jimcotest.com; 816-331-1917). I first mentioned this
back in the summer of 1999, and it’s still the only stand-
alone test kit of its kind I’ve found. Typically, this kit bypass-
es all external wiring save for the alternator output wire.
JIMCO has been building test equipment for remanufac-
turers and auto-electric shops for more than 30 years. One
of its specialties has been adapter harnesses that connect a
wide variety of alternators to its test benches. Effective
adapters save time by minimizing the use of jumper wires
and improve accuracy by making an alternator on a test
bench think it’s operating in a vehicle.
The I-60 test kit puts this extensive array of adapter har-
nesses to use in the vehicle instead of on the test bench, al-
lowing you to isolate a suspect alternator from the electrical
system. The heart of the kit is a little box with two leads go-
ing directly to the vehicle battery. The vehicle-specific
adapter harnesses, which link the I-60 to the alternator, plug
into the tester’s own connector.
Common alternators have internal voltage regulators. This
kit lets you safely test charging systems under normal operat-
ing conditions because it bypasses only the external wiring, not
the voltage regulator. In fact, the JIMCO setup for testing
common Chrysler systems substitutes its own solid-state volt-
age regular in place of the ECM. This enables you to do a safe
and thorough alternator test while bypassing the vehicle wiring
and ECM. Where necessary, the adapter harness for a specific
application includes features such as a low-current excitation
light bulb and a test point for measuring stator voltage.
No, a kit such as JIMCO’s won’t do your thinking for you,
nor does it eliminate the need for methodical voltage-drop
testing. But it does give you a big head start on dividing and
conquering those challenging charging systems. Good luck
out there, and keep your cool!

Visit www.motor.com to download a free copy of this article.

Circle #41

September 2007 73