INTRODUCTION

In this article, we will have a close look at the electrical charging systems in VE/WM model vehicles.

Charging System Description and Operation

The introduction of Calcium based batteries and the quest for more efficient charging systems has led to the
introduction of Electrical Power Management (EPM) systems also referred to as the Regulated Voltage Control (RVC)
system. To you, the Automotive technician, an understanding of the complete system is essential to accurate
diagnosis of charging faults. This article aims to provide all the information you require to diagnose and repair
VE/WM charging faults.

EPM/RVC Overview
Complete control of the charging system gives improved fuel economy, reliable engine idle and improved battery life.

The EPM/RVC system consists of the following components:

 Alternator  Instrument Panel Cluster (IPC)
 Body Control Module (BCM)  Current Sensor
 Engine Control Module (ECM)

The EPM system also signals the driver if problems exist in the charging system. The Instrument Panel Cluster (IPC)
alerts the driver to these system problems.

Monitoring of more variables affecting vehicle charge, compared to conventional voltage sensing at the alternator
gives greater control over charging conditions.

Block Diagram of major EPM/RVC components:

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EPM Communication Methods:

Alternator with ECM BCM to IPC

 Pulse Width Modulation (PWM)
- Two-way communication, ECM transmits
on L terminal (X2) and receives on the
F terminal (X1). We will discuss the
function of these terminals later.
 GMLAN Low Speed
- Single Wire 33.33 kbps
- Transmit Model, Event and Periodic.

ECM with BCM Current Sensor Module to BCM

 GMLAN High Speed  Pulse Width Modulation (PWM)
- Dual wire 500 kbps - Single direction
- Transmit Model, Periodic.

Voltage Sense to BCM

 Direct voltage reading from battery

GMLAN Definitions:
Periodic: Transmission of Data occurs at fixed intervals. An active network means continual data transmission.
For example, The EBCM transmits wheel speed information to the ECM every 10ms. The BCM transmits the VIN
number on the LS GMLAN every 5 seconds.

Event: Transmission of data occurs in response to events. For example, the “hazards on” message transmits when
you switch on the hazard lights. Turning the hazard lights off fires a “hazards off” message.

View the following schematic to understand the EPM communication system:

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The EPM system performs three functions:

1. It monitors the battery voltage and estimates the battery condition.

2. It takes corrective actions by boosting idle speeds and adjusting the regulated voltage.

3. It performs diagnostics and provides driver notification.

Complete monitoring of the charging system gives the following advantages:

 Improved engine idle control

 Improved battery life

 Better fuel economy

Calculation of Battery Charge

Calculation of battery charge condition occurs during both ignition on and ignition off vehicle states.
During ignition off, calculation of the batteries‟ State of Charge (SOC) takes place through monitoring the Battery
Open Circuit Voltage. By monitoring Battery Open circuit Voltage over a period of several hours, a more accurate
picture of the true battery SOC is given. Longer term voltage monitoring achieves elimination of battery „surface
charge‟ readings.

Calculation of Battery Charge:

When the ignition is on, using the calculated SOC as a starting point, estimating the “live” SOC depends on the
following parameters:
 Current into versus current out of the battery

 Estimated Battery Temperature

 Battery capacity

When the battery is disconnected, the BCM will calculate that the battery is only 20% charged when reconnected,
regardless of the actual state of charge of the battery. The BCM does not rely on voltage readings over a short time
to evaluate battery charge. The BCM takes 8 hours of ignition connection to relearn the actual battery state of charge.

Consider the following scenario:

Jo has to replace a VE battery. Jo hooks the new battery to the multi-stage charger and charges the battery
for the specified time. On fitting the battery to the vehicle, Jo discovers that the scan tool is saying that the
battery is only 20% charged. What has gone wrong? Well this is OK; as we said the vehicle does not “jump to
conclusions” about SOC based on initial voltage alone. If Jo had used the scan tool the next day, even without
running the vehicle, Jo would see that the vehicle would be reporting a higher SOC percentage than 20%.
When the vehicle is running the most important SOC parameter is the current into and out of the battery
called the net current.

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Charging System Operation Modes

There are four main EPM charging modes that are available.
 Idle Boost Mode  Regulated Voltage Control (RVC) Mode
 Load Shed Mode  Fuel Economy Mode

Idle Boost Mode:

At idle, if the battery voltage is lower than a particular threshold and if a high current draw is detected, the EPM
will command an increase in idle speed to support the vehicle load and to avoid further discharge of the battery.
There are 3 levels of Idle Boost depending on the severity of the situation.

Load Shed Mode:

Load Shed Mode is requested when the vehicle loads are still drawing too much current from the battery even
when Idle Boost Mode is active. EPM would send out a request message via GMLAN communication to the
various controllers that control loads capable of being shed. Similarly, there are 3 levels of Load Shedding
depending on the load levels.

Regulated Voltage Control (RVC) Mode:

In RVC Mode, the EPM system determines the optimum charging voltage, based on estimates of its SOC and
battery electrolyte temperature. On starting the engine, the BCM sets a higher alternator output voltage for a
short period of time for the system to recover the charge lost during crank. The BCM will enter Headlamp Mode
whenever the headlamps are ON (high or low beams). Voltage regulated to 13.9–14.5 volts. This voltage
maximises globe life; conventional globes run best at a slightly lower voltage than required by calcium batteries.

Fuel Economy Mode:

The fuel economy mode is an algorithm that allows a fast battery voltage reduction after engine crank and
during vehicle driving conditions. The BCM enters Fuel Economy Mode when ALL the following conditions are set:

 The estimated battery temperature is between 0°C (32°F) and 70°C (158°F)

 The calculated battery current is less than +15 amps and greater than −8 amps

 The battery state of charge (SOC) is greater than or equal to 80 percent.

 Vehicle speed is less than 145 kph.

Its targeted alternator output voltage is the open circuit voltage of the battery and can be between 12.5–13.1 volts.
The BCM will exit this mode and enter normal RVC Mode when any of the conditions described above are present.

Charging System Components

Alternator:
This is not a serviceable component. If the alternator fails, and you verify the failure, replace the complete unit with a
new Holden Genuine Part.
NOTE: Do not fit a VZ alternator to VE/WM; the EPM system now controls alternator voltage output, not the
alternator. The major changes are in the charging control and sensing functions. Conventional alternators work as
standalone units, that make all the decisions on what current or more accurately what output voltage they run at.
The internal voltage regulator sets the output voltage at a constant value; the battery voltage sensing is through the
alternator output cable.

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The alternator in the EPM system uses the L terminal, (was used for the charging light) and the F terminal, (a long
time ago this was used for external regulator connection) for quite different functions, which will be discussed fully
in the Engine Control Module section.

Conventional alternators work as constant voltage generators, the current output is continually changing. Calcium
batteries used in VE/WM have different charge requirements to traditional lead acid batteries. Calcium (Ca) batteries
require “4 stage charging”; due to their chemical properties, they prefer higher voltages than lead acid units do.
Calcium batteries also prefer different current limiting and different charging voltages depending on their state of
charge.

The conventional alternator does not have current limiting control; it controls charging by generating a constant
voltage, which is always slightly higher than fully charged battery voltage requirements, approximately 14.2 volts.
Under heavy electrical load, the conventional alternator supplies a lot of current, up to its maximum rated capacity
to retain the preset output voltage. Under light electrical load, the conventional alternator supplies current until it
reaches the preset output voltage. When the voltage exceeds the set point, the alternators‟ voltage regulator reduces
the field winding current, so reducing the alternator current output.

Fixed output voltage is a compromise between adequately charging the battery under heavy electrical load and not
overcharging the battery under light loads.

Battery voltage does not change quickly enough to reflect rapid changes in engine load conditions, caused by
increases in electrical load or AC turning on, so the conventional alternator does not limit its output quickly enough
to unload the engine. The EPM system reads these changes directly through the associated sensors connected to the
BCM and the ECM. The EPM system, on finding a sudden increase in engine load, commands the alternator to stop
charging. Rapidly unloading the engine in this way prevents stalling.

The BCM tells the ECM it needs a certain output voltage. The ECM, in turn, directs the alternator to supply this output
voltage. The alternator then tells the ECM how hard it is working. This signal from the alternator indicates how much
current it is producing to achieve the specified output voltage. Alternator communication signals are Pulse Width
Modulated (PWM).

Body Control Module (BCM):

The Body Control Module is the major decision making
component in the EPM.
It communicates data with the following systems:
 ECM through GMLAN High Speed (HS) Bus
 IPC through GMLAN Low Speed (LS) Bus
It reads battery net charge and voltage through the
following components:
 Net charge current through Battery Current Sensor
 Battery Voltage via the Battery Sense Direct line

The BCM receives net charge information from the Battery Current Sensor and monitors the battery Voltage through
the Battery Sense Voltage Line. The BCM determines the desired output of the alternator and sends the information
to the ECM. The ECM controls the alternator through the PWM signal it sends to the L terminal, connected to the
alternator field circuit. The ECM monitors the duty cycle of the alternator field. The ECM reads the duty cycle, via the F
terminal, and sends this information to the BCM via the GMLAN bus.

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The BCM also estimates battery temperature based on ambient temperature and net charge to refine its view of the
battery‟s state of charge (SOC).

Battery Current Sensor:

The net current flow into or out of the battery is measured using
the Battery Current Sensor found on the negative battery cable.

This 3 wire Hall Effect device generates a pulse width modulated signal,
the duty cycle is proportional to ground current through the earth strap.
The BCM reads the signal.

The signal voltage is 0 or 5 volts, a square wave with a base

frequency of 125 Hz or 125 cycles per second.
The normal duty cycle ranges from 10% to 90% and represents a current draw of -60 to +60 amps.
Duty cycle outputs between 0-10% and 90-100% are for diagnostic purposes only.

Engine Control Module (ECM)

As illustrated in the EPM communication system diagram above, the ECM receives
alternator control information from the BCM through GMLAN HS Bus. The ECM is
connected to the alternator by two Pulse Width Modulated signals, the L Terminal
and the F Terminal. Both of these PWM signals are 5 volt PWM signals of a frequency
of 128 Hz and with a duty cycle of 0–100 percent.

The L Terminal is the command signal from the ECM to the alternator.
Normal duty cycle is between 10–90 %. Signals between 0–10 % and 90–100 %
are for diagnostic purposes.

The table to the right maps the commanded duty cycle presented to the L terminal
against the output voltage of the alternator:

The alternator feeds back information via the F terminal. This information informs the ECM how hard it is working.
The ECM in turn relays this information to the BCM. The BCM may make a decision to turn off unnecessary electrical
loads if the alternator is not coping. As an example if the headlamps, window wipers, heated rear window and
entertainment system are on the BCM orders 70% output to the ECM. The ECM will then send a 70% duty cycle signal
to the alternator. The extreme load on the alternator would cause a 95% PWM signal back to the ECM. The BCM on
receiving this information from the ECM may switch off the heated rear window. Under lighter current load a 70%,
command to the alternator may produce a 30% response. This means the alternator is able to maintain the required
voltage while working at one third of its total capacity. Similar to the L Terminal signal, the Normal duty cycle of the
F terminal is between 5–95%. Duty cycle outside this range is for diagnostic purposes.

This allows the ECM to adjust the idle speed to compensate for high electrical loads. The ECM monitors the status of
the alternator load. When the key is in the RUN position and the engine is OFF, the ECM should detect a duty cycle
near 0 percent. When the engine is running, the duty cycle should be between 5–95 percent. Typical values seen in
Scan Tool Data for Engine ⇒ Electrical, for L and F signals would be 70-75% for L, commanding about 14.4 volts from
the alternator and anywhere between 30-95% signal on the F terminal. The high value (99%) is full electrical load at
idle with a battery not fully charged, the low value is low electrical load. Remember if you see 100% duty cycle
reported on F terminal the alternator could be faulty. We will cover system diagnosis towards the end of this paper.

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Instrument Panel Cluster (IPC):
The IPC provides a means of customer notification in case of EPM failure. This BCM provides EPM information to the
IPC via the GMLAN Low speed bus.
There are two fault indicators displayed by the IPC:
 Charge indicator

 Driver Information Centre (DIC) message “Battery Saver Mode On”

Charge Indicator Operation:

The instrument panel cluster (IPC) illuminates the charge indicator and displays a warning message in the driver
information centre (DIC) when the one or more of the following occurs:
 The engine control module (ECM) detects that the alternator output is less than 11 volts or greater than 16
volts. The IPC receives a GMLAN message from the ECM, via the BCM, requesting illumination.
 The IPC determines that the system voltage is less than 11 volts or greater than 16 volts for more than 30
seconds. The IPC receives a GMLAN message from the BCM indicating a system voltage range problem.
 The IPC performs the displays test at the start of each ignition cycle. The indicator illuminates or
approximately 3 seconds.
 The ignition is ON, with the engine OFF.
View the charge indicator warning displayed in the DIC and the location of the charge warning lamp, A, in the
accompanying diagrams, the actual location depends on vehicle model.

Battery Voltage Display:

On Series I SS and SV6 models there is also a battery voltage/oil pressure
gauge

The battery voltage/oil pressure gauge is located in the centre of the

dashboard above the air vents. The gauge shows the battery voltage
and the engine oil pressure.

The Secondary Information Centre (SIC) displays the system voltage

as received from the BCM over the GMLAN serial data circuit. If there
is no communication with the BCM, the display will read all dashes.

Note: This feature is not available on Series II models.

Battery Saver Mode:

The BCM and the ECM will send a GMLAN message to the DIC informing
it to display the Battery Saver Mode On message. When a charging system
DTC is current, the IPC displays the message. The IPC stops displaying the
message when the conditions for clearing the DTC are satisfied.

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Charging System Diagnostics
The first step to accurate charging diagnosis is the use of the
correct testing equipment.

Battery Testing Equipment:

Holden recommends the use of a Digital Multimeter with the following specifications:
 Input impedance of at least 10MΩ
 Accuracy of ±0.05 volts, measuring in DC volts
 The maximum voltage range used is 20 volts (Range Hold to 20 volts DC)

Battery Testing Procedure

Open Circuit Voltage (OCV) Test:
Following the steps outlined will ensure accurate Battery Voltage measurements:
1. Turn off Scan Tool if in use.
2. Remove any surface charge by turning the headlamps to high beam for 10 seconds.
3. Switch of all current drains i.e. headlamps on, doors open etc.
4. Open the boot lid.
5. Remove the key from the ignition then open and close the drivers‟ door.
6. Wait for the last visible vehicle functions to shut down (e.g. headlights, IPC etc) and then wait for at least a
minute after activity ceases to allow the battery to settle. NOTE: This ensures that GM-LAN network is
asleep, not pulling current and possibly lowering the OCV reading.
7. Switch your DVM to the 20-volt scale and measure the voltage at the battery terminals.

The reading should be a minimum of 12.4 volts for the VE/WM Calcium battery.
If the battery requires charging, connect the charger leads to the jump-start posts, not the battery terminals.
The charge current then flows through the sensing ground lead and the BCM will have a clearer idea of the state of
charge (SOC) of the battery.

Scan Tool Diagnosis:

Note: The following Diagnosis has been carried out with a GM „Tech 2‟ scan tool, therefore it may vary to aftermarket
equivalent tools.

We will now look at how Tech 2 can help in diagnosing charging faults.
Many modules in the vehicle detect low/high voltage problems and set a DTC. We will concentrate on DTC‟s directly
related to the charging system only.

Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.

Conditions for Running the DTC:

 The vehicle speed is above 8 km/h (5 mph).
 The system voltage is between 9.5–18 volts.

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Conditions for Setting the DTC:
With the engine running, the ECM detects a PWM signal less than 5 percent for at least 15 seconds (DTC P0625:
Generator F Terminal Low Voltage).

With the engine running, the ECM detects a PWM signal of 100 percent for at least 15 seconds (DTC P0626: Generator
F Terminal High Voltage).

Circuit/System Verification:
With the scan tool installed, ignition ON and the engine running, observe the alternator-F Terminal Signal parameter
in the ECM data list. The alternator-F Terminal Signal parameter should read between 5 and 95 percent.

Circuit/System Testing:

1. Verify that a test lamp illuminates between the generator B+ circuit terminal 1 X2 and ground.

⇒ If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high
resistance.

2. Ignition OFF, disconnect the X1 harness connector at the generator.

3. Ignition ON, verify the scan tool ECM GEN-F Terminal Signal parameter displays less than 5 percent.

⇒ If greater than the specified range, test the signal circuit terminal 2 for a short to voltage. If the circuit
tests normal, replace the ECM.

4. Install a 3 A fused jumper wire between B+ and the signal circuit terminal 2.

5. Verify the scan tool ECM GEN-F Terminal Signal parameter displays greater than 95 percent.

⇒ If less than the specified range, test the signal circuit terminal 2 for a short to ground or an open/high
resistance. If the circuit tests normal, replace the ECM.

6. If the circuit tests normal replace the Alternator with the correct Holden Genuine replacement Part.

We are producing a crude signal equivalent to 0% with the test light not contacting, to 100% with the test
light contacting the F terminal harness side. The Tech 2 should show these two inputs in the data list display,
unless there is a problem in the harness to ECM.

⇒ If the test lamp did not affect the alternator-F Terminal Signal parameter, test the alternator-F
Terminal Signal circuit for a short to ground or an open/high resistance. If circuit tests normal, replace the
ECM.

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Perform the Diagnostic System Check - Vehicle in Vehicle DTC Information, prior to using this diagnostic test.

Circuit/System Description:
The engine control module (ECM) uses the alternator turn ON signal circuit to control the load of the alternator on
the engine. A high side driver in the ECM applies a PWM signal to the voltage regulator. This signals the output
voltage, which the alternator produces. The ECM monitors the state of the alternator F terminal. The ECM should
detect low voltage on the alternator turn on signal circuit when the ignition is ON and the engine is OFF or when the
charging system malfunctions. With the engine running, the ECM should detect high voltage on the alternator turn
on signal circuit. The ECM performs key ON and RUN tests to determine the status of the alternator turn on signal
circuit.

Conditions for Running the DTC:

The engine is running.

Conditions for Setting the DTC:

With the engine running, the ECM detects low/high value compared to a predetermined voltage on the alternator
turn on signal circuit for at least 15 seconds.

Action Taken when the DTC Sets :

DTCs P0621, P1668, P2500 or P2501 are type C store only DTCs.

Conditions for Clearing the MIL/DTC:

DTCs P0621, P1668, P2500 or P2501 are type C store only DTCs.

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Scan Tool Reference:
Engine Control Module Scan Tool Data List

Circuit/System Testing:
1. With ignition ON and the engine OFF disconnect the alternator harness at the alternator and measure
the voltage of the alternator turn on signal circuit should read near 0 volts.

⇒ If greater than, 0 volts test the alternator turn on signal circuit for a short to voltage. If circuit test
is normal, replace the ECM.

2. With ignition ON and the engine running, the voltage of the alternator turn on signal circuit should read over
3.5 volts.

⇒ If no voltage is measured, test the alternator turn on signal circuit for a short to ground or an open/high
resistance. If circuit tests normal replace the ECM.

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Current Sensor DTC
DTCB1516 08: Battery Current Sensor Performance Signal Invalid
Diagnostic Fault Information:
Perform the Diagnostic System Check - Vehicle in Vehicle DTC Information, prior to using this diagnostic procedure.

Circuit/System Description:
The battery current sensor supplies a PWM input signal to the body control module (BCM).

Conditions for Running the DTC:

 The ignition is ON.
 The engine is running.

Conditions for Setting the DTC:

The BCM detects a duty cycle of PWM input signal is less than 4 % or more than 96% for more 33 seconds.

Action Taken When the DTC Sets :

The setting of this DTC illuminates the SERVICE VEHICLE SOON in the driver information centre (DIC).

Conditions for Clearing the DTC:

 The DTC clears as “current status” when the battery sensed current returns to normal range for
more than 5 seconds.
 Clear the DTC using a scan tool.

Circuit/System Testing:
1. Ignition OFF, disconnect the harness connector at the battery current sensor.

2. Ignition OFF for 90 seconds, test for less than 5 ohms between the low reference circuit terminal B and
ground.
⇒ If greater than the specified range, test the low reference circuit for an open/high resistance.

3. Ignition ON, test for 4.8–5.2 volts between the 5-volt reference circuit terminal A and ground.
⇒ If less than the specified range , test the 5-volt reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, then replace the BCM.

⇒ If greater than the specified range, test the 5-volt reference circuit for a short to voltage. If the circuit tests
normal, then replace the BCM.

4. Ignition ON, test for 4.8–5.2 volts between the signal circuit terminal C and ground.

⇒ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the
circuit tests normal, replace the BCM.

⇒ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal,
replace the BCM.

5. If all circuits test normal, replace the battery current sensor.

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BCM Voltage DTC
DTCB1517 00: Battery Voltage Below/Above Threshold

Diagnostic Fault Information:

Perform the Diagnostic System Check - Vehicle in Vehicle DTC Information, prior to using this diagnostic procedure.

Circuit/System Description:
The body control module (BCM) has designated circuits for monitoring vehicle system voltage. The BCM monitors the
system voltage to keep the voltage within the correct range. Damage to components and incorrect data may occur
when the voltage is out of range. The BCM monitors the system voltage over an extended length of time. If the BCM
detects the system voltage is outside an expected range for the calibrated length of time or the BCM battery sense
circuits differ by 3 volts, DTC B1517 will set. Other modules also monitor system voltage. The system voltage message
is sent to the other modules and will default to 12.9 volts.

Conditions for Running the DTC:

This DTC will run only if the BCM has power, ground and the ignition is not in START mode. This DTC shall execute
regardless of the battery voltage.

Conditions for Setting the DTC:

The battery voltage measured is:
• Less than 11.8 V for greater than 30 minutes
• Less than 11.6 V for greater than 20 minutes

• Less than 11 V for greater than 90 seconds

Action Taken When the DTC Sets:

The DIC displays the SERVICE VEHICLE SOON Message.

Conditions for Clearing the DTC:

The condition for setting the DTC is no longer present.
A history DTC clears after 50 fault-free ignition cycles.
The DTC can be cleared using a scan tool.

Circuit/System Testing
1. Measure and record the battery voltage.

2. Ignition OFF, disconnect the harness connector at the telematics module.

3. Ignition OFF, measure for battery voltage from the telematics module power circuit to a known ground.

⇒ If more than 1 volt difference between battery voltage and the power circuit then test the applicable circuit
for a short to ground or an open/high resistance. If the circuits/connections test normal, replace the
telematics module.

High Current Drain DTC

DTCB1527 00: High Parasitic Load Detected

Diagnostic Fault Information:

Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.

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Circuit/System Description:
The body control module (BCM) monitors the state of charge (SOC) of the electrical system. If the BCM senses that the
SOC at key-on is 30 percent lower than what it was when the engine was running, DTC B1527 will set.

Conditions for Running the DTC:

The ignition must be in Accessory or Run mode for this code to set.

Conditions for Setting the DTC:

The SOC at key-on is 30 percent lower than when the engine was running and battery drain is more than 2 amps.

Action Taken When the DTC Sets:

There is no battery telltale illuminated or driver information centre (DIC) message displayed.

Conditions for Clearing the DTC:

 The DTC will clear when run SOC is greater than or equal to 80 percent.
 A history DTC clears after 50 fault-free ignition cycles.
 The DTC can be cleared using a scan tool.

Circuit/System Testing
1. Ignition ON, with the scan tool compare the Previous State of Charge and Start Up State of Charge
parameters. The readings should not differ by more than 30 percent.
- If the readings differ by more than 30 percent, refer to Battery Electrical Drain/Parasitic Load Test.

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Charging System Check
If these tests check out OK then we need to carry out a charging system
check.
Note: Remember to wear Safety Glasses when working with batteries.

Connect a DMM set on volts (20 volts range) to the alternator positive
terminal and a known good ground.

Connect a current clamp capable of reading 200 amps DC to the alternator

charge lead.

Record the voltage reading on the DMM. Connect a suitable loading device to the battery positive and negative posts.

Connect a scan tool and start the engine.

While observing the scan tool, increase the engine speed to 1300 RPM.

Observing the Current Clamp reading, the amperage should be 5.0–10 amps and the DMM voltage should read
between 13.8–15.4 volts.
1. While observing the scan tool, increase the engine speed to 1900 RPM.
2. Observe the DMM adjust the loading device to 90 percent of the alternators maximum output.
3. Observe the DMM voltage should read between 13.8–15.4 volts.
4. Adjust the loading device until the DMM reads 13.5 volts.
5. Observe the DMM the amperage should read maximum output of alternator (100 amps or more).
6. Stop the engine.
7. Remove test equipment.
If the alternator voltage readings are outside the limits above or the current is below 100 amps
then replace the alternator.

COPYRIGHT- GM HOLDEN LTD.

Reproduction in whole or in part prohibited without written approval to Editor – Go Torque, Holden Aftersales
Department, 191 Salmon Street Port Melbourne

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