LEARNING RESOURCE PACKAGE

Charging and Starting

Circuits & Systems
Systems
AELEC0027/1
Publishing details:

These notes were prepared by Construction & Transport Division TAFE NSW

2002 Edition
©NSW TAFE Commission/DET
Construction & Transport Division
Western Sydney Institute of TAFE

For Construction and Transport Division TAFE NSW

Victoria Road
Castle Hill NSW 2154
Ph: (02) 9204 4600

First Published 2002

ISBN 0 7348 0953 0

© Construction and Transport Division TAFE NSW, 2002

Copyright of this material is reserved to Construction and Transport Division TAFE NSW. Reproduction or
transmittal in whole or part, other than for the purposes and subject to the provision of the Copyright Act, is
prohibited without the written authority of Construction and Transport Division, TAFE NSW.

Published by
Construction and Transport Division TAFE NSW
 Contents
Introduction to the Module 1
Section 1 Components & Operation 3
1.1 Introduction 4
1.2 Safety 5
1.3 Overview, charging systems 6
1.4 Components & operation 7
Rectification 9
Voltage regulator 9
Warning indicators 11
Types of alternators 13

Section 2 Charging Systems Testing and Repair 17

2.1 Introduction 18
2.2 Safety 19
2.3 Diagnosis & testing 20
Alternator output problems 22
Charging system testing 24
Alternator output testing 23
2.4 Alternator repair 28
Alternator overhaul 29
Component testing 30
Reassembly 34
Section 3 Starting System Components & Operation 35
3.1 Introduction 36
3.2 Safety 37
3.3 Overview, starting systems 38
3.4 Components & operation 39
Section 4 Starting System Testing & Repair 45
4.1 Introduction 46
4.2 Diagnosis & testing 47
On vehicle testing 49
Off vehicle testing 51
Component testing 52
Electrical testing 54
Reassembly 57

Appendix A - Charging Systems - Written &

Practical Activities 59

Appendix B - Starting Systems - Written &

Practical Activities 73

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©TAFE NSW Construction & Transport Division First Edition 2002
BLANK PAGE
Introduction
Charging and Starting Systems
The aim of this module is to assist you to develop a better
understanding of the skills and knowledge required to effectively
service and test heavy vehicle charging and starting systems

This module should be used during a course of instruction which

will include:

• Standard operating procedures and safety issues

• Demonstrations of practical skills by qualified trainers
• Supervised use of tools and testing equipment
• Practical tasks for you to perform

This module is divided into four sections:

1. Charging systems components, operation and circuits

2. Test and repair charging systems
3. Starting systems components, operation and circuits
4. Test and repair starting systems

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©TAFE NSW Construction & Transport Division First Edition 2002
 What these symbols mean

Beware/Caution/Remember/Take Note

Read

Written Activity

Tutorial

Learning or practical activity

Check your progress

View CDX/Watch a Video

Safety

Revise/Review

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 SECTION 1

Charging Systems

Components & Operation

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©TAFE NSW Construction & Transport Division First Edition 2002
 1.1 Charging Systems
Components & Operation

Introduction

This section contains information about charging systems which will

give you a better understanding of:

• Safety issues involved when working with these systems

• The purpose, components and operation of heavy vehicle
charging systems

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 1.2 Safety
There are many safety requirements you must be aware of when you
are working on a heavy vehicle electrical system. Working safely
means you won’t injure yourself or damage the vehicle or the service
tools and equipment that you may be using.

As you work through this module you will be warned about safety
issues that affect particular parts of the electrical system but for now
here are a few general safety precautions you should follow::

• Wear approved protective clothing and eye protection

• Avoid contact with battery acid which can cause severe burns

• Do not smoke, cause a spark or a short circuit which may cause

hydrogen gas from the battery to explode

• Before disconnecting a battery, make sure the ignition and all

accessories are switched off then remove the negative lead first

• Remove metal watch bands and jewelry which may act as a

conductor when placed across a circuit and become white hot in
a very short time causing severe burns

• Prevent alternator damage by connecting battery leads in the

correct polarity

• Static electricity can damage electronic systems, use a

grounding strap or discharge yourself before working on digital
circuits.

• To prevent damage to digital circuit components use only

digital meters, LED or high resistance test lights or specialised
testing tools

• Keep away from drive belts and cooling system fans when
working around charging system components

• In all cases, if you are not sure of the safe method of doing a
job, read the workshop manual or ask someone who knows.

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1.3 Overview
The purpose of a charging system is to convert the mechanical energy
of the engine into electrical energy which is used to:
• charge the battery
• power the vehicle’s electrical system while the engine is
running
The battery provides the electrical system with power when the
engine is not running and for starting. The charging system is
designed to keep the battery charged and produce enough
electrical energy to run the vehicle’s electrical system.
The main components found in a charging system are:
• battery
• alternator
• voltage regulator
• warning light
• drive mechanism
• Wiring
The alternator is usually belt driven and as it spins it develops
alternating current (AC) which is then converted to the direct current
(DC) that the electrical system requires. Alternators are available for
12 or 24 Volt systems and are rated according to the maximum
amperage that they can produce.
Alternator output voltage must be maintained at between 13 and 15
Volts in a 12 Volt system and this is done by a voltage regulator.
Current or Amperage output of the alternator varies and mainly
depends on the state of charge of the battery and the electrical
components being used..
An indicator light, ammeter or voltmeter is used to inform the driver
of the condition of the charging system. If the light come on with the
engine running then there is a charging system problem.
The wiring connects the alternator with the vehicle batteries and other
charging system circuits.

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1.4 Charging System
Components & Operation
The alternator, sometimes called an AC generator is used to produce
the electricity the vehicle needs to run and to keep the battery charged.
The alternator uses the principle of electromagnetic induction to
produce voltage and current. Electromagnetic induction produces
electricity by using a magnet, conductors and movement between
them.
The five main parts of the alternator are the:
• Rotor
• Stator
• Diodes (rectifier)
• Voltage Regulator
• Warning light

Rotor

The rotor is a rotating electromagnet, driven by the engine. It consists

of two iron housings with a coil of wire placed in between them
mounted on a shaft. When a current is applied to the coil, a magnetic
field is produced. This is called the field current and the strength of
the field depends on the amount of current flowing in it. Current
output of the alternator is controlled by varying the strength of the
field current.

From To earth
regulator

Brushes

Slip rings

Rotor

Field current flows through the spinning rotor coil through a brush, a
slip ring and then earths via another slip ring and brush to complete
the circuit.

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 Stator

The stator is a set of insulated copper wires wrapped around an iron

housing or core (1). As the rotor spins inside the stator (2) the
magnetic lines of force cut through the copper wires inducing a
voltage. There are usually three sets of stator windings which overlap
one another and are wired in either a Star or Delta formation. Both
systems are common and :
• a Star system is a series connection and produces higher
voltage
• the Delta system is parallel and produces higher current flow

1 2
Star

Delta

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 Rectification

A rotor with alternate North and South poles produces an AC current

in the stator windings. Converting AC to DC is called rectification
and is done by diodes. A diode is an electrical one way check valve
that will let current flow in only one direction. AC current from each
stator coil or phase is fed into one side of the diode bridge (1) and
DC current flows out to the battery. There are always at least 6 diodes
used, two for each stator phase.

To battery Exciter
diodes
1
Regulator

Diode Rotor
bridge coil

Diode
Stator
To earth
Voltage regulator

A voltage regulator (1) controls the level of alternator output voltage

and maintains that level regardless of the loads placed on it or the
speed the alternator is spinning. It does this by turning the current to
the field (rotor) on and off. The regulator is usually electronic, fitted
in or onto the alternator (2) or may be remote from the alternator (3).

1 2 3

In a 12
Volt

system, if the battery voltage goes below 13.5 Volts, the voltage
regulator sends current to the rotor coil which causes stator current to
flow into the battery. If the voltage goes above 14.5 volts, the voltage
regulator reduces or turns off the current to the field coil which
reduces alternator output and prevents the battery overcharging.

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©TAFE NSW Construction & Transport Division First Edition 2002
 Some regulators are fitted with a sensing wire that connects the
regulator to the battery positive terminal. Most regulators control
alternator output in relation to voltage measured at the alternator.
Battery voltage sensing systems control alternator output by
measuring the actual voltage at the battery. This is more accurate and
allows for any voltage drops between the alternator and battery.
As more electrical accessories are switched on, such as lights, heater
fan etc, the battery voltage decreases and the voltage regulator
increases field voltage and more current flows into the battery to
compensate for the added load. It is extremely important that when
alternator efficiency is checked, both voltage and amperage outputs
are checked.

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 Voltage regulators are usually temperature compensated to allow for
the extra voltage required to charge a cold battery. At around 0
degrees C, a 12 Volt battery requires about 14.5 Volts as the
minimum charging voltage. At around 25 degrees C the minimum
required drops to about 13.5 Volts.

Warning indicators

In most alternator systems a warning light is placed between the

ignition switch and the alternator and is used to indicate charging
system operation. With the engine off and the ignition on, battery
current flows through the switch, light, voltage regulator, alternator
and then to earth and the light comes on. When the engine is running
any output voltage from the alternator will balance the battery supply
voltage and the light will go out (1)

1 Ignition
Light Alternator
switch
From
battery OFF

RUN
START Field

The warning light circuit also provides current to the rotor field coil
to create a weak magnetic field to start the alternator charging when
the engine is first run.

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 Some systems use a voltmeter and / or an ammeter to give the driver
additional information about what the charging system is doing.
The voltmeter is wired between the ignition switch and earth and the
ammeter is normally connected in series with the battery positive and
an alternator output terminal. A simplified diagram is shown below.
The ammeter needle will be centred with the system switched off,
then move to the left if any electrical load is operated with the engine
stopped. As the alternator charges the battery, the ammeter will move
to the right. The voltmeter displays system voltage with the ignition
on.

Alternator

Ammeter

Voltmeter
OFF
RUN
START

Starter

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 Alternator cooling
All alternators produce heat from the blocking action of the diodes and
the current flow through the rotor coil. A cooling fan is used on most
alternators to create a flow of air though the alternator housing which
prevents the heat build up from damaging the internal components.
The fan is mounted on the rotor shaft which is driven by the engine.

Alternator wiring
The alternator is connected to the battery through a ‘B’, ‘Bat’ or ‘Pos’
terminal and earthed either through the alternator housing or an earth
terminal on the alternator. Other terminals may be used for connecting
a warning light, voltage regulator, battery sensing, engine tachometer
or an output to an ECM depending on the type of charging system.
The manufacturers workshop manual should give details on the
lettering and purpose of each terminal on a particular alternator.

Types of alternators
Alternators used on heavy vehicles are usually classified by the
maximum current output the alternator can produce, eg. 70 A, 90 A,
120 A etc. Maximum output depends on the size of the stator and
generally, the bigger the alternator, the more current it is capable of
producing. The alternator operating voltage is usually either 12 or 24
Volts.
Most alternators use brushes and slip rings to supply current to the
rotor coil but some are ’brushless’ which do not use brushes and slip
rings but a fixed field coil fitted inside a permanent magnet rotor. A
basic diagram of the layout of major components is shown below:
Stator

Rotor

Field

Rotor
bearing

When the engine is started there is enough magnetism in the rotor to

induce a voltage in the stator windings. Some of this output is fed
through the field windings which increases the magnetic force of the
rotor.
The voltage regulator controls the field strength and therefore the
output of the alternator and the alternating current produced is
rectified by diodes in the same way as a ‘brushed’ alternator.
Brushless alternators tend to have a long working life because there
are no brushes and slip rings to wear out.

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 Types of voltage regulators
Voltage regulators used on heavy vehicles are usually fully electronic
although some alternators are regulated by the engine management
computer. Older vehicles may have a mechanical or a combination of
a mechanical and electronic unit fitted.
Fully electronic regulators have three circuits which work together to
control voltage to the rotor coil and these are the:
• regulator transistor circuit which switches current to the rotor
coil
• voltage sensing circuit based around a Zener diode
• control switch which switches the main regulator transistor off
when battery voltage is high and on when low.

Regulator
transistor

Ignition Rotor
switch field coil
Zener
voltage Control
sensing switch

Voltage Regulator

Diodes are electrical one way check valves that allow current to flow
in one direction but not the other. The Zener diode is voltage sensitive
and can be manufactured to conduct when voltage reaches a pre set
level.
If the alternator output voltage rises to a certain level (around 15V),
the Zener diode will stop blocking and will allow current to flow
through it to the control circuit. The Zener will block current flow if
the voltage falls below a certain level.
This conducting and blocking action acts as a voltage sensitive switch
which turns the rotor coil field current on and off by switching the
control and regulator transistors on and off.
A temperature compensating circuit using a thermistor is used to
charge the battery at different voltage levels depending on the
temperature. The colder the battery the higher the voltage required to
charge it and vice versa.
In many alternators, the current supplied to the regulator comes from
the stator once the alternator is turning. Three extra diodes (exciter
diodes or a diode trio) are used to rectify this AC current to DC.
Electronic regulators are compact, have no moving parts and can be
mounted on or inside the alternator which overcomes wiring and
voltage drop problems. As well as this, they regulate voltage and
therefore alternator current output accurately by switching the rotor
field coil very quickly, between 10 and 5,000 times a second.

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 Mechanical regulators
Like a relay, a mechanical regulator uses electromagnetic coils to
switch battery and alternator voltage. A basic system consists of two
coils and switches. One coil, the field relay is used to switch battery
voltage to the rotor field coil when the engine is started and acts as a
safety switch to prevent overcharging if the voltage limiter fails. The
second coil, the voltage limiter is connected through a resistor circuit
and controls the level of voltage to the field coil depending on battery
voltage.
The voltage limiter coil is connected to battery positive through the
ignition switch. With the engine running, a magnetic field is created
in the voltage limiter coil, which like a relay attracts a moveable
contact point which acts as a switch. There are two fixed points, an
upper and lower with a moving contact between them which is
attached to a spring.
Operation
When the battery voltage is between 0 and around 13.8 Volts the
moveable contact is pulled upward by spring pressure and the rotor
coil receives full battery voltage (1).
When battery voltage reaches 13.8 Volts the limiter coil magnetic
field is strong enough to pull the moveable contact into a middle
position and the increasing voltage is applied to the rotor coil through
a resistor. (2)
When battery voltage exceeds 14.5 Volts, the limiter coil pulls the
moveable point to the lower position which cuts off rotor field current

1 Ignition 2
switch
+ +

Voltage
Regulator

Rotor Voltage
field coil limiter coil

Transistor combination unit

Some systems may use a mechanical field relay and an electronic
(transistor switching) electronic voltage sensing circuit. Like the
mechanical regulator, these units are mounted away from the
alternator.

Field relay

Transistor
circuit

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 Student Notes

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 SECTION 2

Charging Systems

Testing & Repair

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©TAFE NSW Construction & Transport Division First Edition 2002
2.1 Introduction
This section contains general information about how to find and repair
problems in heavy vehicle charging systems which will give you a better
understanding of:

• Safety issues involved when working with these systems

• The basic knowledge and equipment required to diagnose circuit

problems, test and repair common heavy vehicle charging systems.

It is important to remember that manufacturers use a wide variety of

different charging system components and wiring systems. For this
reason mechanics should use a workshop manual or other sources of
reliable technical information to effectively service a particular system.

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2.2 Safety
There are many safety requirements you must be aware of when you
are testing and repairing a heavy vehicle charging system.

• Wear approved protective clothing and eye protection

• Avoid contact with battery acid which can cause severe burns

• Do not smoke, cause a spark or a short circuit which may cause

hydrogen gas from the battery to explode

• Before disconnecting a battery, make sure the engine is

stopped and the ignition switch and all accessories are switched
off, then remove the negative lead first

• Never disconnect the alternator output lead if the engine is

running

• Do not remove an alternator from a vehicle unless the battery

(s) is disconnected

• When testing an alternator, do not allow the output voltage to

exceed the manufacturers recommended maximum, usually 16
Volts on 12 V systems.

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©TAFE NSW Construction & Transport Division First Edition 2002
 2.3 Diagnosis & testing
Diagnosing problems in charging systems should be done by following
the manufacturers recommended fault finding procedures. However,
most charging system problems relate to either:
1. Alternator drive, rotor shaft bearing or internal noise
2. Low, high or no output from the alternator

Alternator noise

Belts and pulleys

The most common type of alternator noise comes from the drive belt(s).
This is usually a squealing noise whenever the engine is running.
Check the belt for looseness with a tension gauge. If you remove a
noisy drive belt and run the engine, the noise should disappear.
Another method is to stop the engine and rub a bar of soap onto the belt
drive surface. Repeat this for each belt fitted and if the noise reduces or
goes away you have found the problem.
Belts should be checked for tension, correct size, wear and any signs of
contamination. Drive pulleys should be checked as they may be worn
causing the belt to sit lower in the pulley and slip.
Rotor shaft bearings
The rotor shaft is supported at each end on roller bearings which have a
certain working life but can wear out quickly due to over tightened
drive belts. Worn bearings can be checked with a stethoscope placed on
the alternator housing near the bearings with the engine idling. Care
should be taken to avoid touching the alternator fan, pulley or electrical
terminals.
Another method is to remove the drive belt then run the engine, if the
noise disappears then the bearings are the problem. Sometimes a worn
alternator bearing can be found by removing the belt and rotating the
pulley by hand and feeling for any roughness.

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 Internal noise
A short circuit in the diodes or stator can cause a whining noise from
the alternator. This condition is not common and is usually checked
by removing the wiring from the alternator and then running the en-
gine. If the noise goes away then the alternator will have to be re-
placed or repaired.

Belt tension gauge Bearing noise using a stethoscope

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 Alternator output problems
Correct alternator operation depends on the components of the
charging system working together. If the wiring, voltage regulator,
alternator, battery and alternator drive are in good condition then the
system should operate without problems.
Output problems arise when one or more components in the charging
system develop a fault. Problem signs can be slow cranking due to
the battery not being charged or rapid water loss and overheating of
the battery caused by overcharging. A general charging system
diagnosis chart is shown below:
PROBLEM POSSIBLE CAUSE PROCEDURE

Warning light flickers Wiring problem Tighten loose connections

Repair wiring as necessary
Worn brushes Replace brushes
Warning light stays Drive problem Adjust / replace belt
on System wiring Tighten loose connections
Repair wiring as necessary
Regulator/alternator Test and repair faulty item

Battery charge always Battery Test, charge or replace battery

low Alternator output Test for low alternator output
Drive problem Adjust / replace belt
Wiring problem Tighten loose connections
Repair wiring as necessary

Battery uses too much System wiring Tighten loose connections

water Repair wiring as necessary
Voltage regulator Wiring at regulator earth
Faulty voltage regulator

Charging system testing

If a problem develops in a vehicle’s charging system the
manufacturers testing procedures should be followed. In most cases,
this involves :
• a visual check of the system
• checking battery condition
• wiring test
• testing the voltage output of the alternator
• testing the current output of the alternator
The visual check covers drive belt problems, loose, damaged or
disconnected wiring and any other visible problem which might help
to diagnose the fault.
Each battery in the vehicle should be checked for clean and tight
connections, correct electrolyte level and should be charged enough
to give a no load voltage of at least 12.5 Volts.

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 Alternator output testing
Alternator output testing on the vehicle usually consists of :
• unloaded voltage output
• loaded voltage output
• voltage drop test on the charging system wiring
• current output

Unloaded voltage output test

This is used as the first step in testing the alternator output and requires
a voltmeter. The testing procedure is:
1. Set the meter to volts DC
2. Connect the meter positive lead to the alternator battery terminal
and the negative lead to the alternator ground terminal or housing
(1)
3. Turn off all electrical loads and start the engine
4. Run the engine at around 1000 rpm and note the voltage reading
5. Connect the voltmeter with correct polarity to each battery at the
same engine speed and note the readings (2)
6. Compare results with the table below

1 14V 2 13V

_ + _ +

B+ B+
+ +

Results:
The SYSTEM VOLTAGE OPERATING RANGE battery
and 12 13.0 - 14.5
24 26.0 - 29.00
alternator voltages are both in the normal range. The next step is to do
a loaded voltage output test
The alternator output voltage was within the normal operating range
but the battery voltages were found to be lower, a voltage drop test of
the alternator to battery wiring should be done.
Both the alternator and battery voltages were lower than the normal
range. This indicates an undercharging condition which could be due
to either the batteries, voltage regulator or the alternator
The alternator voltage was higher than the normal range.
This indicates an overcharging condition which could be due to a fault
in the voltage regulator or the alternator

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 Loaded voltage output test

This test differs from the unloaded output check by placing a load on
the alternator. In most cases, a suitable load is all the lights on, the
headlights on high beam and the heater fan on high speed.
Check the voltage readings which should be within the normal range.

Charging system voltage drop test

This test is done when the voltage output at the alternator is higher
than that at the battery and checks for voltage loss between the
battery and alternator. The testing procedure is:
1. Set the meter to volts DC
2. Start the engine and turn all possible electrical loads ON
3. Run the engine at around 1000 rpm
4. Connect the positive terminal of the meter to the alternator
battery terminal and the negative lead to the starter solenoid
(Test 1)
5. Connect the positive meter lead to the solenoid and the negative
to battery positive (Test 2)
6. Connect the meter positive lead to the alternator ground
terminal or the alternator housing and the negative lead to the
ground point on the engine or frame (Test 3)
7. Connect the positive led of the meter to the starter ground and
the negative lead to the battery negative (Test 4)

Test 1 Test 3
0.1V 0.1V

_ + _ +
Test 2
0.1V
Alternator
_ + B+

OFF Engine ground

RUN
START
To electrical
system
0.1V

_ +
Test 4
Starter

Results:
If the meter showed a voltage of more than 0.1 V at any point then
there is an excessive voltage drop. This is usually caused by a high
resistance due to damaged, loose, dirty or corroded wiring or
connectors.
Make sure another voltage drop test is done after any wiring repairs
are done.

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 Current output test

The alternator will only produce current if there is a demand for it.
This test loads the charging
system to create a situation
where the alternator will
produce its highest possible
current output.

A load tester, such as the one

pictured is required to load the
charging system and an
ammeter is needed to measure
system current output. A
voltmeter connected to the
battery measures system
voltage during the test.
A clamp on inductive ammeter is preferred to handle the high current
flow and to make connection to the circuit easier.
The testing procedure is:
1. Connect the load tester to the battery with the correct polarity
2. Zero the ammeter and connect it to the negative battery lead
3. Connect the voltmeter to the battery with correct polarity
4. Turn the ignition on and note the ammeter reading
5. Start the engine and run at about 1500 rpm
6. Adjust the load tester to obtain the highest reading without the
voltage dropping below 12 Volts
7. Note the highest reading and turn the load tester off

Inductive
ammeter Voltmeter

140A 12V
_ +
Alternator

B+
+
Battery

_ +

Load tester

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©TAFE NSW Construction & Transport Division First Edition 2002
 Results:
Add the highest ammeter reading to the ignition on reading in step 4.
This combined figure should be within 10% of the manufacturers
specification.
If this reading and all other tests are satisfactory then the charging
system is in good condition.
If the current output is low then a further test may be done to find out
if the voltage regulator or the alternator is faulty.

Full field test

The purpose of this test is to find out whether the alternator or the
regulator is causing low output. This test by passes the voltage
regulator and allows the rotor field coil to receive constant full
battery voltage for the length of the test (around 10 seconds). If the
alternator produces satisfactory current then the voltage regulator is
faulty.

To avoid alternator damage, check the workshop manual to make sure

the manufacturer recommends this type of alternator testing and if so,
the exact procedure to be followed. By passing the voltage regulator
results in no control of alternator voltage which may rise to
dangerous levels.

Generally, full field testing requires:

• a load to be placed on the battery(s) to control output voltage
• running the engine at about 1000 rpm
• connecting the alternator output terminal to the battery to the
field circuit inside the alternator
• a test period no longer than 10 seconds

Results:

• If alternator output current is satisfactory then the voltage

regulator
is faulty
• If alternator output is low then the alternator is the problem and
should be dismantled and inspected then either repaired or
replaced

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 Voltage regulator adjustment

Some voltage regulators can be adjusted to make small changes to the

alternator output voltage. This usually involves turning an adjustment
screw or similar device clockwise or anticlockwise to fine tune the
voltage output.
Adjusting the regulator will not compensate for a faulty alternator,
regulator or battery and should be done by referring to the
manufacturers adjustment procedures for a particular type of
regulator.

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©TAFE NSW Construction & Transport Division First Edition 2002
 2.4 Alternator Repair
If the batteries and charging system wiring are in good condition and
recommended testing points to a problem in the alternator then it
should be repaired or replaced.
Alternator removal

Always refer to the manufacturers recommended procedures for the

correct removal and replacement of an alternator in a particular
vehicle. In some vehicles with electronic engine management
systems, removal of the battery leads is not necessary.
A general removal procedure is to:
• disconnect the battery earth lead(s)
• remove the alternator wiring, noting the position of each wire
for re assembly purposes
• loosen the mounting and adjustment bolts and remove the
drive belt
• remove the mounting bolts and lift the alternator from the
vehicle
• note the make, output and any serial numbers which are
usually located on an ID plate or stamped on the alternator
housing
If a new alternator is to be fitted, check that the pulley size on the old
alternator is the same as the new one and the wiring terminals match.

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 Alternator Overhaul
If the faulty alternator is going to be repaired, follow the overhaul
procedures in the workshop manual to avoid damage to the alternator
components.
A general procedure is to:
Remove the pulley nut and pulley from the rotor shaft

Remove the voltage regulator

Mark the alternator housings and remove the screws then carefully
separate the housings.

Rear housing
Front housing

Regulator
Pulley

Stator

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©TAFE NSW Construction & Transport Division First Edition 2002
 Carefully press the rotor from
the front housing and remove
the retaining plate and front
bearing.
Use a suitable puller and remove
the rear bearing from the shaft.

Remove the rear cover from

the stator and rectifier
assembly

Rectifier

Remove the stator connections from

the rectifier assembly.
In most cases you need to use a
soldering iron to melt the
connections to separate them, use
pliers to act as a heat sink which
helps prevent damage to the diodes.
On some alternators the stator
terminals are attached by screws.

The stator pictured has three terminals which are wired in the ‘delta’
pattern.

Alternator component testing

When the alternator components have been removed from their
housings they can be tested for faults. The rotor bearings should be
replaced as they are most likely to be worn.
Follow the manufacturers procedures for testing alternator
components for the most effective repair. Generally, this normally
involves a visual check for obvious signs of damage, overheating and
discolouration then performing electrical testing of the:
• rotor coil for correct resistance
• stator for open or grounded wiring
• rectifier for open or short circuited diodes

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 Rotor coil testing
The rotor can be tested with an Ohmmeter. Place one meter lead on a
slip ring and the other lead on the other slip ring, check the resistance
and compare with the manufacturers specification.

4.00

_
+

Slip rings

Results:
If the reading shows a very high resistance (OL) then the coil is open
circuited (1).
If the reading is low then the rotor coil may be grounded. Check this
by placing one meter lead on a slip ring, the other on the rotor shaft
and if the reading is not OL then the coil is grounded and (2).

1 2 3
OL OL

_ _
+ +

Slip rings Slip rings

If the resistance reading is correct and the slip rings are flat, smooth
and within wear limits (3) and there is no sign of overheating or
discolouration then the rotor is serviceable and can be used again.

Brushes
If the alternator is dismantled it is normal practice to replace the
brushes particularly if they are worn more than half their normal
length. Check brush length with a steel rule and compare to
specifications.
Look for signs of overheating and discolouration around the brush
holder which indicates a short or grounded circuit in the rotor coil.
Refer to the workshop manual for the correct procedure for brush
removal and replacement.

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 Stator testing
Check the stator for any signs of damage or looseness of the
windings. Any discolouration due to heat indicates the windings are
shorted or grounded and the stator should be replaced.
If the stator appears to be in good condition then use an Ohmmeter to
check for a grounded circuit by placing one meter lead on the stator
housing and the other on one stator terminal. Repeat this for each of
the stator terminals.

OL

_
+

Result:
All the stator terminal readings should show OL, if not the stator is
grounded.

To check for an open circuit, place the Ohmmeter leads on two of the
stator terminals and check the reading. Repeat this for the next pair
until all three pairs are tested. ( AB, AC, BC )
Result:

_ _
+ +

A A

B B

C C

If the meter reads OL at any of the three connections then the stator is
open circuited.

A short circuit between the stator windings is usually checked on an

alternator test bench where the voltage across each stator phase can
be measured. If the voltages at each phase are not around the same
value at a constant current output then the stator is faulty and has to
be replaced.

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 Diode testing
Testing individual diodes requires them to be disconnected from the
stator terminals, the exciter diodes and the rectifier bridge battery
terminal. A diode should conduct in one direction and act like an
open circuit in the other, so an Ohmmeter, diode tester or continuity
function can be used for testing.
Connect a meter lead to the diode wire and the other to the diode case
(1) then reverse the connections (2).

1 2

_
_ +
+

Results:
If both reading are low then the diode is shorted
If both readings are high then the diode is open circuited
If one reading is high and the other low then the diode is serviceable

To test a rectifier bridge assembly use an Ohmmeter. The positive

heat sink and diodes are connected to the output terminal to the
battery.
Test the positive heat sink diodes by connecting the positive meter
lead to the heat sink and the negative lead to each of the diode
terminals in turn.

_
+

Results:
If any of the three diodes shows a low resistance then the diode is
shorted

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©TAFE NSW Construction & Transport Division First Edition 2002
 Next reverse the meter connections so the negative lead of the meter
is connected to the heat sink and the positive lead connected to each
of the diode terminals in turn.
Results:
If any of the three diodes shows a high resistance then the diode is
open

Testing the negative heat sink diodes is similar, connect the negative
meter lead to the heat sink and the positive lead to each of the three
diode terminals then reverse the connections.

Alternator reassembly and testing

Refer to the manufacturers assembly procedures for a particular type
of alternator. Generally, the alternator components are reassembled in
the reverse order to dismantling making sure that:
• diode heat sink insulating washers are fitted correctly
• the front housing and bearing are correctly fitted (pressed) to
the rotor shaft
• housing through bolts are not over tightened
• wiring does not touch moving parts
• the alternator rotor is free to rotate without binding
• the fan, spacer and pulley are installed correctly and the nut is
torqued to specifications

Bench testing
A re assembled alternator should be checked on an alternator test
bench to make sure that it is able to produce the correct voltage and
current flow.

Alternator bench tester

34 Charging & Starting Systems

First Edition 2002 ©TAFE NSW Construction & Transport Division
 SECTION 3

Starting Systems

Components &
Operation

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©TAFE NSW Construction & Transport Division First Edition 2002
 3.1 Starting Systems
Components & Operation
Introduction

This section contains information about starting systems which will

give you a better understanding of:

• Safety issues involved when working with these systems

• The purpose, operation and components of heavy vehicle
starting systems

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3.2 Safety
There are many safety requirements you must be aware of when you
are working on a heavy vehicle starting systems. Working safely
means you won’t injure yourself or damage the vehicle or the service
tools and equipment that you may be using.

As you work through this module you will be warned about safety
issues that affect particular parts of the starting system but for now
here are a few general safety precautions you should follow::

• Wear approved protective clothing and eye protection

• Avoid contact with battery acid which can cause severe burns

• Do not smoke, cause a spark or a short circuit which may cause

hydrogen gas from the battery to explode

• Before disconnecting a battery, make sure the ignition and all

accessories are switched off then remove the negative lead first

• Remove metal watch bands and jewelry which may act as a

conductor when placed across a circuit and become white hot
in a very short time causing severe burns

• Prevent damage by connecting battery leads in the correct

polarity

• Static electricity can damage electronic systems, use a

grounding strap or discharge yourself before working on digital
circuits.

• Keep away from drive belts and cooling system fans when
working around starting system components

• In all cases, if you are not sure of the safe method of doing a
job, read the workshop manual or ask someone who knows.

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©TAFE NSW Construction & Transport Division First Edition 2002
3.3 Overview
The purpose of a starting system is to rotate the engine at a speed fast
enough to allow the engine to run.
The main components found in a starting system are:
• battery(s)
• starter motor
• solenoid switch
• start or ignition switch
• flywheel ring gear
• wiring
The batteries supply the starting system switches and the starter motor
with enough current for the starter motor to generate the power
required to crank the engine.
The ignition switch or some other type of start switch, operates a
solenoid (sometimes via a magnetic switch or relay) which switches
current to flow to the starter motor. The starter motor turns a drive
pinion in mesh with the flywheel ring gear which cranks the engine.
A simplified diagram is shown below:

Ignition
switch
S
Solenoid B M
_
+

Starter
motor

When the engine has started, a clutch prevents the flywheel from
driving the pinion before it is taken out of mesh usually by a lever
system operated by the solenoid plunger.
Some systems may have additional components and switches such as:
• An inhibitor switch in the start circuit to prevent a vehicle with
an automatic transmission from starting in gear
• A series parallel switch which connects the vehicles batteries in
series for 24 Volt starting then in parallel for 12 Volts to power
the electrical system when the engine is running
• Starter solenoid relay operated by the start or ignition switch
• A cut out switch connected to a fuel or oil pressure circuit
which acts as a protection system

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3.4 Starter Motor Operation
Electric motors work on the principle that a conductor with current
flowing through it produces a magnetic field and will move if placed
in a fixed magnetic field. If the conductor is shaped in a loop the
magnetic inter action will make each half of the loop move in
opposing directions causing it to turn. Adding additional loops, an
iron core and increasing the magnetic field strength will increase the
turning power.
The rotating loops mounted on a shaft is called the armature and the
fixed magnetic field is produced by the field coils. The end of each
loop terminates at the commutator.

Solenoid

When
the

Armature
Commutator

Brushes
Field coil

starter is operated, current from the battery flows through the solenoid
to the field coils (1) fixed to the starter housing.
There are several (usually 2, 4 or 6 ) sets of field coils wound around
pole shoes in opposite directions to give the magnetic field a North
and South pole. The pole shoes concentrate the magnetic field
strength.

1 2

Field coils and brushes Commutator Armature

Battery current
then flows from the field coils through the brushes (3)
and into the commutator where the armature loops come into contact
with field and earth brushes.

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©TAFE NSW Construction & Transport Division First Edition 2002
 The commutator reverses the direction 3
of the current flow in the loops by
making each half of the commutator
contact a different brush once each half
turn.
This reverses the magnetic force twice
each revolution and provides a constant
opposing force to the North / South
magnetic field of the field coils.

The field coils may be wound in series, parallel or a combination of

both depending on the output required.
When wired in series (1), the current flows through all the field coils
then to the commutator through the brushes. A set of earth brushes
provides a path to earth

In a parallel system (2), the current flow is divided into two (or more)
separate paths through the field coils creating greater current flow and
more cranking power.
1 Pole shoe 2
From
battery

Brushes
Field
coil

The principle of induction states that a magnetic field, conductor and

movement between them will produce electricity. A starter motor does
this when cranking and the voltage produced is opposite to battery
voltage.
This is called counter electromotive force (CEMF) which reduces
current flow through the starter as rotational speed increases. A starter
will produce maximum torque at zero revolutions. Starting a cold
engine with high oil viscosity will place a load on the starter which
reduces its speed and so more current flows increasing cranking power.

Starter motor types

All starter motors do the same job of cranking the engine but are
usually classified according to the following:
• cranking power
• drive pinion to flywheel engagement system
• direct drive or gear reduction
• 12 or 24 Volt operation

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 Cranking power

Cranking power is the ability of the starter to convert electrical

energy into mechanical energy expressed in kilowatts or
horsepower. Generally, the larger the engine the more power is
required to crank it.
The voltage applied to a starter motor is usually 12 or 24 Volts.
Many engines use 24 Volt starters which require either a 24 Volt
electrical system or a switching circuit to allow 12 Volts to be
used on other circuits and 24 Volts when starting. 12 Volt
starters must draw twice the current of a 24 Volt system to
produce the same cranking power.

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©TAFE NSW Construction & Transport Division First Edition 2002
 Drive pinion engagement
The most common method of engaging the drive pinion into mesh with
the flywheel ring gear is the ‘pre From battery
engaged’ system.
Plunger
A spring loaded plunger inside the
solenoid housing is connected to
the overrunning clutch and pinion To starter motor
by a lever. This places the pinion
out of mesh with the flywheel ring Armature
gear with the start switch off.
The plunger position also prevents
battery current flowing to the
starter.

When the start switch is turned on

the solenoid is energised and the
plunger is pulled forwards by a
strong magnetic force. This pulls
the lever which places the pinion in
mesh with the flywheel ring gear Armature

before the starter turns. Once the

pinion is in mesh, the plunger
closes the battery contacts and the
starter cranks the engine.

When the engine starts, the flywheel drives the pinion until the driver
turns the start switch off. An overrunning (one way) clutch allows the
pinion to free wheel to prevent damage to the starter.

Lever

Armature shaft

Pinion

Armature
Overrunning clutch

Starter solenoid
The solenoid housing contains two coils, wound in the same direction
with the same number of windings which are used to create the
magnetic field to move the plunger then hold it in position until the
start switch is turned off.
The ‘pull in’ coil is made of heavy copper wire connected at one end to
the solenoid start terminal and the other end to earth through the starter
motor fields and armature.
The ’hold in’ coil is made of finer wire and is directly earthed through
the solenoid housing.

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 When the start switch is turned on, both coils receive battery voltage
and current flows through them to earth. The magnetism created by
both coils is strong enough to pull the plunger forward which engages
the pinion first then closes the main battery contacts.

Pull in coil Hold in coil

From Start
battery switch
+ +

Armature Armature

When current starts to flow through the main starter circuit, the ‘pull in’
coil earth circuit through the starter is shorted by the heavy current
flowing into the starter and current flow through the ‘pull in’ coil stops.
The ‘hold in’ coil is still operating as its circuit will continue to work as
long as the start switch is on.
When the engine starts and the start switch is turned off, the ‘hold in’
circuit is switched off and the magnetic field collapses. The plunger
return spring forces the plunger backwards opening the main battery
contacts which stops the starter turning. At the same time, the pinion is
moved out of mesh with the flywheel ring gear.

Another method used to mesh the pinion and flywheel ring gear is to use
an axial type starter motor. When the starter is operated, the armature,
shaft and pinion moves at low speed toward the flywheel and the pinion
meshes with the ring gear. When the pinion is fully meshed with the
ring gear the starter develops its full drive torque, this two speed
operation minimises wear on the pinion and ring gear.
A solenoid operated two stage switch is used to control the armature
movement, ‘pull in’ and ‘hold in’ circuits similar to the pre engaged
system are used to control pinion engagement.
A variation of this design is the co axial starter, pictured below which
only moves the pinion into mesh. When the start switch is turned on, the
armature first revolves slowly while the pinion rotates along a spiral
groove in the armature shaft. Once the pinion is fully in mesh, a trip
switch closes and full battery current flows to the starter.

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©TAFE NSW Construction & Transport Division First Edition 2002
 Gear reduction
Some starter motors used on small to medium sized engines use a
gear set to increase torque output. The gear set is mounted between
the armature shaft and the overrunning clutch and pinion assembly.
With a gear reduction of around 3 :1, this system allows high torque
output with lower current draw from a relatively small starter.

Armature

Pinion
Gear set Clutch

The gear set may be a conventional or planetary system with the

armature shaft acting as the sun gear (1) and the planetary gears
attached to the overrunning clutch and pinion assembly (2).

1 2

Series parallel switching

The series parallel switch connects two batteries in series for 24 Volt
starting and connects them in parallel for 12 volt operation when the
engine has started. There are different switch designs but all are based
around a solenoid switch connected to the batteries, starter solenoid
and the starter motor (1).
When the start switch is turned on, a magnetic field moves a plunger
in the series parallel switch which connects the batteries in series to
give 24 Volts (2) by closing the switch between battery A positive
and battery B negative. At the same time the plunger closes the start
terminal switch
To system To system
1 2

_ _
+ +
12V 12V 12V 12V

A B A B

When the starter is turned off, the plunger moves back and the
batteries return to a parallel connection (1).

44 Charging & Starting Systems

First Edition 2002 ©TAFE NSW Construction & Transport Division
 SECTION 4

Starting Systems

Testing & Repair

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©TAFE NSW Construction & Transport Division First Edition 2002
4.1 Introduction
This section contains general information about starting system
testing and repair procedures which will give you a better
understanding of:

• Safety issues involved when working with these systems

• The basic knowledge and equipment required to test, diagnose

problems and repair common heavy vehicle starting systems.

It is important to remember that manufacturers use a variety of

different starting systems. For this reason mechanics should use a
workshop manual or other sources of reliable technical information to
effectively service these systems.

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First Edition 2002 ©TAFE NSW Construction & Transport Division
4.2 Starting System Diagnosis &
Testing
Diagnosing problems in starting systems should be done by following
the manufacturers recommended fault finding procedures. However,
most starting system problems relate to:
• slow or no cranking when the starter is operated
• the starter runs but the engine does not turn
• the starter cranks the engine but the pinion does not disengage
from the flywheel
These and other problems can be diagnosed by referring to a fault
diagnosis table (see below) or flow chart and then performing visual
and electrical tests on the starting system.

Fault Possible Cause

Starter cranks slowly Battery problem

Loose / corroded circuit connections or battery leads
Faulty starter
Engine mechanical problem
Engine oil viscosity too high

Starter does not crank Battery problem

Loose / corroded / open circuit connections
Faulty solenoid
Faulty starter
Seized engine

Starter turns but does not crank the Starter drive problem
engine Worn or damaged pinion gear / flywheel ring gear
Broken armature shaft
Loose starter

Starter cranks the engine but Faulty drive mechanism

does not disengage the pinion Solenoid problem
Starter switch not switching off

Starter does not crank and the Battery problem

solenoid clicks when starting Solenoid / hold in windings faulty
Faulty starter motor

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©TAFE NSW Construction & Transport Division First Edition 2002
 The starter motor draws more current from the batteries than any
other electrical component, so before you start testing the starting
system make sure that:
• the batteries are fully charged and all electrical connections are
clean and tight, each 12 V battery should be charged to 12.5
volts or more
• you use the correct method for preventing the engine from
starting when performing voltage drop checks on the starter
• the engine oil is the correct grade and there are no mechanical
problems which might be making the engine hard to crank
When a voltage drop test is required make sure the starter cranks for
no more than 30 seconds at a time. Long periods of cranking can
damage the starter through overheating. Allow the starter to cool for
a few minutes between each cranking test.

48 Charging & Starting Systems

First Edition 2002 ©TAFE NSW Construction & Transport Division
 On vehicle testing procedures
Testing starting systems should be done by following the manufacturers
recommended procedures. Generally this will include battery testing
and starter circuit voltage drop tests.
Headlight test
The most common problem with starting systems is the starter cranks
slowly or not at all. A quick check to see if it is a starter or battery
problem is to do a headlight test. Place the transmission in neutral,
apply the brakes and turn the headlights on. Try to start the engine while
someone looks at the headlights, they will either:
1. go out loose connection at the battery terminals
2. go dim discharged battery(s), faulty starter or engine
problem
3. not change faulty solenoid, start switch or wiring open circuit
Battery lead voltage drop test
This test will check the wiring and connections from the battery to the
starter to find any resistance causing a voltage drop in the system. To
get the best possible cranking power, the maximum voltage should be
used by the starter. If connections use more than 0.5 V then starter
output is reduced.
1 To check the positive battery lead and connections:
• place the voltmeter positive lead on the battery positive post
• then the voltmeter negative lead on the solenoid B battery
terminal
• crank the engine and note the voltage drop reading

0.3V

_ +
Test
Start
switch
Ignition
+ switch
Solenoid

+ Starter
motor

0.2V

_
+
Test

2 To check the negative battery lead and connections:

• place the voltmeter positive lead on the starter earth or housing
• then the voltmeter negative lead on the battery negative post
• crank the engine and note the voltage drop reading
Results:
The voltage drop on Test 1 should be 0.3V or less
The voltage drop on Test 2 should be 0.2V or less
If the combined voltage drops are higher than 0.5 V then look for loose,
dirty or corroded battery terminals and solenoid connections

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©TAFE NSW Construction & Transport Division First Edition 2002
 Starter switch and solenoid voltage drop test

This tests for high resistance between the battery and the starter motor
through the switch circuit.
1 To check the voltage drop to the solenoid
• place the voltmeter positive lead on the positive battery terminal
• then put the negative lead on the on the S solenoid terminal
• crank the engine

Test 1 Test 2
0.1V

_ + 0.1V

_ +

Ignition
+ switch

Test 3
+ Starter
motor
9V

_
+

2 To check the solenoid contacts

• place the voltmeter positive lead on the solenoid B battery
terminal
• then put the negative lead on the solenoid M to motor terminal
• crank the engine
Results:
A voltage drop of more than 0.3 V in any component indicates a high
resistance.
3 To check the starter motor
• place the voltmeter positive lead on the solenoid M terminal
• then put the negative lead on the starter earth or housing
• crank the engine
The voltage drop across the starter may vary but should not be lower
than 9V in a 12 Volt system
Connections and terminals should be cleaned and tightened and any
faulty wiring repaired.
Problems with the starter switch or solenoid usually require the
component to be replaced. If the starter is the problem then it must be
replaced or removed and dismantled for further testing.

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First Edition 2002 ©TAFE NSW Construction & Transport Division
 Off vehicle starter testing
If the starter need to be removed from the vehicle make sure that:
• the battery terminals are disconnected
• you note the position of each wire and battery lead connected
to the solenoid and keep them together for easier fitting when
the starter is replaced
• you work safely, some starters are heavy and difficult to
remove, get help if necessary
Before you dismantle the starter, refer to the manufacturers
procedures for testing off the vehicle. The armature should rotate by
levering the pinion with a screwdriver.
If the armature is tight, it could be bent, tight in the bushes or a pole
shoe or field coil could be touching some part of the armature
preventing it from rotating freely. If this is the case the starter will
have to be dismantled for further testing.
A starter tester can be used to perform a no load test which checks
the current draw of the starter at a specified voltage and speed. The
results are compared with and are used to diagnose a faulty starter or
to test a rebuilt one.

Starter motor test bench

Starter dismantling
If the starter motor is to be dismantled, the solenoid is removed first.
Mark the housings and remove the front housing and brush assembly
then the rear housing. The armature can then be removed followed
by the overrunning clutch and pinion assembly. The field coils can
be checked without removing them from their housing.

Cleaning Use methylated spirits and a brush or clean rags for

cleaning.
Petrol and other solvents may damage electrical
components
Charging & Starting Systems 51
©TAFE NSW Construction & Transport Division First Edition 2002
 Component testing
Visual check
Place the components on a clean working surface and look for any
obvious signs of damage, wear or discolouration due to overheating.
Sometimes, if the bushes are worn the armature will run out causing it
to hit the pole shoes. This is called ‘poling’ and can easily be checked
by looking for circular scoring marks around the armature and field
coil assemblies.

Pinion and overrunning clutch

The pinion gear should be checked for excessive wear or damaged
teeth. A slight taper on the ends of the teeth is normal to allow smooth
engagement with the flywheel ring gear. Rotate the engine and check
the flywheel ring gear teeth for wear or damage.
The overrunning clutch should turn allow the pinion to turn smoothly
in one direction and lock when turned slowly in the other. The clutch
housing is packed with grease, look for signs of overheating and loss
of lubricant.
Check for wear on the grooved section of the armature shaft on which
the pinion assembly travels.

Check:
1. Pinion teeth 3
2. Overrunning clutch
3. Armature shaft
4. Release lever
1
2

If the starter is at the end of its normal working life, it is a good idea to
replace the pinion and clutch assembly.

Armature
The armature shaft should not be bent and the ends which are
supported by bushes should be within recommended wear limits and
free from scoring or other damage. Check for wear with a micrometer
or vernier calipers.

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 The commutator diameter should be within recommended wear limits
check with a micrometer or vernier calipers.
Look for signs of looseness where the armature conductors are joined
to the commutator segments.

Check looseness

Housings and bushes

The armature shaft is usually supported by bushes fitted into the end
housings. These should be checked for wear, scoring or other
damage.

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©TAFE NSW Construction & Transport Division First Edition 2002
 Electrical testing
Testing individual components of the starter motor can highlight a
problem area and confirm your diagnosis. Always refer to the
manufacturers procedures for a particular type of starter motor.

Field coils
Field coils are checked for open and grounded circuits with a 110V test
light or an Ohmmeter.
Open circuit Connect the light or meter to the ends of the field
coils if the light does not light or the meter shows
high resistance (OL) then there is an open circuit (1)
Grounded circuit Connect the light to the field connector and the
housing, if the light comes on or the meter shows
low resistance then the coils are grounded (2)

0.01

OHMS
_
+

1 2

Armature
The armature is checked for open, short and grounded circuits with an
armature tester (’growler’). An Ohmmeter can be used to check for
open or grounded circuits.
Open circuit Touch the Ohmmeter or test light leads to any two
positions on the commutator segments and move
them around until all segments are tested. The test
light should light up (3) and the Ohmmeter read
zero resistance (4). Any other reading means the
armature has to be replaced
3 4
0.00

OHMS
_
+

Armature

54 Charging & Starting Systems

First Edition 2002 ©TAFE NSW Construction & Transport Division
 Armature
Grounded circuit Place one lead of the test light or Ohmmeter on the
armature shaft or body then touch the other lead to
the commutator segments and move it around until
all segments have been tested. The light should
stay off (1) and the Ohmmeter should read OL 2).
Any other reading means the armature has to be
replaced.

1 2
OL

OHMS
_
+

Armature

Short circuit
A short circuit between the armature loops cannot be checked with an
Ohmmeter, a ‘growler’ must be used. The ‘growler’ produces a strong
magnetic field which induces current flow and magnetism in the
armature conductors.
A steel strip (hacksaw blade) held above the armature will vibrate
when a short circuit exists (3). Slowly revolving the armature on the
growler will check all the wiring, any vibration felt through the blade
means the armature has to be replaced

Growler

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©TAFE NSW Construction & Transport Division First Edition 2002
 Solenoid
Testing the operation of the solenoid windings and plunger action
should be done by following the manufacturers recommended
procedures.
Generally, the solenoid is connected to a battery by jumper wires. A
voltmeter is used to measure the voltage applied to the solenoid and an
ammeter to measure current flow. A battery load tester is placed on the
battery to control the output voltage. The diagrams below show
connections to test the ‘hold in’ (1) and the ‘pull in’ circuits on a
common type of solenoid.

Hold in Volts Pull in Volts

Amps Amps

G S G S

M B M B
Solenoid Switch

Load
tester

In both cases, turn the load tester off and close the switch. Quickly turn
the load tester adjustment to obtain the specified voltage, then note the
ammeter reading and turn the switch off to prevent overheating the
circuit.
The test procedure should take less than 15 seconds.
Results:
A high ammeter reading indicates a short circuit
A low reading indicates high resistance
To test for a grounded circuit place the leads as shown in the diagrams
below. Any ammeter reading other than zero means a grounded circuit.

Hold in Volts Pull in Volts

Amps Amps
Solenoid

G S G S

M B M B
Solenoid Switch

Load
tester

56 Charging & Starting Systems

First Edition 2002 ©TAFE NSW Construction & Transport Division
 Starter reassembly
The starter motor should be reassembled according to the
manufacturers procedures. Generally, reassembly is in the reverse
order to dismantling.

Pinion clearance
Many heavy vehicle starters are designed to allow pinion clearance
adjustment, check the workshop manual for a particular make of
starter motor. This test is done when the starter is assembled prior to
fitting into the vehicle and makes sure that the solenoid is operating
correctly and checks for wear in the in the linkage.
Disconnect the lead from the M terminal of the solenoid and use
jumper wires to connect the circuit shown below.

Jumper 1

B
Jumper 2 S
M Jumper 3

Earth

Connect Jumper 1 from the battery positive to the S (start) terminal at

the solenoid. Jumper 3 goes from the battery negative to the starter
housing or earth terminal. Touch Jumper 2 to earth then pull it away
and the solenoid should move the pinion into its engaged position. It
should stay there until the battery is disconnected.
While the pinion is in the start position push it back into the housing as
far as it will go to take up any slack then measure the clearance
between it and the pinion stop with a feeler gauge (1).
Check the manufacturers specifications and adjust the clearance,
usually by an adjustment on the end of the lever in the solenoid
housing (2).

Pinion clearance
Linkage
Plunger adjustment

End housing

Charging & Starting Systems 57

©TAFE NSW Construction & Transport Division First Edition 2002
 Student Notes

58 Charging & Starting Systems

First Edition 2002 ©TAFE NSW Construction & Transport Division
 Appendix A

Charging Systems

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 Refer to Section 1 in this learning resource, a suitable workshop manual or
Read May and Crouse, Volume 2, pages 487 – 490 “The charging system”
down to and including “Changing ac to dc (rectification)”.
This reference will explain the basic operation of the charging system.

Writing activity 1
Now answer the following questions related to the above references.

1. Briefly explain the purpose of a charging system

___________________________________________________

_________________________________________________________

2. What part of the alternator provides the rotating magnetic field ?

_______________

3. What is rectification ?

_______________________________________________________

________________________________________________________

4. Briefly explain the purpose of a voltage regulator

______________________________________________________

_______________________________________________________

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 Refer to Section 2 in this learning resource, a suitable workshop manual or
text book

Writing activity 2
Now answer the following questions related to the above references.

1. List three possible charging system problems which could cause

the warning light to stay with the engine running

a) ______________________________________________

b) ______________________________________________

c) ______________________________________________

2. How would alternator operation be affected if the brushes did not

make contact with the slip rings?

______________________________________________

3. List four alternator electrical tests you could do on the vehicle

a) ______________________________________________

b) ______________________________________________

c) ______________________________________________

d) ______________________________________________

4. Why does a load have to be placed on the charging system to check

current output ?

________________________________________________

_________________________________________________

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©TAFE NSW Construction & Transport Division First Edition 2002
 Writing activity 3
Now answer the following questions

1. Explain why an open circuited charge indicator lamp circuit

may prevent the alternator from charging in some charging
systems.

2. Explain why having a poor earth connection on a vibrating

contact regulator will normally cause a higher output voltage to
be produced.

________________________________________________

_________________________________________________

_________________________________________________

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 Answers to written activities
Writing activity 1

1. To convert mechanical energy of engine into electrical energy which

is used to charge the battery and power the electrical system when the
engine is running.

2. The rotor

3. Conversion of AC to DC by the diodes

4. Controls field (rotor) current to control alternator output

Writing activity 2

1. Drive problem fan belt loose or broken

Wiring problem loose or broken wiring
Regulator / alternator internal proble

2. The alternator would not produce any output because no electrical

current would flow in the rotor windings to create a magnetic field.

3. Unloaded voltage test

Loaded voltage test
Voltage drop test on charging system wiring
Current output

4. The alternator will only produce current if there is a demand for it.
Loading the system forces the alternator to produce high current

Writing activity 3

1. In some charging systems the charge lamp circuit provides the initial
excitation to start the alternator charging.

2. The poor earth connection will cause resistance in the regulator coil
circuit. A greater alternator output is required to create sufficient
magnetic strength to attract the armature to open the contact points.

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©TAFE NSW Construction & Transport Division First Edition 2002
 Learning activity 1 - Charging system
faults
Refer to the charging system section of a workshop manual, your textbook
and other information provided by your teacher complete the following tables
by listing the causes, faults or symptoms for items listed.

1. Charge lamp related faults

Symptom Fault or cause

Charge lamp does not

light with ignition ON
and the Engine off

Charge lamp remains

lit with engine running

2. Drive belt related faults

Fault Symptom
e.g Squealing noise
Drive belt loose

Drive belt too tight

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 3 Regulated voltage output related faults

Fault Symptom

Regulated voltage
output lower than
specified.

Regulated voltage
output higher than
specified.

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©TAFE NSW Construction & Transport Division First Edition 2002
 Learning activity 2 - Regulated voltage
check
You are now required to check the regulated voltage on a charging
system nominated by your teacher.

• Don’t create any sparks around the battery.

• Take care near rotating belts and pulleys.

1. Locate and list the specifications by referring to the appropriate

workshop manual and information provided by your teacher.

2. Test the charging system regulated voltage using the procedure

described previously or listed in the appropriate workshop manual or
in information provided by your teacher and record your results.

Specifications

Test speed: rpm

Test current: amps

Voltage: to volts

Result: _____________ volts

Is the regulated voltage within specifications?

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 Learning activity 3 - Voltage drop check
You are now required to check for excessive circuit resistance in a
charging system using voltage drop tests on a system nominated by
your teacher.

• Don’t create any sparks around the battery.

• Take care near rotating belts and pulleys.

1. Locate and list the specifications by referring to the appropriate

workshop manual and information provided by your teacher.

2. Test for excessive resistance in the charging using the voltage

drop procedure described previously or listed in the appropriate
workshop manual or in information provided by your teacher and
record your results.

Specified test speed rpm

Specified test current amps

Voltage drop Specified Actual

maximum

Battery + to alternator +

Battery – to alternator case

Is the charging system circuit resistance acceptable?

List 2 possible causes of excessive voltage drop in a charging system.

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©TAFE NSW Construction & Transport Division First Edition 2002
 Learning activity 4 - Current output test
You are now required to check the current output in a charging
system on a system nominated by your teacher.

• Don’t create any sparks around the battery.

• Disconnect the battery while connecting and disconnecting

test equipment in the circuit.

• Sudden removal of the load from the battery can damage the
alternator.

• Take care near rotating belts and pulleys.

1. Locate and list the specifications by referring to the appropriate

workshop manual and information provided by your teacher.

2. Test the alternator current output using the procedure described

previously or listed in the appropriate workshop manual or in
information provided by your teacher and record your results.

Specifications
rpm
Test speed:
volts
Test voltage:
amps
Current output:

Result: _____________ amps

Is the alternator current output within specifications?

_________________________________________

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 List 5 possible causes of “low” current output

1. ___________________________________________________

___________________________________________________

2. ___________________________________________________

________________________ ___________________________

3. ___________________________________________________

________________________ ___________________________

4. ___________________________________________________

________________________ ___________________________

5. ___________________________________________________

________________________ ___________________________

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©TAFE NSW Construction & Transport Division First Edition 2002
 You have now completed the section on charging systems. It is time
to check your understanding by answering the following questions.

1. On negative earth connected vehicles which battery terminal

should be disconnected first?

2. What may be damaged in the alternator if the battery was

disconnected with the engine running?

3. What part of the alternator produces the magnetic field

necessary to produce electrical energy?

4. List 2 causes of the charging system “over charging”.

5. List 2 items that might be damaged if the drive belt had

excessive tension.

____________________________________________________

____________________________________________________

6. What test can be used to locate an excessive resistance in a

charging system?

____________________________________________________

______________________________________________________________

70 Charging & Starting Systems

First Edition 2002 ©TAFE NSW Construction & Transport Division
 Summary

Now that you have completed this section on charging systems, it is time
to review what you have covered so far.

You should be able to:

• State and comply with the safety precautions that should be

followed when repairing charging systems.

• Explain the operation of charging systems.

• Describe the symptoms and causes of common faults that

occur in charging systems.

• Test and identify faults in charging systems.

• Remove and fit charging system components.

If you are unsure of any of these areas, go back and revise them as
necessary.

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©TAFE NSW Construction & Transport Division First Edition 2002
 Student Notes

72 Charging & Starting Systems

First Edition 2002 ©TAFE NSW Construction & Transport Division
 Appendix B

Starting Systems

Charging & Starting Systems 73

©TAFE NSW Construction & Transport Division First Edition 2002
 Refer to this learning resource, a suitable workshop manual or
text book

Writing activity 1
Answer the following questions

1. What is the name of the rotating electro magnetic component in the

starter motor?

2. Name the 2 windings that are contained in the solenoid.

Ask your teacher for a kit that contains the components of a dismantled
starter motor for you to inspect.

74 Charging & Starting Systems

First Edition 2002 ©TAFE NSW Construction & Transport Division
 Refer to this learning resource, a suitable workshop manual or
text book

Writing activity 2

Now answer the following questions related to the above references.

1. What is the purpose of the overrunning clutch?

2. What allows the pinion teeth to engage the ring gear teeth if the
teeth cannot mesh because they are aligned?

3. Why do some starter motors use reduction gears?

4. How are the pull-in windings de-energised when the starter motor is
operated?

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©TAFE NSW Construction & Transport Division First Edition 2002
 Learning activity 1 - Starter circuit
voltage tests
You are now required to perform voltage tests on a starting system
nominated by your teacher.

• Don’t create any sparks around the battery.

• Disable the ignition system and fuel injection system (if fitted)
using a procedure that will not cause damage.

• Do not operate the starter for more than 10 seconds at a time.

• Take care near rotating belts and pulleys.

1. Locate and list the specifications for each test by referring to the
appropriate workshop manual and information provided by your teacher.

Test the battery cranking and starter motor supply voltages using the
procedure described previously or listed in the appropriate workshop manual
or in information provided by your teacher and record your results.

Specified Actual
Battery cranking voltage

Starter motor supply

voltage

Is the battery cranking voltage acceptable? _____________

Is the starter motor supply voltage acceptable? _____________

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First Edition 2002 ©TAFE NSW Construction & Transport Division
 1. What may be indicted if the starter motor did not crank the engine when
operated and the battery voltage:

a) dropped very low

b) did not change

Describe how you could use the operation of the headlamps or

dash lights to determine a possible starter or battery fault.

2. Measure the voltage drops in starter motor circuit using the procedure
described previously or listed in the appropriate workshop manual or in
information provided by your teacher and record your results.

Acceptable
Voltage drop test Maximum specified Actual voltage
point voltage drop drop Yes No

Battery + post to solenoid

B terminal

Solenoid B terminal to
solenoid M terminal

Battery – post to starter

housing

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©TAFE NSW Construction & Transport Division First Edition 2002
 1. What would be indicated if a higher than specified voltage reading was
measured:

a) across the solenoid terminals

b) between the starter housing and the battery negative (–) terminal

2. Measure the voltage drop between the battery posts and battery
terminals using the procedure described previously or listed in the
appropriate workshop manual or in information provided by your
teacher and record your results.

Voltage drop test Maximum specified Actual voltage Acceptable

point voltage drop drop
Yes No

Battery + post to
battery + terminal

Battery - post to
battery - terminal

3. What would be indicated if a higher than specified voltage reading was

measured between the battery positive (+) post and terminal?

78 Charging & Starting Systems

First Edition 2002 ©TAFE NSW Construction & Transport Division
 Learning activity 2 - Starter current draw
and control circuit testing
You are now required to test starter electrical current draw and the
control circuit operation on a starting system nominated by your teacher.

• Don’t create any sparks around the battery.

• Disconnect the battery ground terminal while connecting and

disconnecting any electrical connections or test equipment

• Disable the ignition system and fuel injection system (if fitted)
using a procedure that will not cause damage.

• Do not operate the starter for more than 10 seconds at a time.

• Take care near rotating belts and pulleys.

1. Locate and list the maximum starter electrical current specifications by

referring to the appropriate workshop manual and information provided
by your teacher.

2. Ensure that the engine is at operating temperature.

3. Connect an ammeter capable of measuring up to 500 amps to measure

electrical current flow in the battery positive cable.

Crank the engine and record the starter motor current draw.

Specified maximum Actual starter current

starter current draw draw

Starter electrical
current draw

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©TAFE NSW Construction & Transport Division First Edition 2002
 1. List faults that may cause starter electrical current to be:

a) higher than specified

b) well below specifications, with low cranking speed

2. Disconnect the wire connected to the “S” terminal of the starter motor
solenoid.

3. Connect a voltmeter or test lamp between the disconnected wire and

a known good vehicle earth.

4. Operate the starter switch while observing the meter or test lamp.

5. If the system you are testing incorporates an inhibitor switch check that
the test lamp only lights with the selector in the neutral and park
positions.

Report on the operation of the starter motor control circuit.

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First Edition 2002 ©TAFE NSW Construction & Transport Division
 Writing activity 3
Now answer the following questions

1. Why are shims fitted between the starter motor mounting flange and
its mounting on some starters?

After the starter motor has been removed from the engine the teeth on the
drive pinion and ring gear should be carefully examined for wear and damage.
The pinion of a repaired or reconditioned starter motor will be quickly
destroyed if used with a damaged ring gear.

Damaged ring gear teeth on a vehicle fitted with an automatic transmission

usually requires the replacement of the torque converter drive plate. Manual
transmissions vehicles usually use a flywheel with a replaceable ring gear.

If a replacement starter is to be fitted ensure that the starter is the correct one
for the vehicle model. Compare the housings and the number of pinion gear
teeth with the original starter motor.

Refer to a suitable workshop manual or

May and Crouse, Volume 2, pages 484 – 485 “Flywheel ring gear”

This reference will explain how to replace a damaged ring gear on a

flywheel.

Writing activity 4
Now answer the following question related to the above references

1. What will happen if the ring gear was heated excessively during
installation?

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©TAFE NSW Construction & Transport Division First Edition 2002
Off vehicle bench testing
It is sometimes necessary to “bench” test the operation of the starter motor.
This involves performing a no-load test with the starter supported securely.

Armature speed, starter current draw and the sound the starter motor
produces can be used to evaluate the condition of a starter that has been
removed from a vehicle.

Refer to a suitable workshop manual or

Read May and Crouse, Volume 2, page 484 “Bench tests” down to but
not including “Flywheel ring gear”.
This reference will explain how to perform a no load starter motor test.

Writing activity 5
Now answer the following question related to the above references.

What would be indicated if the starter motor failed to operate and there
was no current draw during a no-load test?

_________________________________________________________

_________________________________________________________

_________________________________________________________

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 Check your progress
You have now completed the section on starting systems. It is time to
check your understanding by answering the following questions.

1. Why is it important to firmly apply the park and foot brake when testing the
operation of the inhibitor switch?

2. What starter motor component moves the pinion into mesh?

The following voltage drop readings were taken while a starter motor was
being operated.

Battery + post to battery + terminal 0.001 v

Battery + terminal to starter B terminal 0.10 v
Starter B terminal to starter M terminal 0.10 v
Starter housing to battery - terminal 0.10 v
Battery – terminal to battery - post 0.000 v

1. What do they indicate?

2. What effect would the following faults have on the operation of the starter
motor?

a) open circuited solenoid hold-in windings

_______________________________________________________

_________________________________________________________

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©TAFE NSW Construction & Transport Division First Edition 2002
 1. b) open circuited solenoid pull-in windings

2. What is meant by the term “poling”?

3. What effect does poling have on the speed and current draw of the
starter motor?

4. What effect would a slipping overrunning clutch have on starter

operation?

5. Why is it important to check the condition of the ring gear teeth

while the starter is removed?

84 Charging & Starting Systems

First Edition 2002 ©TAFE NSW Construction & Transport Division
 Answers to written activities
Writing activity 1

1. The armature

2. Hold-in and pull-in windings

Writing activity 2

1. It is used to prevent excessive armature speeds after the

engine starts and before the pinion comes out of mesh

2. A lead in cut on the teeth and a spring which maintains force

on the pinion until the armature begins to turn allow the teeth
to be able to mesh.

3. Reduction gears enable the starter to produce more torque for

the size of the motor.

4. They are shorted out when the solenoid main contacts close
because they are connected in parallel with them.

Writing activity 3

1. To adjust the depth the pinion gear teeth mesh with the ring
gear teeth.

Writing activity 4

1. Its heat treatment will be affected.

Writing activity 5

1. An open circuit in the switch, connections or brushes

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©TAFE NSW Construction & Transport Division First Edition 2002
 Summary

Now that you have completed this section on starting systems, it is time
to review what you have covered so far.

You should be able to:

• State and comply with the safety precautions that should be

followed when repairing starting systems.

• Explain the operation of starting systems.

• Describe the symptoms and causes of common faults that

occur in starting systems.

• Test and identify faults in starting systems.

• Remove and fit starting system components.

If you are unsure of any of these areas, go back and revise them as
necessary.

86 Charging & Starting Systems

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 TAFE NSW
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