Chap 41

start
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

By James D. Halderman
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OBJECTIVES:
After studying Chapter 41, the reader should
be able to:
Describe how a generator works.

Discuss the various generator test
procedures.
Explain how to disassemble a generator and
test its component parts.
Discuss how to check the wiring from the
generator to the battery.

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KEY TERMS:
AC voltage brushes
charging voltage
delta-connected stator delta winding diodes diode
check diode trio drive-end (DE) housing duty cycle
Electrical power management (EPM)
fusible link
generator output test
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KEY TERMS:
overrunning alternator dampener (OAD) overrunning
alternator pulley (OAP)
poles
rectifier bridge rotors
sine wave slip ring end (SRE) stators stator tap
temperature compensation thermistor
wye-connected stator

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All vehicles operate electrical components by taking

current from the battery. It is the purpose and function
of the charging system to keep the battery fully charged.
The Society of Automotive Engineers (SAE) term for
the unit that generates electricity is the generator.
The term alternator is also commonly used, especially
in service manuals before 1993 when the SAE term
was adopted by most vehicle manufacturers.

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PRINCIPLES OF GENERATOR OPERATION

Allelectricalgeneratorsusetheprincipleofelectromagnetic
inductiontoconvertmechanicalenergyintoelectricalenergy.
Electromagneticinductioninvolvesthegenerationofanelectrical
currentinaconductorwhentheconductorismovedthrougha
magneticfield.Theamountofcurrentgeneratedcanbeincreasedby
thefollowingfactors:
1. Increasingthespeedoftheconductorthroughthe
magneticfield
2. Increasingthenumberofconductorspassingthrough
themagneticfield
3. Increasingthestrengthofthemagneticfield
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ALTERNATING CURRENT GENERATORS

(ALTERNATORS)
AnACgeneratorgeneratesanalternatingcurrentwhenthecurrent
changespolarityduringthegeneratorsrotation.
Abatterycannotstorealternatingcurrent;therefore,this
alternatingcurrentischangedtodirectcurrent(DC)bydiodes
insidethegenerator.
Diodesareonewayelectricalcheckvalvesthatpermitcurrentto
flowinonlyonedirection.MostmanufacturerscallanAC
generatoranalternator.
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GENERATOR CONSTRUCTION
Ageneratorisconstructedofatwopiececastaluminumhousing.
Aluminumisusedbecauseofitslightweight,nonmagnetic
propertiesandheattransferpropertiesneededtohelpkeepthe
generatorcool.
Afrontballbearingispressedintothefronthousing(calledthe
driveend[DE]housing)toprovidethesupportandfriction
reductionnecessaryforthebeltdrivenrotorassembly.
Therearhousing,ortheslipringend(SRE),usuallycontainsa
rollerbearingsupportfortherotorandmountingforthebrushes,
diodes,andinternalvoltageregulator(ifthegeneratorisso
equipped).SeeFigures411and412.
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Figure 411 A typical generator (alternator)

on a Chevrolet V-8 engine.
Figure 412
The end frame toward the drive belt is called
the drive-end housing and the rear section
is called the slip-ring-end housing.
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Generator Horsepower and Engine

Operation - Part 1
Many technicians are asked how much power certain accessories require.
A 100-ampere generator requires about 2 horsepower from the engine.
One horsepower is equal to 746 watts. Watts are calculated by multiplying
amperes times volts:
Power in watts 100A x 14.5V = 1450 1hp = 746 W

1450 watts is about 2 horsepower and the generator uses about 2 hp to
generate 100 A. Allowing about 20% for mechanical and electrical losses
adds another 0.4 horsepower. When someone asks how much power it
takes to produce 100 amperes from a generator, the answer is 2.4 hp.

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Generator Horsepower and Engine

Operation - Part 2
Power in watts 100A x 14.5V = 1450 1hp = 746 W
Many generators delay output to prevent the engine from stumbling when
a heavy electrical load is applied. The voltage regulator or vehicle
computer is capable of gradually increasing the generator output over a
period of up to several minutes.
Though it does not sound like much, a sudden demand for 2 horsepower
from an idling engine can cause the engine to run rough or stall. The
difference in part numbers of various generators is often an indication of
the time interval over which the load is applied. Therefore, the use of the
wrong replacement generator could cause the engine to stall!

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ALTERNATOR OVERUNNING PULLEY

PurposeandFunctionManygeneratorsareequippedwithan
overrunningalternatorpulley(OAP),calledaclutchpulley.
Thiseliminatesnoiseandvibrationintheaccessorydrivebelt
system,especiallywhenatidle,whenengineimpulsesare
transmittedtothealternatorthroughtheaccessorydrivebelt.
Themassoftherotorofthealternatortendstowanttokeep
spinning,buttheenginecrankshaftspeedsupandslowsdown
slightlyduetothepowerimpulses.
Usingaonewayclutchinthealternatorpulleyallowsthebeltto
applypowertothealternatorinonlyonedirectionthereby
reducingthefluctuationsinthebelt.SeeFigure413.
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Figure 413 An OAP on a generator on a Chevrolet Corvette.

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Aconventionaldrivepulleyattachestothealternator(rotor)shaft
withanutandlockwasher.
Intheoverrunningclutchpulley,theinnerraceoftheclutchactsas
thenutandscrewsontotheshaft.Specialtoolsarerequiredto
removeandinstallthistypeofpulley.
Anothertypeofalternatorpulleyusesadampenerspringinsideplus
aonewayclutch.Thisunitiscalledanoverrunningalternator
dampener(OAD).
AnOADislargerthananOAPandisusedonthePontiacG8and
othervehicles.
SeeFigure414.
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Figure 414 An overrunning alternator dampener (OAD) disassembled, showing all of its
internal parts.

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DiagnosisandServiceOverrunningalternatorpulleysand
alternatordampenerscanfail,withthemostcommonfactorthe
onewayclutch.
Ifitfails,itcanfreewheelandnotpowerthealternatororitcanlock
upandnotprovidedampeningasdesigned.Ifthechargingsystem
isnotworking,theOAPorOADcouldbethecauseratherthana
faultinthealternatoritself.
Inmostcases,theentirealternatorassemblywillbereplaced
becauseeachOAPorOADisuniqueforeachapplicationandthey
requirespecialtoolstoremoveandreplace.

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Can I Install an OAP or OAD to My Alternator?

No. An alternator needs to be equipped with the proper shaft to allow the
installation of an OAP or OAD. This also means a conventional pulley
cannot be used to replace a defective overrunning alternator pulley or
dampener.

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ROTORS
Therotorcreatesthemagneticfieldofthegeneratorandproduces
acurrentbyelectromagneticinductioninthestationarystator
windings.
Thegeneratorrotorisconstructedofmanyturnsofcopperwire
coatedwithavarnishinsulationwoundoveranironcore.Theiron
coreisattachedtotherotorshaft.Atbothendsoftherotor
windingsareheavygaugemetalplatesbentoverthewindings
withtriangularfingerscalledpoles.
Thesepolefingersdonottouch,butrathertheyalternateor
interlaceasshowninFigure415.
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Figure 415 A cutaway of a General Motors CS-130D generator showing the rotor and cooling
fans that are used to force air through the unit to remove the heat created when it is charging
the battery and supplying electrical power for the vehicle.
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Ifcurrentflowsthroughtherotorwindings,themetalpolepiecesateachendoftherotorbecome
electromagnets.Whetheranorthorasouthpolemagnetiscreateddependsonthedirectioninwhichthe
wirecoiliswound.
Becausethepolepiecesareattachedtoeachendoftherotor,onepolepiecewillbeanorthpolemagnet.
Theotherpolepieceisontheoppositeendoftherotorandthereforeisviewedasbeingwoundinthe
oppositedirection,creatingasouthpole.Therotorfingersarealternatingnorthandsouthmagneticpoles.
Themagneticfieldsarecreatedbetweenthealternatingpolepiecefingers.Theseindividualmagnetic
fieldsproduceacurrentbyelectromagneticinductioninthestationarystatorwindings.
SeeFigure416.
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Thecurrentnecessaryforthe
field(rotor)windingsis
conductedthroughcarbon
brushestothesliprings.
Maximumratedgenerator
outputinamperesislargely
dependentonthenumber
andgaugeofthewindings
oftherotor.
Substitutingrotorsfromone
generatorintoanothercan
greatlyaffectmaximumoutput
eitherpositiveornegative.
Figure 416 Rotor assembly of a typical alternator (AC generator). Current through the slip rings
causes the fingers of the rotor to become alternating north and south magnetic poles. As the
rotor revolves, these magnetic lines of force induce a current in the stator windings.
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GENERATOR BRUSHES
Thecurrentforthefieldiscontrolledbythevoltageregulatorand
isconductedtotheslipringsthroughcarbonbrushes.
Thebrushesconductonlythefieldcurrent(approximately2to5
amps),andthereforetendtolastlongerthanthebrushesusedona
DCgenerator,whereallthecurrentgeneratedinthegeneratormust
flowthroughthebrushes.

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STATORS
Supportedbetweenthetwohalvesofthegeneratorhousingare
threecopperwirewindingswoundonalaminatedmetalcore.
SeeFigure417.
Astherotorrevolves,itsmovingmagneticfieldinducesacurrent
inthewindingsofthestator.
SeeFigure418.
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Figure 417 A cutaway view of a typical AC generator (alternator)
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Figure 418 An exploded view of a typical generator (alternator) showing all of its internal
parts.

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The Sniff Test

Whenever checking for the root cause of a generator failure, one of the
first things that a technician should do is to sniff (smell) the generator! If
the generator smells like a dead rat (rancid), the stator windings have been
overheated by trying to charge a discharged or defective battery.
If the battery voltage is continuously low, the voltage regulator will continue
supplying full field current to the generator. The voltage regulator is
designed to cycle on and off to maintain a narrow charging system voltage
range.
If battery voltage is continually below the cutoff point of the voltage
regulator, the generator is continually producing current in the stator
windings. This constant charging can often overheat the stator and burn
the insulating varnish covering the stator windings. If the generator fails the
sniff test, the tech should replace the stator and other generator
components found to be defective and replace or recharge and test the
battery.
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DIODES
Diodesareconstructedofasemiconductormaterial(usually
silicon)andoperateasaonewayelectricalcheckvalvethat
permitsthecurrenttoflowinonlyonedirection.
ACgeneratorsusesixdiodes(onepositiveandonenegativediode
foreachofthethreestatorwindings)toconvertalternatingcurrent
todirectcurrent.Thesymbolforadiodeisshownhere.
Figure 419 A diode symbol.

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HOW A GENERATOR WORKS

Arotorinsideageneratoristurnedbyabeltanddrivepulley
turnedbytheengine.Themagneticfieldoftherotorgenerates
acurrentinthewindingsofthestatorbyelectromagnetic
induction.
Fieldcurrentflowing
throughtheslipringstothe
rotorcreatesalternating
north&southpolesonthe
rotor,withamagneticfield
betweeneachfingerof
therotor.
Figure 4110 Magnetic lines of force cutting across a
conductor induce a voltage and current in the conductor.
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Theinducedcurrentinthestatorwindingsisanalternatingcurrent
becauseofthealternatingmagneticfieldoftherotor.
Theinducedcurrentstartstoincreaseasthemagneticfieldstartsto
inducecurrentineachwindingofthestator.
Thecurrentthenpeakswhenthemagneticfieldisthestrongestand
startstodecreaseasthemagneticfieldmovesawayfromthestator
winding.
Thecurrentgeneratedisdescribedasbeingofasinewavepattern
SeeFigure4111.
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Figure 4111 Since wave voltage curve created by one revolution of a winding rotating in a
magnetic field.
Astherotorcontinuestorotate,thissinewavecurrentisinducedin
eachofthethreewindingsofthestator.
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Becauseeachofthethreewindingsgeneratesasinewavecurrent,the
resultingcurrentscombinetoformathreephasevoltageoutput.
Figure 4112 When three windings (A, B, and C) are present in a stator, the resulting current
generation is represented by the three sine waves. The voltages are 120 out of phase. The
connection of the individual phases produces a three-phase alternating voltage.
ACgeneratorscontainsixdiodes,onepairofpositiveanda
negativeforeachofthethreestatorwindings.
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WYE-CONNECTED STATORS
TheY(pronouncedwyeandgenerallysowritten)typeorstar
patternisthemostcommonlyusedgeneratorstatorwinding
connection.
Figure 4113 Wye-connected stator winding.

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Theoutputcurrentwithawyetypestatorconnectionisconstant
overabroadgeneratorspeedrange.
Currentisinducedineachwindingbyelectromagneticinduction
fromtherotatingmagneticfieldsoftherotor.Inawyetypestator
connection,thecurrentsmustcombinebecausetwowindingsare
alwaysconnectedinseries.SeeFigure4114.
Thecurrentproducedineachwindingisaddedtotheotherscurrent
andflowsthroughthediodestothegeneratoroutputterminal.One
halfofthecurrentproducedisavailableattheneutraljunction
(usuallylabeledSTAforstator).
Voltageatthiscenterpointisusedbysomegeneratormanufacturers
(especiallyFord)tocontrolthechargeindicatorlightorisusedbythe
voltageregulatortocontroltherotorfieldcurrent.
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Figure 4114 As the magnetic field, created in the rotor, cuts across the windings of the stator,
a current is induced. Notice that the current path includes passing through one positive () diode
on the way to the battery and one negative () diode as a complete circuit is completed through
the rectifier and stator.

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DELTA-CONNECTED STATORS
Thedeltawindingisconnectedinatriangularshape,asshownin
here.(DeltaisaGreeklettershapedlikeatriangle.)
Figure 4115 Delta-connected stator winding.

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Currentinducedineachwindingflowstothediodesinaparallel
circuit.Morecurrentcanflowthroughtwoparallelcircuitsthancan
flowthroughaseriescircuit(asinawyetypestatorconnection).
Deltaconnectedstatorsareusedongeneratorswherehighoutputat
highgeneratorrpmisrequired.Thedeltaconnectedgeneratorcan
produce73%morecurrentthanthesamegeneratorwithwyetype
statorconnections.
Ifageneratorwithawyeconnectedstatorcanproduce55A,the
samegeneratorwithdeltaconnectedstatorwindingscanproduce
73%morecurrent,or95A(551.73=95).
Thedeltaconnectedgenerator,however,produceslowercurrent
atlowspeedandmustbeoperatedathighspeedtoproduceits
maximumoutput.
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GENERATOR OUTPUT FACTORS

Outputvoltageandcurrentofageneratordependon:
1. TheSpeedofrotationGeneratoroutputisincreasedwith
generatorrotationalspeeduptothegeneratorsmaximum
possibleampereoutput.Generatorsnormallyrotateata
speedtwotothreetimesfasterthanenginespeed,
dependingonrelativepulleysizesusedforthebeltdrive.
2. TheNumberofconductors.Ahighoutputgenerator
containsmoreturnsofwireinthestatorwindings.Stator
windingconnections(whetherwyeordelta)alsoaffectthe
maximumgeneratoroutput.See4116.
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Hereisanexampleofastatorthathassixratherthanthree
windings,whichgreatlyincreasestheamperageoutputofthe
generator(alternator).
Figure 4116 A stator assembly with six, rather than the normal three, windings.
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3.
TheStrengthofthemagneticfield.Ifthemagneticfieldis
strong,ahighoutputispossiblebecausethecurrentgenerated
byelectromagneticinductionisdependentonthenumberof
magneticlinesofforcethatarecut.
a. Thestrengthofthemagneticfieldcanbeincreasedby
increasingthenumberofturnsofconductorwire
woundontherotor.Ahigheroutputgeneratorhasmore
turnsofwirethanageneratorwithalowratedoutput.
b. Thestrengthofthemagneticfieldalsodependsonthe
currentthroughthefieldcoil(rotor).Becausemagnetic
fieldstrengthismeasuredinampereturns,thegreater
theamperageorthenumberofturns,orboth,thegreater
thegeneratoroutput.

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GENERATOR VOLTAGE REGULATION

Anautomotivegeneratormustbeabletoproduceelectricalpressure
(voltage)higherthanbatteryvoltagetochargethebattery.
Excessivehighvoltagecandamagebattery,electricalcomponents,
andthelightsofavehicle.Ifnocurrent(zeroamperes)wasflowing
inthefieldcoilofthegenerator(rotor),generatoroutputwouldbe
zerobecausewithoutfieldcurrentamagneticfielddoesnotexist.
Thefieldcurrentrequiredbymostautomotivegeneratorsisless
than3amps.Itisthecontrolofthefieldcurrentthatcontrolsthe
outputofthegenerator.
SeeFigure4117.
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Currentfortherotorflowsfromthebatterythroughthebrushesto
thesliprings.Aftergeneratoroutputbegins,thevoltageregulator
controlsthecurrentflowthroughtherotor.
Figure 4117 Typical voltage regulator voltage range.

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CHARGING VOLTAGE CONTROL

Ifanautomotivebatteryisdischarged,itsvoltagewillbelowerthan
thevoltageofafullychargedbattery.Thegeneratorwillsupply
chargingcurrent,butitmaynotreachmaximumchargingvoltage.
Agoodbutdischargedbatteryshouldbeabletoconvertintochemical
energyallthecurrentthegeneratorcanproduce.Aslongasgenerator
voltageishigherthanbatteryvoltage,currentwillflowfromthe
generator(highpressure,highvoltage)tothebattery(lowerpressure,
lowervoltage).Theconditionandvoltageofthebatterydodetermine
thechargingrateofthegenerator.
Ifadischargedbatteryisusedduringchargingsystemtesting,tests
couldmistakenlyindicateadefectivegeneratorand/orvoltage
regulator.
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TemperatureCompensationAllvoltageregulators(mechanicalor
electronic)provideamethodforincreasingthechargingvoltage
slightlyatlowtemperaturesandforloweringthechargingvoltageat
hightemperatures.
Abatteryrequiresahigherchargingvoltageatlowtemperatures
becauseoftheresistancetochemicalreactionchanges.However,the
batterywouldbeoverchargedifthechargingvoltagewerenot
reducedduringwarmweather.
Electronicvoltageregulatorsuseatemperaturesensitiveresistor,
calledathermistorintheregulatorcircuit,anditprovideslower
resistanceastemperatureincreases.
Athermistorisusedtocontrolchargingvoltageoverawiderangeof
underthehoodtemperatures.SeeFigure4118.
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Figure 4118 A typical

electronic voltage regulator
showing the connections
and the circuits involved.
NOTE: Voltmetertestresultsmayvaryaccordingtotemperature.
Chargingvoltagetestedat32F(0C)willbehigherthanforthesame
vehicletestedat80F(27C)becauseofthetemperaturecompensation
factorsbuiltintovoltageregulators.
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DIODE TRIO GENERATORS

Somegenerators(alternators)useadiodetriotoprovidecurrentto
therotor(field)andturnoffthechargeindicatorlightonthedash.
Adiodetrioisthreediodesconnectedinparallelwiththeanode
endsconnectedtothethreestatorwindingconnectorsatthe
rectifierbridge.Thesingleoutputterminalofthediodetriois
appliedtotheignitionfeedterminal.
NOTE: Ifoneofthethreediodesisopen,only8voltswillbeapplied
againstthe12voltsfromtheignition.Theresultisadimgeneratorcharge
indicatorlight.Whilethislightmaybeacustomerconcern,thegenerator
willproducenormaloutput.

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Whentheignitionison,12voltsisappliedthroughthechargelight
bulbandisgroundedthroughtherotorwinding.
Thiscurrentisblockedfromflowingthroughthediodetriobecause
thediodesarereversedbiased.Whenthestatorandthegenerator
starttogeneratevoltage,the12voltoutputofthediodetrioopposes
the12voltsfromtheignitionthroughthechargelightcausingthe
chargelighttogoout.

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ELECTRONIC VOLTAGE REGULATORS

Theelectroniccircuitofthevoltageregulatorcyclesbetween10and
7,000timespersecondasneededtoaccuratelycontrolthefield
currentthroughtherotor,andthereforecontrolthegeneratoroutput.
Thecontrolofthefieldcurrentisaccomplishedbyopeningand
closingthegroundsideofthefieldcircuitthroughtherotorofthe
generator.Electronicvoltageregulatorsalsousemanyresistorsto
helpreducethecurrentthroughtheregulator,andtheresultingheat
mustbedissipatedintotheairtopreventdamagetothediodesand
transistors.
Whethermountedinsidethegeneratororexternallyunderthehood,
electronicvoltageregulatorsaremountedwherenormalairflowcan
keeptheelectroniccomponentscool.
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Thezenerdiodeisamajorelectroniccomponentthatmakesvoltage
regulationpossible.Generatorvoltagefromthestatoranddiodesis
firstsentthroughathermistor,whichchangesresistancewith
temperature,andthentoazenerdiode.
Whenevertheupperlimitvoltageisreached,thezenerdiode
conductscurrenttoatransistor,whichthenopensthefield(rotor)
circuit.Allthecurrentstopsflowingthroughthegenerators
brushes,sliprings,androtor,andnomagneticfieldisformed.
Withoutamagneticfield,ageneratordoesnotproducecurrentin
thestatorwindings.
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Whennovoltageisappliedtothezenerdiode,currentflowstops
andthebaseofthetransistoristurnedoff,closingthefieldcircuit.
Themagneticfieldisthusrestoredintherotor.
Therotatingmagneticfieldsoftherotorinduceacurrentinthe
stator,whichisagaincontrollediftheoutputvoltageexceedsthe
designedlimitasdeterminedbythezenerdiodebreakdownvoltage.
Dependingonthegeneratorrpm,vehicleelectricalload,andstateof
chargeofthebattery,thiscontrolledswitchingonandoffcanoccur
between10and7,000timespersecond.
SeeFigure4119.
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Figure 4119 Typical General Motors SI-style AC generator. Full Caption next slide.

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Figure 4119 Typical General Motors SI-style AC generator with an integral voltage regulator.
Voltage present at terminal 2 is used to reverse bias the zener diode (D2) that controls TR2. The
hot brush is fed by the ignition current (terminal I) plus current from the diode trio.
SeetheentireschematiconPage442ofyourtextbook.
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ComputerControlledGeneratorsComputerscaninterfacewith
thechargingsysteminthreeways:
1. Thecomputercanactivatethechargingsystembyturning
onandoffthefield.
2. Thecomputercanmonitortheoperationofthegenerator
andthereforecanincreaseidlespeedtocompensatefor
theadditionalloadifthegeneratorisproducingat
maximumoutput.
3. Thecomputercancontrolthegeneratorbynotonlyturning
thefieldonandoffbutcanalsodelayorlimittheoutputof
thegenerator,dependingonotherloadsontheengine,suchas
powersteeringoranairconditioningcompressor.
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Theenginecontrolmodule(ECM)controlsthealternatorby
changingtheontimeofthecurrentthroughtherotor.Theontime,
ordutycycle,isvariedfrom5%to95%.Seethefollowingchart:
Seethechart
onPage443
ofyourtextbook.
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AsystemusedonsomeGMvehiclesiscalledElectricalpower
management(EPM)andusesaHalleffectsensorattachedtothe
negativebatterycabletomeasurethecurrentleavingandentering
thebattery.
Figure 4120 A Hall-effect

current sensor attached to
the negative battery cable is
used as part of the EPM
system.
Thissystemhassix
modesofoperation
including:
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1. TheChargemode.Thechargemodeisactivatedwheneverany
ofthefollowingoccurs:
Electriccoolingfansareonhighspeed
Rearwindowdefoggerison
Batterystateofcharge(SOC)islessthan80%
Outside(ambient)temperatureislessthan32F(0C)
2. TheFueleconomymode.Thismodereducestheloadonthe
enginefromthegenerator(alternator)formaximumfuel
economy.Activatedwhenthefollowingconditionsaremet:
Ambienttemperatureisabove32F(0C)
Thestateofchargeofthebatteryis80%orhigher
Thecoolingfansandreardefoggerareoff
Thetargetvoltageis13voltsandwillreturntothe
chargemode,ifneeded.
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3. TheVoltagereductionmode.Thismodeiscommandedto
reducethestressonthebatteryduringlowloadconditions.This
modeisactivatedwheneverthefollowingconditionsaremet
Ambienttemperatureisabove32F(0C)
Lowbatterydischargerate(lessthan7amperes)
Reardefoggerisoff
Coolingfansareonloworoff
4. TheStartupmode.Thismodeisselectedafterenginestartand
commandsachargingvoltageof14.5voltsfor30seconds.After
30seconds,themodeischangeddependingonconditions.
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5. TheBatterysulfationmode.Thismodeiscommandedifthe
outputvoltageislessthan13.2voltsfor45minutes,whichcan
indicatethatsulfatedplatescouldbethecause.Thetarget
voltageis13.9to15.5voltsfor3minutes.After3minutes,the
systemreturnstoanothermodebasedonconditions.
6. TheHeadlightmode.Thismodeisselectedwheneverthe
headlightsareonandthetargetvoltageis14.5volts.
The Voltage Display Can Be a Customer
Concern
A customer may complain that the voltmeter reading on the dash fluctuates
up and down. This may be normal as the computer-controlled charging
system commands various modes of operation based on the operating
conditions. Follow the vehicle manufacturers recommended procedures to
verify proper operation.
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Beginninginthemid1980s,GMintroducedasmaller,highoutputseriesofgeneratorscalledtheCS
(chargingsystem)series.SeeFigures4121and4122.
FollowingCSarenumbersindicatingtheoutsidediameterinmillimetersofthestatorlaminations.
Typicalsizes,designations,andoutputsincludethefollowing:
CS121,5SI74A
CS130,9SI105A
CS144,17SI120A
Thesegeneratorsfeaturetwocoolingfans(oneinternal)andterminalsdesignedtopermitconnections
toanonboardbodycomputerthroughterminalsLandF.
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Figure 4121 General Motors CS generator. Notice the use of zener diodes in the rectifier to
help control any high-voltage surges that could affect delicate computer circuits. If a highvoltage surge does occur, the zener diode(s) will be reversed biased and the potentially harmful
voltage will be safely conducted to ground. Voltage must be preset at the L terminal to allow the
generator to start producing current.
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Thereducedsizegeneratorsalsofeatureballbearingsinthefront
andrearandtotallysolderedinternalelectricalconnections.The
voltageiscontrolledeitherbythebodycomputer(ifsoequipped)or
bythebuiltinvoltageregulator.
Thevoltageregulator
switchesfieldvoltage
onandoffatafixed
frequencyofabout400
timespersecond.
Figure 4122 The components inside a GM CS generator.
Voltageiscontrolled
byvaryingtheontime
andofftimeofthe
fieldcurrent.

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CHARGING SYSTEM TESTING AND SERVICE

Thechargingsystemcanbetestedaspartofroutineinspectionorto
determinereasonforanoorreducedchargingcircuitperformance.
ChargingVoltageTestFirstandeasiesttesttoperformtocheckif
thegeneratorisworkingcorrectlyistocheckthechargingsystem
voltageatthebattery.Useadigitalmultimetertocheckusingthe
followingsteps:
Step#1SelectDCvolts.
Step#2Connecttheredmeterleadtothepositive(+)terminalof
thebatteryandtheblackmeterleadtothenegative()terminal.
Step#3Starttheengineandincreasetheenginespeedtoabout
2000rpm(fastidle)andrecordthechargingvoltage.
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Chargingvoltage=13.5to15.0V (GM=14.2to15.2V).
Ifthevoltageistoohigh,checkthatthecharging
systemcomponentssuchasthegeneratorandvoltage
regulator(ifseparate)areproperlygrounded.Ifthe
batteryvoltageisstillhigherthanspecified,thenthere
islikelyafaultwiththeelectricalconnectionsatthe
voltageregulatororgenerator.
Ifthevoltageislowerthanspecifications,thereisa
faultwiththewiring,generator,orregulator(if
external).Additionaltestingisrequiredtohelppinpoint
therootcause.
NOTE: Polarityofmeterleadsisnotimportantwhenusingadigital
multimeter.Ifmeterleadsareconnectedbackwardonthebattery,the
readoutwillhaveanegative()signinfrontofthevoltagereading.
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Figure 4123 The digital multimeter should be set to read DC volts, with the red lead connected
to the positive (+) battery terminal and the black meter lead connected to the negative (-) battery
terminal.
Figure 4124 A scan tool can be used

to diagnose charging system problems.
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The Hand Cleaner Trick

Lower-than-normal generator output could be the result of a loose or
slipping drive belt. A common trick used to determine if the noise is belt
related is to use grit type hand cleaner or scouring powder. With the
engine off, sprinkle some powder onto the pulley side of the belt. Start the
engine. The excess powder will fly into the air, so get away from under the
hood when the engine starts.
If the belts are now quieter, you know that it was the glazed belt that made
the noise. Often, the grit from the hand cleaner will remove the glaze from
the belt and the noise will not return. However, if the belt is worn or loose,
the noise will return and the belt should be replaced.
A fast alternative method to see if the noise is from the belt is to spray
water from a squirt bottle at the belt with the engine running. If the noise
stops, the belt is the cause of the noise. The water quickly evaporates, and
therefore, unlike the gritty hand cleaner, water simply finds the problemit
does not provide a short-term fix.
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MagnetizedRearBearingTestAll12voltautomotivegenerator
systemsusethevoltageregulatortocontrolthecurrentthroughthe
rotorofthegenerator.
Therotorcreatesamagnetic
fieldwhenthereisacomplete
circuitthroughthebrushesand
slipringsoftherotor.
Nocurrentthroughtherotor
meansnogeneratoroutput.
Whentherotorisenergized,
theentirerotorshaftandthe
generatorbearingsbecome
magnetized.
Figure 4125 If the rear bearing is magnetized,

the voltage regulator, generator brushes, and
rotor are functioning.
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NOTE: Thefrontbearingisalsomagnetized,buttestingformagnetism
ofthefrontbearingwiththeenginerunningcanbedangerous.
Iftherearbearingismagnetized,thefollowingfactsareknown:
1. Thevoltageregulatorisworking.
2. Thegeneratorbrushesareworking.
3. Therotorinthegeneratorisproducingamagneticfield.
If the rear bearing is not magnetized, then one or more of the
followingproblemsexist:
1. Thevoltageregulatorisnotworking.
2. Thegeneratorbrushesarewornorstuck,andtheyarenot
makinggoodelectricalcontactwiththerotorsliprings.
3. Thegeneratorrotorcouldbedefective.
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Iftherotorisnotproducingamagneticfield,noautomotive
generatorcanproducechargingcurrent.Itisthisrotatingmagnetic
fieldcreatedintherotorthatinducescurrentinthestatorwindings.
Bycheckingforamagnetizedrearbearing,thetechniciancanbetter
determinewherethechargingsystemproblemislocated.
Iftherearbearingismagnetized,yetthecharge(GEN)lightis
onandthegeneratorisnotcharging,theproblemhastobeinside
thegenerator(diodes,stator,etc.).

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The Lighter Plug Trick

Battery voltage measurements can be read through the lighter socket.
Construct a test tool using a lighter plug at one end of a length of twoconductor wire and the other end connected to a double banana plug. The
double banana plug will fit most meters in the common (COM) terminal and
the volt terminal of the meter.
Figure 4126
Charging system voltage can be
easily checked at the lighter plug
by connecting a lighter plug to
the voltmeter through a double
banana plug.

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Use a Test Light to Check for a Defective

Fusible Link
Most AC generators (alternators) use a fusible link between the output
terminal located on the slip-ring-end frame and the positive (+) terminal
of the battery. If this link is defective (blown), then the charging system
will not operate. Many AC generators have been replaced repeatedly
because of a blown fusible link, not discovered until later. A quick and
easy test of the fusible link is to touch a test light to the output terminal.
With the other end of the test light
attached to a good ground, the
fusible link is OK if the light lights.
This confirms the circuit between
the AC generator and the battery
has continuity.
Figure 4127
Before replacing a generator (alternator),
the wise tech checks that battery voltage
is present at the output and battery voltage
sense terminals.
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ACVoltageCheckAgeneratorshouldproduceverylittleAC
voltage.Itisthepurposeofthediodesinthegeneratortorectify
ACvoltageintoDCvoltage.TheproceduretocheckforACvoltage
includesthefollowingsteps:
Step#1SetthedigitalmetertoreadACvolts.
Step#2Starttheengineandoperateitat2000rpm(fastidle).
Step#3Connectthevoltmeterleadstothepositiveandnegative
batteryterminals.
Step#4Turnontheheadlightstoprovideanelectricalloadonthe
generator.
Theresultsshouldbeinterpretedasfollows:Ifthediodesaregood,
thevoltmetershouldreadlessthan0.4voltAC.Ifthereadingis
over0.5voltAC,therectifierdiodesaredefective.
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NOTE: Ahigher,moreaccuratereadingcanbe
obtainedbytouchingthemeterleadtotheout
putterminalofthegenerator.
Figure 4128 AC ripple at the output terminal of the generator is

more accurate than testing at the battery due to the resistance of
the wiring between the generator and the battery. The reading
shown on the meter is only 78 mV (0.078 V ), far below what the
reading would be if a diode were defective. (Courtesy of Fluke
Corporation)
Thistestwillnottestforadefectivediodetrio.

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The Mini Clamp-On DMM Test

Generator output can be easily measured using a digital mini clamp-ontype digital multimeter. A typical clamp-on meter is capable of reading as
low as 10 mA (0.01 A) to 200 A or more.
To set up for the test, clamp the meter around the generator output wire
and select DC amperes and the correct scale. Start the engine and turn on
all lights and accessories and then observe the meter display.
The results should be within 10% of the specified generator rating. An
AC/DC current clamp adapter can also be used along with a conventional
digital multimeter set on the DC millivolt scale.
To check for AC current ripple, switch the meter to read AC amperes and
record the reading. A reading of greater than 10 amperes AC indicates
defective generator diodes.

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Figure 4129 A mini clamp-on digital multimeter can be used to measure generator output. This
meter was set on the 200-A DC scale. With the engine running and all lights and accessories on,
the generator was able to produce almost exactly its specified rating of 105 A.
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ChargingSystemVoltageDropTestingFortheproperoperation
ofanychargingsystem,theremustbegoodelectricalconnections
betweenthebatterypositiveterminalandthegeneratoroutput
terminal.Thegeneratormustalsobeproperlygroundedtothe
engineblock.
Manyvehiclemanufacturersruntheleadfromtheoutputterminal
ofthegeneratortootherconnectorsorjunctionblocksthatare
electricallyconnectedtothepositiveterminalofthebattery.
Ifthereishighresistance(ahighvoltagedrop)intheseconnections
orinthewiringitself,thebatterywillnotbeproperlycharged.
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Wheneverthereisasuspectedchargingsystemproblem(withor
withoutachargeindicatorlighton),followthesestepstomeasure
voltagedropoftheinsulated(powerside)chargingcircuit:
Step #1 Start the engine and run it at a fast idle (about 2000
enginerpm).
Step#2Turnontheheadlightstoensureanelectricalloadonthe
chargingsystem.
Step #3 Using any voltmeter, connect the positive test lead
(usually red) to the output terminal of the generator. Attach the
negativetestlead(usuallyblack)tothepositivepost.
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Theresultsshouldbeinterpretedasfollows:
1. Ifthereislessthana0.4voltreading,thenallwiringand
connectionsaresatisfactory.
2. Ifthevoltmeterreadshigherthan0.4volt,thereisexcessive
resistance(voltagedrop)betweenthegeneratoroutput
terminalandthepositiveterminalofthebattery.
3. Ifthevoltmeterreadsbatteryvoltage(orclosetobattery
voltage),thereisanopencircuitbetweenthebatteryandthe
generatoroutputterminal.
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Todeterminewhetherthegeneratoriscorrectlygrounded,maintain
theenginespeedat2000rpmwiththeheadlightson.
Connectthepositive
voltmeterleadtothe
caseofthegenerator
andthenegativelead
tothenegative
terminalofthebattery.
Figure 4130 Voltmeter hookup to
test the voltage drop of the charging
circuit.
Thevoltmetershould
readlessthan0.2volt
ifthegeneratoris
properlygrounded.
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Ifthereadingisover0.2volt,connectoneendofanauxiliary
groundwiretothecaseofthegeneratorandtheotherendtoagood
engineground.
2 to 4
Most voltage-drop specifications range between 0.2 and 0.4 volt.
Generally, if the voltage loss (voltage drop) in a circuit exceeds 0.5 volt
(1/2 volt), the wiring in that circuit should be repaired or replaced. During
automotive testing, it is sometimes difficult to remember the exact
specification for each test; therefore, the technician can simply remember
2 to 4 and that any voltage drop over this amount indicates a problem.
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Use Jumper Cables as a Diagnostic Tool

Whenever diagnosing a generator charging problem, try using jumper
cables to connect the positive and negative terminals of the generator
directly to the positive and negative terminals of the battery.
If a definite improvement is noticed, the problem is in the wiring of the
vehicle. High resistance, due to corroded connections or loose grounds,
can cause low generator output, repeated regulator failures, slow cranking,
and discharged batteries.
A voltage-drop test of the charging system also can be used to locate
excessive resistance (high-voltage drop) in the charging circuit, but using
jumper wires (cables) is often faster and easier.

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GENERAL MOTORS SI TEST LIGHT TEST

All General Motors SI (System Integration [internal voltage
regulator]) series Delcotron generators (alternators) can be easily
testedusingastandard6to12volttestlight.
Figure 4131 Typical GM SI generator.

Note the location and wire color used
for terminal #1 and #2.
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NOTE: Terminal#2isthebatterysensingterminal.OnmanyGM
applications,ajumperwiresimplyconnectstheBATterminaltoterminal
#2.Thetestlightshouldbedimwhentouchedtoterminal#1.Terminal#1
isthewirefromthedashboardwarninglight.Thetestlightshouldbedim
becauseofthevoltagedropacrossthedashboardlightbulb.
ProblemsandPossibleCausesIfthetestlightisnotonatallon
terminal#1(brownortanwire),theproblemisanopencircuitin
thewiringbetweenthedashandthegenerator.
Ifthetestlightisbrightonterminal#1withthekeyturnedtoon
andtheengineoff,themostlikelycauseisadefective(open)
voltageregulator.
IfthetestlightdoesnotlightoneithertheBATterminalor#2
terminal,anopencircuitexistsbetweenthepositivepostofthe
batteryandthegenerator.Checktheconditionofallfusiblelinks.
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GENERAL MOTORS CS SERIES AC

GENERATORS
AGeneralMotorsCSseriesgeneratorrequiresonlytwowiresto
operatethebattery(BAT)feedandthewiretotheLterminal.
TheCSseriesgeneratorsaredesignedtooperateasastandalone
generatororbecontrolledbyavehiclecomputersystem.
SeeFigure4132forterminalidentification.
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The P terminal, sometimes called the stator tap, is connected

directly to the stator that produces about onehalf of the system
alternating current and is used as a tachometer signal. P is used
becauseitisanabbreviationfor pseudo,meaningalternating(not
straight)output.TerminalSisthesensingterminalfortruebattery
voltage.TerminalFisthecomputersensingterminal.Thecomputer
monitorsthisterminalandsetstroublecodesandalertsthedriverif
there is a charging system malfunction. The letter I is sometimes
used instead of F and this terminal is used as a backup voltage
sourcetothevoltageregulatoriftheLterminalcircuitislost.
Figure 4132
Typical GM CS generator wiring plug
identification. Note that terminal F is
sometimes terminal I on some generators.
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The Chevrolet Van Story - Part 1

The battery and generator (alternator) had been replaced by another shop,
yet the battery would be totally discharged after three days. A check of the
charging system showed that the generator was not charging.
Before another generator was installed, the tech checked for voltage at
both the output terminal of the generator (B terminal) and the L terminal
with the ignition switch in the on (run) position. There was no voltage at
the L terminal indicating the problem was in the wiring to the L terminal,
because without voltage at this terminal, the CS130 will charge.
Checking the schematic in the service information showed that the power
to the L terminal came from the gauges fuse and then through the charge
warning lamp. See Figure 4133 following.
What could have caused the fuse to blow? Further checking of the circuit
showed that the gauges fuse also fed the automatic transmission torque
converter clutch circuit. A visual inspection discovered a damaged wire
under the van most likely due to road debris. Repairing the wire and
installing a new fuse solved the charging system problem.
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The Chevrolet Van Story - Part 2

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The Chevrolet Van

Story - Part 3
Figure 4133 A schematic showing a typical wiring for a General Motors CS generator, showing
that the L terminal is fed from the gauges fuse. If the fuse was blown, the charger light would
never light and the generator (alternator) will not charge.

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DIAGNOSING PROBLEMS WITH THE GENERAL

MOTORS CS SERIES
Ifthechargeindicatorlightisoninthedash,unplugtheconnector
(whichcanhaveuptofourwires).Starttheengineandobservethe
dashchargelight.Ifthelightisstillon,thereisashorttogroundin
theLwirecircuitbetweenthegeneratorandthedash.Ifthecharge
lightisout,checkforvoltageattheLterminal.
IfthereisvoltageavailableattheLterminal(remember,the
connectorisstillunpluggedfromthegenerator),theproblemisinthe
generator,ifchargingisnotoccurring.
IfthereisnovoltageavailableattheLterminal,applyavoltage
throughastandardtestlighttotheLterminalofthegenerator.This
suppliesthepowerfortheregulator.
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Ifthegeneratoroutputisnownormal,theproblemisinthewiringto
theLterminalofthegenerator.Checkallfuses,allfusiblelinks,and
thechargelightindicatorbulb.
GeneratorOutputTestAchargingcircuitmaybeabletoproduce
correctchargingcircuitvoltagebutnotproduceadequateamperage.
Ifindoubtaboutchargingsystemoutput,firstcheckthecondition
ofthegeneratordrivebelt.SeeFigure4134.
Withtheengineoff,attempttorotatethefanofthegeneratorby
hand.Replaceortightenthedrivebeltifthegeneratorfancanbe
rotatedthisway.
SeeFigure4135fortypicaltestequipmenthookup.
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Figure 4134 This accessory drive belt should be replaced because it has so many cracks. The
usual specification for when a serpentine belt requires replacement is when there are three or
more cracks in any one rib in any 3-inch length.
Figure 4135
Typical hookup of a starting
and charging tester.

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Thetestingprocedureforgeneratoroutputisasfollows:
Step#1Connectstartingandchargingtestleadsaccordingtothe
testequipmentmanufacturersinstructions.
Step#2Turnignitionswitchon(engineoff);observetheammeter.
Theignitioncircuitcurrentshouldbeabout2to8amperes.
Step#3Starttheengineandoperateitat2000rpm(fastidle).Turn
theloadincreasecontrolslowlytoobtainthehighestreadingonthe
ammeterscale.Notetheamperereading.
Step#4Totaltheamperesfromstep2andstep3.Resultsshould
bewithin10%(or15amperes)oftheratedoutput.Ratedoutput
maybeprintedonthegeneratorasshowninFigure4137.
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HINT: Step#2canbeskippediftheammetercurrentclampcanbe
connectedaroundthegeneratoroutputwireinsteadofthebatterycable(s).
Figure 4136 The best place to install a charging system tester amp probe is around the generator
output terminal wire as shown.

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Figure 4137 The output on this generator is printed on a label.

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NOTE: Whenapplyingaloadtothebatterywithacarbonpiletester
duringageneratoroutputtest,donotpermitthebatteryvoltagetodrop
below12volts.Mostgeneratorswillproducetheirmaximumoutput(in
amperes)above13volts.
HowtoDetermineMinimumRequiredGeneratorOutput
Allchargingsystemsmustbeabletosupplytheelectricaldemands
oftheelectricalsystem.
Iflightsandaccessoriesareusedconstantlyandthegeneratorcannot
supplynecessaryampereoutput,thebatterywillbedrained.
Todetermineminimumelectricalloadrequirements,connectan
ammeterinserieswitheitherbatterycable.
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NOTE: Ifusinganinductivepickupammeter,ensurethepickupisover
allthewiresleavingthebatteryterminal.Failuretoincludethesmallbody
groundwirefromthenegativeterminaltothebodyorthepositivewire(if
testingfromthepositiveside)willgreatlydecreasecurrentflowreadings.
Figure 4138 A diagram showing the location of the charging system wiring of a typical vehicle.
The best location to use to check for the generator (alternator) output is at the output wire from
the B+ (BAT) terminal. Notice that the generator supplies all electrical needs of the vehicle first,
then charges the battery if needed.

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Afterconnectinganammetercorrectlyinthebatterycircuit,
continueasfollows:
1.
2.
3.
4.
5.
6.
7.
Starttheengineandoperatetoabout2000rpm(fastidle).
Turntheheatselectortoairconditioning(ifsoequipped).
Turntheblowermotortohighspeed.
Turntheheadlightsonbright.
Turnontheradio.
Turnonthewindshieldwipers.
Turnonotheraccessoriesusedcontinuously(donotoperate
horn,doorlocks,orunitsnotusedmorethanafewseconds).
Observetheammeter.Currentindicatedistheelectricalloadthe
generatorisabletoexceedtokeepthebatteryfullycharged.The
minimumacceptablegeneratoroutputis5ampsgreaterthanthe
accessoryload.Anegative(discharge)readingindicatesthatthe
generatorisnotcapableofsupplyingcurrentneeded.
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Bigger is Not Always Better

Many technicians are asked to install a higher-output generator to allow
the use of emergency equipment or other high-amperage equipment such
as a high-wattage sound system.
Although many higher-output units can be physically installed, it is
important not to forget to upgrade the wiring and the fusible link(s) in the
generator circuit. Failure to upgrade the wiring could lead to overheating.
The usual failure locations are at junctions or electrical connectors.

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GENERATOR DISASSEMBLY
Iftestinghasconfirmedthattherearegeneratorproblems,remove
thegeneratorfromthevehicleafterdisconnectingthenegative
batterycable.Thiswillpreventtheoccurrenceofdamagingshort
circuits.Markthecasewithascratchorwithchalktoensureproper
reassembly.
Figure 4139 Always mark the case

of the generator before disassembly
to be assured of correct reassembly.
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NOTE: Mostgeneratorsofaparticularmanufacturercanbeusedona
varietyofvehicles,whichmayrequirewiringconnectionsplacedin
variouslocations.AChevroletandOldsmobilegeneratormaybeidentical
exceptforpositionoftherearsectioncontainingelectricalconnections.
Thefourthroughboltsthatholdthe
twohalvestogetherareequally
spaced;thereargeneratorhousing
canbeinstalledinoneoffourclock
positionstomatchneedsofvarious
models.
Figure 4140 Explanation of clock positions.
Because the four through-bolts are equally
spaced, it is possible for a generator to be
installed in one of four different clock
positions. The connector position is
determined by viewing the generator from the
diode end with the threaded adjusting lug in
the up or 12 oclock position. Select the 3
oclock, 6 oclock, 9 oclock, or 12 oclock
position to match the unit being replaced.
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TestingtheRotorSlipringsontherotorshouldbesmoothand
round(within0.002inchofperfectlyround).Ifgrooved,theslip
ringscanbemachinedtoprovideasuitablesurfaceforthebrushes.
Iftheslipringsarediscoloredordirty,theycanbecleanedwith400
gritorfineemery(polishing)cloth.Therotormustbeturnedwhile
beingcleanedtopreventflatspotsonthesliprings.
Thefieldcoilcontinuityintherotorcanbecheckedbytouchingone
testleadofa110volt(15wattbulb)testeroneachslipring.Thetest
lightshouldlight.
Amoreaccuratemethodistomeasuretheresistancebetweentheslip
ringsusinganohmmeter.
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Exactspecsforthegenerator
testedshouldbeconsulted
beforecondemningarotor.
Typicalresistancevalues:
GM:2.2to3.5ohms
Ford:3.0to5.5ohms
Chrysler:3.0to6.0ohms
Iftheresistanceisbelowspec,
therotorisshorted.
Iftheresistanceisabovespec,
therotorconnectionsare
corrodedoropen.
Figure 4141
Testing a generator rotor using an ohmmeter.
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TestingtheStatorThestatormustbedisconnectedfromthe
diodes(rectifiers)beforetesting.Becauseallthreewindingsofthe
statorareelectricallyconnected(eitherwyeordelta),apowered
(110or12volt)testlightoranohmmetercanbeusedtochecka
stator.
Thereshouldbelowresistanceatallthreestatorleads(continuity),
andthetestlightshouldlight.Thereshouldnotbecontinuity
(infinityohms,ortestlightshouldnotlight)whenthestatoris
testedbetweenanystatorleadandthemetalstatorcore.
Ifthereiscontinuity,thestatorisgrounded(shorttoground)and
mustberepairedorreplaced.
SeeFigure4142.
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Figure 4142 If the ohmmeter reads infinity between any two of the three stator windings, the
stator is open and, therefore, defective. The ohmmeter should read infinity between any stator
lead and the steel laminations. If the reading is less than infinity, the stator is grounded. Stator
windings can be tested if shorted because the normal resistance is very low.
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Becausetheresistanceisverylowforanormalstator,itisgenerally
notpossibletotestforashorted(coppertocopper)stator.Ashorted
statorwill,however,greatlyreducegeneratoroutput.
IfallgeneratorcomponentstestOKandoutputisstilllow,
substituteaknowngoodstatorandretest.Ifthestatorisblackor
smellsburned,checkvehicleforadischargedordefectivebattery.
Ifbatteryvoltageneverreachesthevoltageregulatorcutoffpoint,
thegeneratorwillbecontinuouslyproducingcurrentinthestator
windings.Thiscontinuouschargingoftenoverheatsthestator.
NOTE: Thecostofareplacementrotormayexceedthecostofanentire
rebuiltgenerator.Becertain,however,thattherebuiltgeneratorisratedat
thesameoutputastheoriginalorhigher.
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Figure 4143 An open in a delta- wound stator cannot be detected using an ohmmeter.
Anohmmetercannotdetectanopen
statorifthestatorisdeltawound.
Theohmmeterwillstillindicate
lowresistancebecauseallthree
windingsareelectrically
connected.
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TestingtheDiodeTrioManygeneratorsareequippedwithadiode
trio.Adiodeisanelectricalonewaycheckvalvepermittingcurrent
toflowinonlyonedirection.
Thediodetrioisconnectedto
allthreestatorwindings.
Currentgeneratedinthestator
flowsthroughthediodetrioto
theinternalvoltageregulator.
Figure 4144 Typical diode trio. If one leg of

a diode trio is open, the generator may
produce close to normal output, but the
charge indicator light on the dash will be on
dimly. The plus signs indicate the anodes,
and the minus sign indicates the cathode
terminal of the diodes.
Ifoneofthediodesinthetrio
isdefective(usuallyopen),the
generatormayproduceclose
tonormaloutput;however,the
chargeindicatorlightwillbe
ondimly.
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TestingtheRectifierBridge(Diodes)Generatorsareequipped
withsixdiodestoconvertthealternatingcurrent(AC)generatedin
thestatorwindingsintodirectcurrent(DC)forusebythevehicles
batteryandelectricalcomponents.
Thesixdiodesincludethreepositivediodesandthreenegative
diodes(onepositiveandonenegativeforeachwindingofthe
stator).Thesediodescanbeindividualdiodesorgroupedintoa
positiveandanegativerectifierthateachcontainthreediodes.
Allsixdiodescanbecombinedintoonereplaceableunitcalleda
rectifierbridge.
Therectifier(s)(diodes)shouldbetestedusingamultimeterthatis
settodiodecheckorohms.
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Becauseadiode(rectifier)shouldallowcurrenttoflowinonlyone
direction,eachdiodeshouldbetestedtodetermineifthediode
allowscurrentflowinonedirectionandblockscurrentflowinthe
oppositedirection.
Totestmanygeneratordiodes,itmaybenecessarytounsolderthe
statorconnections.Accuratetestingisnotpossibleunlessthediodes
areseparatedelectricallyfromothergeneratorcomponents.
Figure 4145 A GM
rectifier bridge that has
been disassembled to
show the individual
diodes.
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Connecttheleadstotheleadsofthediode(pigtailandhousingofthe
rectifierbridge).Readthemeter.Reversethetestleads.Agooddiode
shouldhavehighresistance(OL)oneway(reversebias)andlow
voltagedrop(0.5to0.7volt)theotherway(forwardbias).
Anohmmeteralsocanbeused.Iftheohmmeterreadslowohms
(lowvoltagedrop)inbothdirections,thediodeisshorted.Ifthe
meterreadshighohms(OL)inbothdirections,thediodeisopen.
Openorshorteddiodesmustbereplaced.Mostgeneratorsgroupor
combineallpositiveandallnegativediodesintheonereplaceable
rectifiercomponent.
GeneralMotorsDelcotrongeneratorsuseareplaceablerectifier
bridgecontainingallsixdiodesinoneunitcombinedwithafinned
heatsink.
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BrushHolderReplacementGeneratorcarbonbrushesoftenlast
formanyyearsandrequirenoscheduledmaintenance.Thelifeof
thegeneratorbrushesisextendedbecausetheyconductonlythe
field(rotor)current,whichisnormallyonly2to5amperes.
Thegeneratorbrushesshouldbeinspectedwheneverthegeneratoris
disassembledandshouldbereplacedwhenworntolessthan1/2
inchinlength.
Generatorbrushesarespringloaded,andifthespringsarecorroded
ordamaged,thebrusheswillnotbeabletokeepconstantcontact
withtheslipringsoftherotor.
Ifthebrushesdonotcontactthesliprings,fieldcurrentcannot
createthemagneticfieldintherotorthatisnecessaryforcurrent
generation.
Continued

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Brushesarecommonlypurchasedassembledtogetherinabrush
holder.Afterthebrushesareinstalled(usuallyretainedbytwoor
threescrews)andtherotorisinstalledinthegeneratorhousing,a
brushretainerpincanbepulledoutthroughanaccessholeinthe
rearofthegenerator,allowingthebrushestobepressedagainstthe
slipringsbythebrushsprings
Figure 4146 A brush holder assembly

shown assembled in the generator. The
brush retainer is actually a straightened
-out paper clip.
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BearingServiceandReplacementThebearingofagenerator
mustbeabletosupporttherotorandreducefriction.Agenerator
mustbeabletorotateatupto15,000rpmandwithstandtheforces
createdbythedrivebelt.
Thefrontbearingusuallyisaballbearingtypeandtherearisa
smallerrollerbearing.Thefrontbearingislocatedunderaretainer
andpressedintothefrontgeneratorcase.Thepulleymustbe
removedbeforetherotorcanbeseparatedfromthecase.
Somegeneratorpressfitpulleysmustberemovedusingapuller,
whereasFordandGMgeneratorsuseanuttoholdthedrivepulley
totherotor.ThefrontpulleycanberemovedfrommostGM
generatorsbyusinga15/16inchwrenchwhileholdingtherotor
shafttokeepitfromrotatingusinga5/16inchhex(Allen)wrench.
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The old or defective bearing sometimes can be pushed out of the

front housing and the replacement pushed in by applying pressure
with a socket or pipe against the outer edge of the bearing (outer
race).
Replacementbearingsareusuallyprelubricatedandsealed.Adding
additionalgreasecouldcauseoverheatingofthebearingbyreducing
heat transfer from the bearing surfaces to the generator housing.
Many generator front bearings must be removed from the rotor
usingaspecialpuller.

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GENERATOR ASSEMBLY
Aftertestingorservicing,thegeneratorrectifier(s),regulator,stator,
andbrushholdermustbereassembled.Ifthebrushesareinternally
mounted,insertawirethroughtheholesinthebrushholderandin
thegeneratorrearframetoretainthebrushesforreassembly.
Installtherotorandfrontendframeinproperalignmentwiththe
markmadeontheoutsideofthegeneratorhousing.Installthe
throughbolts.Beforeremovingthewirepinholdingthebrushes,
spinthegeneratorpulley.Ifthegeneratorisnoisyornotrotating
freely,thegeneratorcanbedisassembledagaintocheckthecause.
Aftermakingcertainthegeneratorisfreetorotate,removethe
brushholderpinandspinthegeneratoragainbyhand.
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Thenoiselevelmaybeslightlyhigherwiththebrushesreleased
ontothesliprings.
Generatorsshouldbetestedonabenchtester,ifavailable,before
theyarereinstalledonavehicle.Wheninstallingthegeneratoron
thevehicle,becertainthatallmountingboltsandnutsaretight.
Thebatteryterminalshouldbecoveredwithaplasticorrubber
protectivecaptohelppreventaccidentalshortingtoground,which
couldseriouslydamagethegenerator.

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REMANUFACTURED GENERATORS
Remanufacturedorrebuiltgeneratorsaretotallydisassembledand
rebuilt.Eventhoughtherearemanysmallerrebuilderswhomaynot
replaceallwornparts,themajornationalremanufacturerstotally
remanufacturethegenerator.
Oldgenerators(cores)aretotallydisassembledandcleaned.Both
bearingsarereplacedandallcomponentstested.Rotorsare
rewoundtooriginalspecificationsifrequired.Therotorwindings
arerewoundontherotorspool,usingthecorrectgaugecopper
wire,totheweightspecifiedbytheoriginalmanufacturer.
Newslipringsarereplacedasrequiredandsolderedtotherotor
spoolwindingsandmachined.Rotorsarebalancedandmeasured
toensureoutsidediametermeetsspecifications.
Continued

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Figure 4147 (a) A generator for a GEO Prism looks like a typical General Motors CS-130 except
for this adapter that converted the Toyota wiring harness to the GM generator: (b) After
removing the adapter, the original generator connection is visible.
(a)
Everygeneratorisassembled
andtestedforproperoutput,
boxed,andshippedtoa
warehouse.
Individualdiodes(withinthe
rectifiers)arereplacedif
required.
(b)
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The Cold Weather Charge Lamp Problem

A customer brought his vehicle (Ford) to an independent service facility
complaining that occasionally, whenever the temperatures dropped below
10F (-12C), his charge indicator lamp stayed on until he had driven for
several minutes. The customer left the vehicle overnight and the technician
observed that, indeed, the charge lamp was on after starting the vehicle
the next morning. The tech immediately got out of the vehicle, opened the
hood, and checked to see if the rear bearing was magnetizedit was not.
After a few minutes of operation, the charge lamp went out and the rear
generator bearing was magnetized. The technician then knew that the
problem was sticking generator brushes. The brushes had worn to less
than one-half length, and the springs were not strong enough, when cold,
to exert sufficient pressure on the rotor slip rings to conduct the current for
the field (rotor). After the technician replaced the brushes and cleaned and
checked all other generator components, the problem did not recur.

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The Weak But Good Generator

An 80-ampere generator was tested at 2000 engine RPM and found to be
producing only 69 amperes. The recommended spec for a generator is the
output should be within 10% of the rated output. Ten percent of 80 amps is
8 amps; therefore, the minimum recommended output is 72 amp (80 - 8 =
72). Because 69 amps is less than 72 amps, the generator should be
serviced (repaired or replaced).
However, because the test result was so close to specs, it was decided a
charging system requirement test should be performed. This determines
the electrical load of that may be required on a continuous basis.
The procedure: Turn on everything electrical, except horn or other shortterm accessories. Add 5 amps to the reading and the result is the minimum
current required of the generator. The electrical demand test indicated that
only 49 amps was needed. Add 5 amps (49 + 5 = 54) and you see that a
54-amp generator is all that is needed. Because the original generator is
capable of 69 amps, it is more than adequate for the vehicle.

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The Two-Minute Generator Repair

A Chevrolet pickup truck was brought to a dealer for routine service. The
owner stated the battery required a jump-start after a weekend of sitting.
The tech tested the battery and charging system voltage using a small
hand-held digital multimeter. The battery voltage was 12.4 volts (about
75% charged), but the charging voltage was also 12.4 volts at 2000 RPM.
Because normal charging voltage should be 13.5 to 15.0 volts, it was
obvious that the charging system was not operating correctly.
The tech checked the dash and found the charge light was not on, even
though the rear bearing was not magnetized, indicating the voltage
regulator was not working. Before removing the generator for service, the
tech checked the wiring connection on the generator. When the two-lead
regulator connector was removed, the connector was discovered to be
rusty. After the contacts were cleaned, the charging system was restored to
normal operation. The tech had learned that simple things should always
be checked first before tearing into a big (or expensive) repair.

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Help!
A technician wanted help in determining what the generator output should
be on a Toyota truck. If the generator is protected by a fuse, check the fuse
rating. In this case, the fuse was listed as being 80 amperes.
The 80% rule states that the maximum current in a circuit should not
exceed 80% of the fuse rating. Eighty percent of 80 amps is 65 amps. The
generator output was measured to be 62 amps, well within the normal
range of within 10% of specifications (10% of 64 is 6.4 amps).

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PHOTO SEQUENCE Generator (Alternator) Overhaul
Continued
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PHOTO SEQUENCE Generator Overhaul
(cont.)
Continued
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(cont.)
Continued
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(cont.)
Continued
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(cont.)
Continued
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(cont.)
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SUMMARY
1. Chargingsystemtestingrequiresthebatterybeatleast75%
chargedtobeassuredofaccuratetestresults.Thecharge
indicatorlightshouldbeonwiththeignitionswitchonbut
shouldgooutwhenevertheengineisrunning.Normal
chargingvoltage(at2000engineRPM)is13.5to15.0volts.
2. Ifthesystemisnotchargingproperly,therearbearingofthe
generatorshouldbecheckedformagnetism.Ifitismagnetized,
voltageregulator,brushes,andgeneratorrotorarefunctioning
correctly.Iftherearbearingisnotmagnetized,thevoltage
regulator,generatorbrushes,orrotorisnotfunctioning.Bypass
thevoltageregulatorbysupplyingbatteryvoltagetothefield.
Iftherearbearingisnowmagnetizedandthechargingsystem
outputisnormal;thevoltageregulatorisatfault.
Continued

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SUMMARY
(cont.)
3. Tocheckforexcessiveresistanceinthewiringbetween
generatorandbattery,avoltagedroptestshouldbeperformed.
4. Generatorsdonotproducetheirmaximumratedoutputunless
requiredbycircuitdemands.Therefore,totestformaximum
generatoroutput,thebatterymustbeloadedtoforcethe
generatortoproduceitsmaximumoutput.
Continued
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SUMMARY
(cont.)
5. Eachgeneratorshouldbemarkedacrossitscasebeforedisassemblyto
ensureproperclockpositionduringreassembly.Afterdisassembly,all
generatorinternalcomponentsshouldbetestedusingacontinuitylight
oranohmmeter.Thefollowingcomponentsshouldbetested:
a.
b.
c.
d.
e.
f.
Stator
Rotor
Diodes
Diodetrio(ifthegeneratorissoequipped)
Bearings
Brushes(shouldbemorethan1/2inchinlength)
Continued

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SUMMARY
6.
(cont.)
Electronicvoltageregulatorscanbetestedeitheroffthe
vehicleusingaspecialtesteroronthevehicleusingthefull
fieldbypassprocedure.

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end
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Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Describe how a generator works.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

All vehicles operate electrical components by taking

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

PRINCIPLES OF GENERATOR OPERATION

ALTERNATING CURRENT GENERATORS

Figure 411 A typical generator (alternator)

Generator Horsepower and Engine

Power in watts 100A x 14.5V = 1450 1hp = 746 W

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Generator Horsepower and Engine

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

ALTERNATOR OVERUNNING PULLEY

Figure 413 An OAP on a generator on a Chevrolet Corvette.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Can I Install an OAP or OAD to My Alternator?

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Figure 417 A cutaway view of a typical AC generator (alternator)

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

The Sniff Test

Figure 419 A diode symbol.

HOW A GENERATOR WORKS

Figure 4113 Wye-connected stator winding.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Figure 4115 Delta-connected stator winding.

GENERATOR OUTPUT FACTORS

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

GENERATOR VOLTAGE REGULATION

Figure 4117 Typical voltage regulator voltage range.

CHARGING VOLTAGE CONTROL

Figure 4118 A typical

DIODE TRIO GENERATORS

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

ELECTRONIC VOLTAGE REGULATORS

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Figure 4120 A Hall-effect

Figure 4122 The components inside a GM CS generator.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

CHARGING SYSTEM TESTING AND SERVICE

Figure 4124 A scan tool can be used

The Hand Cleaner Trick

Figure 4125 If the rear bearing is magnetized,

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

The Lighter Plug Trick

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Use a Test Light to Check for a Defective

Figure 4128 AC ripple at the output terminal of the generator is

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

The Mini Clamp-On DMM Test

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

Use Jumper Cables as a Diagnostic Tool

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition

GENERAL MOTORS SI TEST LIGHT TEST

Figure 4131 Typical GM SI generator.

GENERAL MOTORS CS SERIES AC

The P terminal, sometimes called the stator tap, is connected