KTR Testing Alternators
KTR Testing Alternators
KTR Testing Alternators
System Checks
Perform these tests first.
The battery must be fully-charged (specific gravity or electrolyte 1.28 g/cm³) in order for these
tests to be valid.
To carry out the tests you will need the following:
Electrolyte tester - Volt / ohmmeter - Test lamp.
Test:
Check ground strap from the engine block to the frame - must have a good connection.
If alternator is mounted in rubber grommets, check external ground strap from alternator.
Check battery plus connection to the electrical system.
Ambient temperature should be 20 - 30ºC. Temperatures outside this range will heavily
affect results.
Check tightness of V-belt according to manufacturer's specifications.
Charging output test: start engine and run at approx. 2000 RPM. Create electrical load by
turning on headlights and heater blower (vehicles). On stationary engines, crank engine
for approx. 15 seconds with fuel supply off. Reconnect fuel supply and start engine.
Measure regulating voltage from alternator battery terminal to ground:
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ALTERNATOR TEST PROCEDURE Ver.3.2
Battery Test
The acid level must be along the plates No Add distilled water up to the mark or above the
and separators. OK? plates and charge battery.
Use a Volt meter to test the Battery.
Battery Condition:
a fully charged battery
12.6 Volts =
100%
12.4 Volts = 75%
12.2 Volts = 50%
12.0 Volts = 25%
11.8 Volts = 0%
Test specific gravity of electrolyte. No Charge battery, check regulator voltage (see KTR
Minimum value = 1.28 g/cm3 Alternator test procedure). Replace defective
OK ? battery.
Charge Indicator Lamp does not light with ignition on and Engine
Stopped.
Test voltage at indicator lamp terminal No Check plus lead from battery to ignition switch for
on ignition switch. Approximately 12V
continuity. Repair if defective.
(24V)?
Yes
Alternators with integrated transistor Open circuit in wire from ignition switch to
regulator: remove cables from alternator warning light, open circuit in wire from warning
terminal D + 61 and connect to ground. light to D+61 on alternator, or defective bulb.
Turn on ignition. Does warning lamp No Repair open circuit or replace bulb. Defective
light? Alternators with external regulator: lead or plug connecting alternator to regulator
connect test lamp between ignition (external regulator). Repair or replace. Open
switch terminal and alternator D +. Does circuit in regulator or alternator. Replace
warning lamp light? regulator or alternator.
After replacement of alternator and / or regulator, check charging system with engine running as
described above.
Low battery voltage (starting difficulties)
Overcharging of battery (boiling over or gas formation). Check charging system with engine running
as described above. If regulating voltage out of specification, replace regulator or alternator.
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ALTERNATOR TEST PROCEDURE Ver.3.2
Issue:
Testing the charging system on the 2 vehicles shown below cannot be done in the same way.
The electrical system contained a battery, some The electrical system consists of numerous computers
switches, some coils, points and a generator that would linked together with a data line that requires specialized
typically produce a 15/30 Amps. computer diagnostic tools to access and alternators that
No computers, no electronic devices and no OBD plug to are rated Up to 350 Amps. If the battery is disconnected
get trouble codes from. with the engine running the following issues may occur :
A typical practice to see if the generator was working was The Alternator regulator or rectifier may blow, as well as
to start the engine and disconnect battery. the ECU and other inline electronic components. Costing
a lot of money to repair.
This resulted in some arcing but caused no major issues, The voltage regulator senses no voltage and boosts the
as there were no electronic parts in the vehicle. output to compensate in an uncontrolled manner and can
damage the alternator.
Important!
In order to avoid wasting money & time, as well as voiding your warranty on parts installed,
always follow the manufacturer’s recommended procedures for testing the charging system.
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ALTERNATOR TEST PROCEDURE Ver.3.2
1. Before removing the alternator, please perform the necessary diagnostic tests to ensure that
the alternator requires changing.
Ensure that the battery is fully charged and in good condition, do a load test on the
battery and if possible check the specific gravity (should be 1.260)
Check that all wires and connections are in good condition. Do a voltage drop test
under load, anything over 0.2V could be an issue that needs correcting.
2. In addition to the above tests, make sure that the alternator drive belt is in good condition.
Also make sure that the belt is not cracked or glazed. Also check the alternator clutch or de-
coupling pulley, used on many later applications as they have a short life expectancy.
4. Remove the wires (and wiring harness, if required) from the alternator. Use extreme care and
mark the location and note the routing of the wires.
5. Depending on how the belt tension is achieved, either disengage the automatic belt tensioner
and/or loosen the mounting bolts and remove the alternator.
6. Make sure that the replacement alternator has the same number of grooves as the old unit. In
addition, locate the electrical connections to be sure that they are the same as the old one. In
some cases the connections may be in different locations as the vehicle manufacturer may
have used more than one alternator manufacturer.
7. Inspect wires for swelling, “green” oxide and fraying. Replace as required, if the wires are
good, clean the wire terminals and/or plugs to ensure proper connections to the replacement
unit. Remove any covers, shrouds or condensers from the old unit and install them on the
new unit, if not provided.
8. Hold the placement unit in position and replace the mounting bolts by hand. Install the
alternator belt, then torque the bolts to the manufacturer’s specifications. On vehicles with an
automatic belt tensioner the bolts can be torqued after they are all installed by hand.
9. Use a belt tension verification tool to ensure that the belt tension is to the manufacturer’s
specifications. If the application is with an automatic belt tensioner ensure that it is operating
correctly.
12. Start the engine and test for proper charging after the engine has run for a few minutes to
allow the battery to stabilize.
13. The Alternator needs to put out 14,2 volts in 12 volt systems and 28,4 volts in 24 volt
systems.
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ALTERNATOR TEST PROCEDURE Ver.3.2
15% of all alternator failure is due to poor electrical connections, fuseable links, bad
battery cables and bad grounds (Cables can be tested by verifying that the voltage
drop doesn’t exceed ½ volt from end to end).
10% of all alternator failure is due to belt wear or improper adjustment (check for
cracks, polished wear on belts and proper tension on belts).
5% of all alternator failure is due to jump starting another car improperly (failure to
disconnect on alternator may cause voltage spikes).
Note: Before installing alternator you must be certain of a fully charged battery.
Note: Never remove battery cable from battery to check charging system. This will cause
damage to the alternator and computer system.
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ALTERNATOR TEST PROCEDURE Ver.3.2
SYMPTOM:
Low output from the alternator (seen as dim headlights, slow blinking turn signals, etc)
SYMPTOM:
Output from the Alternator is too high
(seen as over bright headlights, fast-blinking turn Signals, burnt out bulbs, etc)
SYMPTOM
Alternator is noisy
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ALTERNATOR TEST PROCEDURE Ver.3.2
FAN
Internal Regulator:
98% of vehicles on the road today have an internally regulated alternator; the regulator is
either inside the alternator or bolted to the back of the unit.
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ALTERNATOR TEST PROCEDURE Ver.3.2
KTR291060140 KTR291012180
P=Phase or W terminal and should always be half of the charging voltage and puts out a
frequency signal in HZ.
Example: 14V=> 7V signal / 28V=> 14V signal
The higher the RPM more pulses will show in the same time frame, which on a RPM gauge will
show higher RPM.
D=Drive and is a 5 Volt sinus signal to the regulator which is necessary to control the voltage set
point, which is in turn controlled by the car ECU (Electronic Control Unit).
By changing the wave output the output voltage of the alternator will be changed to what the ECU
requires at that moment during charging.
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ALTERNATOR TEST PROCEDURE Ver.3.2
Here are details regarding the newer belts. Since the 1990’s the OE manufacturers have changed
the belt material away from neoprene to ethylene propylene diene monomer = EDPM. The new
EDPM belts do not crack and breakdown over time as the neoprene ones did (see pictures below).
The grooves on the EDPM belts simply wear away from the pulley. To the technician this poses a
problem. How to determine when to replace the belt?
The same is true of a belts with insufficient tension as it will slip and grab over and the resulting
shock load damages the components in the belt system. If there is an automatic belt tensioner
it must be considered as a wear item that does require replacement over time. The tensioner
should be checked with the engine and accessories on, and if the arm can visibly be seen moving,
the tensioner requires replacement. Below is a picture of the resulting damage when the belt
tensioner has a problem.
Lastly, the pulleys and bearing must be checked on items like the
belt tensioner or idler pulleys to ensure that they are turning freely
and spin smoothly and that there is no excessive wear on the pulley
surfaces.
Most Fiat Marelli alternators, amongst others suffer from a slipping fan belt; this is incorrectly
diagnosed as an alternator fault when correct tension or a replacement fan belt is required.
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ALTERNATOR TEST PROCEDURE Ver.3.2
Regulator brushes can be damaged when a customer attempts to change the hand of a unit from
left to right hand or vice versa. It is very important to first remove the regulator from the back by
undoing the three 6mm bolts, you are then free to undo the through bolts and turn the front bracket
ONLY 180 degrees before reassembling.
Clutch/Freewheel pulley:
The Alternator Clutch Pulley was pioneered by Audi, BMW, Mercedes and Volkswagen.
The idea of which was to reduce possibility of sudden snatch when coming down from high revs
such as motorway driving to a standing stop thus prolonging the life of expensive automatic
tensioners.
KTR supplies certain products with Clutch Pulleys, in the box. The clutch type pulley needs to be
fitted or it can lead to damage of the alternator. Do not fit a standard pulley if a Clutch type pulley is
required or supplied, this will lead to damaging the alternator.
Certain Renault/Citroen/Peugeot vehicles have special rubberised pulleys fitted to them to ensure
that vibration is minimal on the alternator; if this rubberised clutch pulley is not fitted it will lead to
failure of the alternator, and an invalid claim. KTR1151142196
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ALTERNATOR TEST PROCEDURE Ver.3.2
There is a known fault with some vehicles that this alternator is fitted to which cause the
cooling fan to continuously run on after a replacement alternator is fitted.
The cause of the fault is the multi plug for the water pump which has either not been plugged
in or is not connected correctly. Please ensure that the plug is fitted and secured.
Once the plug has been connected further re-programming or fault code clearing may be
required.
Failure to rectify the above fault will result in the battery discharging and causing
excessive load to be exerted to the alternator and resulting in the premature failure of
the unit.
2.) CHARGING FAULT AND/OR NOISY DUE TO BELT SLIP AND COOLANT LEAK:
Fitting error causing engine coolant to leak onto alternator creating belt slippage:
Alternators fitted to the above vehicle are being returned under warranty after replacement
due to the drive belt slipping. Upon inspection there were signs of engine coolant on the drive
bracket.
We have found that there is a coolant pipe which runs directly above the alternator and
across the mounting brackets. When the original alternator has been removed the pipe has
not been detached or moved into a safe position, perhaps to save time. By doing this the pipe
chafes against the alternator mounting bolts causing leakage of coolant on to the alternator
and the drive belt. This results in the drive belt slipping resulting in a charging fault/ low
charge fault.
In all cases when replacing the alternator on this vehicle the fitter must ensure that the
pipe is clear from the mounting bolts when removing the alternator. If the pipe has
been damaged it must be replaced.
Failure to avoid the above fitting faults or rectify the failure caused by the fitting fault may
result in your warranty being void.
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ALTERNATOR TEST PROCEDURE Ver.3.2
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ALTERNATOR TEST PROCEDURE Ver.3.2
Type 1 : W / D+
This is the earliest type of wiring used from 1992 to1997; the
terminals are very straight forward.
The W is the phase terminal this operates the rev counter or
a glow plug relay on diesel vehicles.
The D+ is the battery warning light terminal.
Type 2 : L / DFM
This wiring is the later type used from 1997 onwards, and is
widely used across other manufactures.
The DFM terminal is a Digital Field Monitor terminal that
cannot be tested without correct knowledge and equipment.
The L terminal is the later version of a D+ terminal and as in
the earlier version is the battery warning light terminal.
Type 3 : DF / D+
This type of wiring is also used from 1992 to 1997, unlike the
W / D+ it is very rare.
The DF terminal is a Digital Field terminal that cannot be
tested without correct knowledge and equipment.
The D+ as in the earlier type is the battery warning light
terminal.
All the above types also have a main battery stud marked: B+.
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ALTERNATOR TEST PROCEDURE Ver.3.2
What is COM:
COM stands for Communication or Computer and is a digital communication signal, referred to in
bytes.
Functions:
Baud-Rate:
Transfer rate of a serial connection, the amount of bits per second over a serial channel can be
sent. A measurement of the speed at which a modem transmits data. Often confused with bps (the
number of bits per second that is sent), the baud-rate measurement is in fact the number of
events, or signal changes, that occur in one second. An event in digital communication with the
high speed in fact can encode more than one bit, and baud rate is not necessarily synonymous
bps, the last one is a more accurate unit which is applicable to modems. A 9600-baud modem for
example, that 4 bits per event encodes actually works with 2400 baud, but transmits at 9600 bps
(2400 event times 4 bits per event) and would be named a 9600 bps modem.
Protocols:
Below you will find an overview of the most common protocols and on which applications they are
used on:
Mercedes / Audi /
BSS-1 BMW / VW / MINI /
Rolls Royce / Renault
Mercedes / Chrysler /
Toyota / Fiat / Audi /
LIN-2 19K2
VW / Porsche /
Citroen / Peugeot
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ALTERNATOR TEST PROCEDURE Ver.3.2
Every alternator brand has a different abbreviation for the DF(M) connection, for example:
FR(Field Return), DF(Digital Field) , DFM(See above), M(Monitor), LI(Load Indicator).
Function:
About the DFM connection there is a positive and negative measurement and both work with a
block pulse.
When the alternator load increases the block pulse depending on the car application becomes
wider or smaller. This is measured in % also called PWM (Pulse Width Modulation).
The car ECU then knows what the load is at a specific moment during charging. If the load is to
high the car ECU can shut down some car accessories and or increase the idle speed.
DFM (M, FR, DF, LI, F) is a block signal (information) that is sent from the alternator to the car
ECU.
It shows the load level of the rotor of the alternator, also known as electromagnetic force.
This has a direct influence on the produced energy of the alternator.
The voltage is regulated by turning on the rotor current with a frequency of eg.150HZ, which
changes the electromagnetic force.
The longer the duration time of the current, the wider the duty cycle will be.
Below you see a diagram as an example to show you what the signal looks like when connected to
an oscilloscope:
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ALTERNATOR TEST PROCEDURE Ver.3.2
When looking at the structure of the transistor, an off-set of the DFM signal could show up and will
vary in voltage somewhere between 0,1V-1,2V.
The actual diagram on the oscilloscope will look like the drawing below:
If the off-set were to exceed 0,75V, the ECU probably won’t recognize the signal and because of
that could calculate the wrong load of the alternator at that specific time.
The tester will show three results of the signal:
1. The frequency eg.150HZ
2. The width depending on the alternator load at that specific moment from 0-99 %.
3. Offset - from 0,1 t/m 1,2Volts
The best testing method is to compare the DFM signal to another alternator with the same OE
number.
To check this, place an alternator with a DFM connection on the test bench and connect the DFM
connection to the VC-17F and change the RPM’s to 1500, 2500 and 3500 RPM.
During the test put three different increasing loads on the alternator and write them down.
Now replace the OE alternator with a rebuild or aftermarket version and repeat the test above.
Compare the values and if the results are the same, the alternator will function well on the car.
If the results are different (especially the width in percentages), the best thing to do is to replace
the regulator.
If the width changes like the OE version, the alternator is tested ok and if it doesn’t the alternator is
faulty. This test is 100% reliable!
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ALTERNATOR TEST PROCEDURE Ver.3.2
The RLO terminal is used on Toyota applications, for example the 104210-4521.
About the RLO terminal, this connection is connected to the car ECU that is then connected to a
sensor near or on the battery. This sensor continuously measures the state of the battery and this
signal has a block pulse with a very low Herz frequency (7,5Hz).
Also this signal depending on the PWM will change the VSP.
The wider the block pulse the lower the VSP will be.
C Plug connector:
The C-connection you can find on alternators from car brands like Toyota and Honda.
Mostly you can recognize the C-connection by the square and oval shape plug.
- L=Lamp
- IG=Ignition
- C=Computer
- FR=Feedback
The C-connection may seem hard to test, but this is definitely not the case.
Just connect the C-terminal to ground and you will notice that the VSP drops to 12.8Volts.
For example during acceleration of the car the terminal is connected to ground by the ECU and the
alternator is temporarily disabled.
This is helps with fuel saving!
The PCM (Powertrain Control Module) is used in Europe on Ford and Landrover applications.
The signal works in the same way as the DFM signal, but now the car ECU is sending this signal
to the regulator to change the VSP(Voltage Set Point) depending also on the battery state(AS) and
the load(LI) at that specific moment.
The wider the pulse is, the higher the VSP will be and vice versa.
This signal has a standard setting of 5volts, 125Hz and 55% PWM to get a VSP of about 14,2 volt.
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ALTERNATOR TEST PROCEDURE Ver.3.2
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ALTERNATOR TEST PROCEDURE Ver.3.2
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