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Ford Windstar 3.8L The battery light is on but the alternator is charging Service Manual

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Filed Under (Ford Manuals) by admin on 27-01-2012

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Procedures 1. Disconnect the alternator and the Powertrain Control Module (PCM). Check the Violet (VT) (GENerator MONitor or GENMON) wire from the alternator to pin 20 of the PCM connector and the Red/Pink (RD/PK) (GENerator COMmand or GENCOM) wire from the alternator to pin 45 of the PCM for high resistance, an open, or a short to ground. Repair the wiring as needed. 2. If the wiring checks OK, reconnect the PCM and alternator. Start the engine and monitor the VT wire for a roughly 0-10v square wave signal. The signal will be around 40-50% normally with no loads on the system and minimal charging system output. As the load increases, the duty cycle should increase (NOTE: the duty cycle is a positive duty cycle so as the duty cycle increases, the voltage high time increases). 3. If there is no signal on the wire, disconnect the alternator and with key on check the VT wire for roughly 9-10v from the PCM. If OK, jump the Orange/Light Blue (OG/LB) wire to battery voltage and recheck operation with everything connected. This wire should be battery voltage at all time. If the OG/LB wire has battery voltage, the VT wire shows voltage from the PCM but there is no signal on it with the alternator charging, suspect a faulty, defective or incorrect alternator

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1999-2003 Ford Windstar 3.8L The battery light is on, but the alternator is charging

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Filed Under (Ford Manuals) by admin on 26-01-2011

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1. Disconnect the alternator and the Powertrain Control Module (PCM). Check the Violet (VT) (GENerator MONitor or GENMON) wire from the alternator to pin 20 of the PCM connector and the Red/Pink (RD/PK) (GENerator COMmand or GENCOM) wire from the alternator to pin 45 of the PCM for high resistance, an open, or a short to ground. Repair the wiring as needed. 2. If the wiring checks OK, reconnect the PCM and alternator. Start the engine and monitor the VT wire for a roughly 0-10v square wave signal. The signal will be around 40-50% normally with no loads on the system and minimal charging system output. As the load increases, the duty cycle should increase (NOTE: the duty cycle is a positive duty cycle so as the duty cycle increases, the voltage high time increases). 3. If there is no signal on the wire, disconnect the alternator and with key on check the VT wire for roughly 9-10v from the PCM. If OK, jump the Orange/Light Blue (OG/LB) wire to battery voltage and recheck operation with everything connected. This wire should be battery voltage at all time. If the OG/LB wire has battery voltage, the VT wire shows voltage from the PCM but there is no signal on it with the alternator charging, suspect a faulty, defective or incorrect alternator.

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1989 Toyota 4Runner ALTERNATOR AND REGULATOR – NIPPONDENSO

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Filed Under (Toyota Manuals) by admin on 26-10-2011

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ON-VEHICLE TESTING NO LOAD TEST 1) Disconnect alternator terminal “B” wire. Using an ammeter and voltmeter, connect negative ammeter lead to disconnected alternator terminal “B” wire and positive lead to alternator terminal “B”. Connect voltmeter positive lead to alternator terminal “B” and negative lead to ground. See Fig. 1. Fig. 1: Charging Circuit Testing Courtesy of Toyota Motor Sales, U.S.A., Inc. 2) Start engine and increase engine speed to 2000 RPM. Voltmeter and ammeter should read according to specification. See ALTERNATOR OUTPUT SPECIFICATIONS table. 3) If voltage is more than specified, replace IC regulator. If voltage is less than specified, ground “F” (full field) terminal. See Fig. 2, 3 or 4. 4) If voltage now climbs above specified range, replace IC regulator. If voltage remains below specified range, repair or replace alternator. ALTERNATOR OUTPUT SPECIFICATIONS @ 2000 RPM pplication Amps (1) Volts Cressida …………………. 10 ………………… 14.0-15.0 Land Cruiser ……………… 10 ………………… 13.8-14.4 All Others ……………….. 10 ………………… 13.9-15.1 (1) – With temperature at 77F (25C). Fig. 2: Alt Full Field Output Test (Camry, Celica, Corolla 4A-GE, Cressida, MR2, Supra) Courtesy of Toyota Motor Sales, U.S.A., Inc. Fig. 3: Alt Full Field Output Test (Corolla 4A-F 4A-FE, Land Cruiser, Pickup, 4Runner)

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1985 Toyota 4Runner Alternator Upgrade Project Installation

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Filed Under (Toyota Manuals) by admin on 06-11-2011

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the first and most important thing to do when you receive your replacement alternator, assuming it’s not a direct replacement, is to make up a simple measuring jig for it. This is nothing more than a 1′ or 1 ½” angle with 2 holes drilled to simultaneously hold both alternators by the rear of the lower (i.e. longer) mounting tab. See Figure 3 for the one I built in about 1 minute. This fixture allowed me to line up the pulleys, and then measure the difference between the back of the lower mounting tab and the front of the tab, giving me the new measurement for the lower mounting bracket Figure 3. Measurement fixture; OEM alternator in the rear, Powermaster PWM-47294 alternator in front. Pulleys are lined up; note how easy it is to measure the distance from measurement fixture (the 1 ½” angle) to the front of the lower mounting tabs of both alternators. The difference in this distance is the measurement that the lower mounting bracket needs to be lengthened. Note the use of the 8 washers to move the Powermaster alternator forward. Note from Figure 2 that the OEM lower mounting tab is slightly longer than the Powermaster 47294 (2.285″ vs. 2″). From the measurements taken from the fixture, I then cut the lower mounting bracket and rewelded it, making it approximately ¾” longer. For strength, I added a ¼” x 1″ x 2.5″ long steel flat bar to the side of the bracket. See Figure 4 for a picture of the lower mounting bracket as modified and installed. When I rewelded the lower bracket, I made it approximately one 3/8″ washer (~.085″) longer than I thought I needed. As it turned out, this was fortuitous since when tightening the lower bracket, it pulls the front tab and therefore the alternator and its pulley, to the rear by a very slight amount. This added length was just enough to keep the alternator pulley lined up with the crankshaft pulley

2000 Dodge Dakota & Durango Power Windows ADJUSTMENTS

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Filed Under (Dodge Manuals) by admin on 18-06-2012

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ADJUSTMENTS WINDOWS Remove door trim panel. See DOOR TRIM PANEL under REMOVAL & INSTALLATION. Loosen bolts holding window to regulator. Raise window fully, seating window in frame. Tighten bolts. Install door trim panel. TROUBLE SHOOTING POWER WINDOWS On Dakota, inspect circuit breaker No. 20 (20-amp) in junction block. On Durango inspect circuit breaker No. 21 (25-amp) in junction block. On all models, junction block is located on left end of instrument panel. Inspect fuse No. 9 (40-amp on Dakota, 50-amp on Durango) in Power Distribution Center (PDC). PDC is located in left front corner of engine compartment. Inspect power window system ground circuit. See WIRING DIAGRAMS . SYSTEM TESTS ALL WINDOWS INOPERATIVE Dakota 1. Check circuit breaker for power window system. See TROUBLE SHOOTING . Replace circuit breaker as necessary. If circuit breaker is okay, go to next step. 2. Disconnect negative battery cable. Remove driver’s front power window switch. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. Check for continuity between ground and terminal No. 3 (Black wire) at driver power window switch wiring harness connector. If continuity exists, go to next step. If continuity does not exist, repair open in Black wire between driver power window 2000 Dodge Durango 2000 ACCESSORIES & EQUIPMENT’ ‘Power Windows – Dakota & Durango 2000 Dodge Durango 2000 ACCESSORIES & EQUIPMENT’ ‘Power Windows – Dakota & Durango switch connector and ground. See WIRING DIAGRAMS . 3. Connect negative battery cable. Turn ignition on. Measure voltage between ground and terminal No. 5 (Tan wire) at driver’s power window switch wiring harness connector. If battery voltage is present, check driver power window switch. See POWER WINDOW SWITCH under COMPONENT TESTS. If battery voltage is not present, repair open Tan wire between driver power window switch connector and ignition switch. See WIRING DIAGRAMS . See POWER DISTRIBUTION article in WIRING DIAGRAMS. Durango 1. Check circuit breaker for power window system. See TROUBLE SHOOTING . Replace circuit breaker as necessary. If circuit breaker is okay, go to next step. 2. Disconnect negative battery cable. Remove driver’s front power window switch. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. 3. Check for continuity between ground and terminal No. 5 (Black wire) at driver’s power window switch wiring harness connector. If continuity exists, go to next step. If continuity does not exist, repair open in Black wire between driver’s power window switch connector and ground. See WIRING DIAGRAMS . 4. Reconnect negative battery cable. Turn ignition on. Measure voltage between ground and terminal No. 4 (Tan wire) at driver’s power window switch wiring harness connector. If battery voltage is present, check driver’s power window switch. See POWER WINDOW SWITCH under COMPONENT TESTS. If battery voltage is not present, repair open Tan wire between driver power window switch connector and ignition switch. See WIRING DIAGRAMS . See POWER DISTRIBUTION article in WIRING DIAGRAMS. ONE WINDOW INOPERATIVE

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MULTI-BATTERY ISOLATOR APPLICATION INSTALLATION MANUAL

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Filed Under (More Manuals) by admin on 23-03-2012

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PLEASE READ INSTRUCTIONS COMPLETELY PRIOR TO STARTING INSTALLATION 4 3 2 1 GROUP GROUP GROUP GROUP General Motors (Delcotron/Delphi) Except Delcotron/Delphi CS series alternators (CS series used on most 1985 and newer GM vehicles). Ford Up to 1998 Chrysler All models, all years including Nippondenso externally regulated alternators. Jeep Equipped with Nippondenso externally regulated alternators Japanese Imports With alternators using external voltage regulator or external sensing. Motorola Load Handler Series or 8EM Remote Sense Series General Motors (Delcotron/Delphi) Equipped with Delcotron/Delphi CS series (most 1985 – 1993) or CS130-D series alternators (most 1993 and newer***) Jeep Vehicles equipped with Delcotron/Delphi CS series alternator (most 1985-1990). Toyota, Honda & Some Imports 1985 and newer equipped with Nippondenso alternator with internal regulators or alternators with an “S” (sense) terminal. Motorola Other than Load Handler Series Bosch Requiring regulator sensing A Group 3 Isolator will have a colored fourth terminal indicating the “R” terminal. Unplugging the plug-in connector from the alternator and counting the number of holes in the connector can identify the CS series alternator. The CS series will have three small and one large hole. The CS130-D alternator has four pin terminals all the same size. The SI series will have two slotted holes in the connector. ***Delco/Delphi CS series alternators require a separate sense wire which is included with the connector kit. The connector kit may or may not be included with the Isolator, but is available as an accessory. All Group 2 Isolators may be used in Group 1 applications. Simply disregard the additional excitation (“E”) terminal. A Group 2 Isolator will have a colored fourth terminal indicating the “E” terminal. Battery Isolators are not compatible with these alternators. A Battery Separator is recommended for these applications. Alternators with internal voltage sensing, e. g. some Mitsubishi and Hitachi , or single wire self exciting Delco/Delphi alternators. Isolators may be used if the alternator is modified. For further information on Group 4 Isolation Technolgy contact Sure Power Industries.

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Ford 455C 555C 655C Tractor Loader Backhoe Service Manual

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Filed Under (Ford Manuals) by admin on 23-05-2012

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Engine Systems Chapter 1 3-Cylinder Diesel Engine 3-Cylinder Diesel Engine – Description and Operation 3-Cylinder Diesel Engine – Overhaul Chapter 2 4-Cylinder Diesel Engine 4-Cylinder Diesel Engine – Description and Operation 4-Cylinder Diesel Engine – Overhaul Chapter 3 Cooling System Cooling System – 3-Cylinder Engine Description and Operation Cooling System – 4-Cylinder Engine Description and Operation Cooling System – Overhaul Chapter 4 Troubleshooting, Specifications and Special Tools Troubleshooting Specifications Special Tools Part 2 Fuel Systems Chapter 1 Fuel System – General Fuel System – Description and Operation Fuel System – Adjustments DPA Distributor Type Fuel Injection Pump Fuel System – Adjustments DPS Distributor Type Fuel Injection Pump Fuel System – Fuel Tanks, Filters and Fuel Lines Overhaul Chapter 2 Fuel Injection Pump – DPA Distributor Type Fuel Injection Pomp – Description and Operation Fuel Injection Pump – Overhaul Fuel Injection Pump – ISO Test Conditions Fuel Injection Pump – Test Procedures Chapter 3 Fuel Injection Pump – DPS Distributor Type Fuel Injection Pump – Description and Operation Fuel Injection Pump – Overhaul Fuel Injection Pump – ISO Test Conditions Fuel Injection Pump – Test Procedure Chapter 4 Injectors Ford 455C Injectors – Description and Operation Injectors – Overhaul Chapter 5 Injectors Ford 555C and 655C Injectors – Description and Operation Injectors – Overhaul Chapter 6 Air Cleaners Dry Type Air Cleaner – Description and Operation Dry Type Air Cleaner – Overhaul Chapter 7 Turbocharger Turbocharger – Description and Operation Turbocharger – Overhaul Chapter 8 Troubleshooting, Specifications, Test Plans and Special Tools Troubleshooting – Diesel Engines Troubleshooting – Turbocharger Specifications Special Tools Test Plans Part 3 Electrical System Chapter 1 Wiring, Lights and Controls Wiring, Lights and Controls – Description and Operation Wiring, Lights and Controls – Fault Finding and Repair Circuit Diagrams and Wiring Harness Chapter 2 Battery
Battery – Description and Operation Battery – Maintenance and Tests Chapter 3 Starting System Starting System – Description and Operation Starting Motor – Overhaul Chapter 4 Charging System – A127 55 Amp Alternator with Integral Regulator Charging System – A127 55 Amp Alternator with Integral Regulator – Description and Operation Charging System – A127 55 Amp Alternator with Integral Regulator – Service Precautions, Preliminary Checks, Initial Tests and Alternator Component Tests Charging System – A127 55 Amp Alternator with Integral Regulator – Overhaul Chapter 5 Troubleshooting, Specifications and Special Tools Troubleshooting Specifications Special Tools Part 4 Power Reversing Transmission Chapter 1 4×4 Fully Synchronized Power Reversing Transmission Power Reversing Transmission – Description and Operation Introduction to Overhauling the Transmission Gear Shift Lever, Modulator Unit and Solenoid Control Valve – Overhaul Front End Overhaul Complete Overhaul Component Overhaul Chapter 2 8X8 Fully Synchronized Power Reversing Transmission Power Reversing Transmission – Description and Operation Introduction to Overhauling the Transmission Gear Shift Lever, Modulator Unit, Lockup Valves and Solenoid Control Valve – Overhaul Front End Overhaul Complete Overhaul Component Overhaul

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1992 Toyota Cressida Wiring Diagram

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Filed Under (Toyota Manuals) by admin on 30-11-2011

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tem Wire ColorPolarity Wire Location 12V white – white/red Positive (+) steering column Starter black/white Positive (+) steering column Starter 2 none Ignition black/yellow Positive (+) steering column 2nd Ignition black/red Positive (+) steering column 3rd Ignition none Accessory blue/red Positive (+) steering column Accessory 2 none Tachometer black/yellow check conn(ig-) Power Door (Lock) Wiring Diagram for [ Negative (-) ] Door Lock green/red Negative (-) pass kick or theft ecu Power Door (Unlock) Wiring Diagram for [ Negative (-) ] Door Unlock green/whiteNegative (-) pass kick or theft ecu Door Trigger red/white Negative (-) theft ecu[1] Dome Supervision Wiring Diagram for [ none ] Dome none none none Headlights red/yellow Negative (-) steering column Parklight Positive green Positive (+) dimmer controll or dkp Parklight Negative green/whiteNegative (-) steering column Wipers blue/black Positive (+) steering column Left Front Window (Up/Down) grn/wht – red/blu in drivers door Right Front Window (Up/Down) pnk/blk – pnk in drivers door or dkp Left Rear Window (Up/Down) red – red-yel A in drivers door or dkp Right Rear Window (Up/Down) grn/blk – red/blk A in drivers door or dkp Trunk/Hatch Pin red/white Negative (-) at light, or theft ecu Hood Pin tied with doors Trunk/Hatch Release Wiring Diagram for [] Trunk/Hatch none Factory Alarm (Arm) arms with lock Factory Alarm (Disarm) disarms with unlock Horn white/red Negative (-) st.column or theft ecu Brake green/black Positive (+) brake switch Door Motor (Lock) none none none Door Motor (Unlock) none none none

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Steering, Brake And Suspension Specialists Proportioning Valve Diagram

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Filed Under (More Manuals) by admin on 01-10-2011

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This diagram is the most common way to plumb a proportioning valve. In some cases, the right front line will be plugged off at the proportioning valve and the left front line will go to a “T” fitting. From the “T” fitting, the front lines then split off and go to the left and right wheels. Our proportioning valve has a warning light switch built in (this is not a stop light switch.) The warning light will detect any loss of pressure, for example, a leaky wheel cylinder. We recommend you wire this light into your system. Any two wire light socket will work. One wire goes to the accessory power and the other goes to the warning light. Our proportioning valves provide four functions: 1. Proportion pressure front and rear 2. 10 psi. residual check valve 3. Metering valve to apply pressure to the rear brakes before the front brakes 4. A brake warning light to detect a loss in pressure Proportioning Valve Plumbing Diagram: There are two proportioning valve lines that connect to the master cylinder provided in our kits. The first is a 90 degree bend with one leg longer than the other. This line must be oriented with the long leg connected into the front top hole of the proportioning valve and the short end in the front hole on the master cylinder. The second line has two 90 degree bends and has color coded fittings. The larger blue fitting goes into the back hole on the master cylinder and the smaller gold fitting goes into the back top hole on the proportion valve as shown in the diagram

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Rotary Fuel Pumps Timing to engine steps

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Filed Under (Toyota Manuals) by admin on 12-04-2012

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SMALL | MEDIUM | LARGE Previous Next Fuel Injection Pump (Distributor Type) The fuel injection pumps, Bosch® VE, Lucas CAV DPA, Stanadyne DB4, Lucas CAV DPS, and Delphi DP210, are rotary distributor pumps. These pumps perform the four basic functions of: 1. Producing the high fuel pressure required for injection 2. Metering the exact amount of fuel for each injection cycle 3. Distributing the high-pressure, metered fuel to each cylinder at the precise time 4. Varying the timing relative to engine speed. SMALL | MEDIUM | LARGE Previous Next Distributor-Type Pump Governor Balance between the governor flyweights and control lever position controls the metering of the amount of fuel to be injected. The fuel injection pump governor performance and setting can affect engine power. Special equipment and qualified personnel are required to verify governor performance. If the seals are broken on the external Bosch® VE adjustment screw, the fuel rate can, perhaps, be out of adjustment The Lucas CAV DPA/DPS fuel injection pump uses a coded spring connection to change the governor setting. Incorrect connection of the governor spring can affect performance. Adjustments and rating changes are described in the Master Repair Manual, Injector Pumps and Injectors, Manual Shutdown Levers Both fuel injection pumps are equipped with mechanical shutdown levers. These levers are spring-loaded in the run position. Not all applications will use these manual shutdown controls and there will be no cable or rod connected to the lever. NOTE: Partial actuation of the mechanical shutdown levers will affect fuel flow and engine power. SMALL | MEDIUM | LARGE Previous Next Advance Timing Mechanism Regulated pressure produced by a vane supply pump in both fuel injection pumps is used to advance the timing as the engine speed increases. A return spring is used to retard the timing as the engine speed is reduced. If a spring breaks, the timing will go to the advance position, resulting in torque loss, fuel knock, and possible engine overheating. Retarded (late) timing will result in torque loss, high fuel consumption, and white to black smoke. SMALL | MEDIUM | LARGE Previous Next The Lucas CAV DPA/DPS advance timing mechanism uses a check ball in the circuit which, if omitted during assembly, will result in no timing advance. If the fuel injection pump has been replaced or the mechanism has been removed to fix a leak, the problem can be that the check ball is missing

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