charging issues
Thread Starter
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Mountain Pass
Joined: Dec 2012
Posts: 211
Likes: 3
From: Aurora, Colorado
charging issues
I have a 2000 f250 7.3. New batteries, alternater is about 6months old, cables are clean/tight/in good shape. Started it tonight & noticed the voltage was low, no battery light though. I am away from home so i drove anyway &to watched the voltage slowly drop until i finally parked it before it died in the street.
Anything besides the allternator that could stop it from charging? Can the ecm (?) Cause this?
Anything besides the allternator that could stop it from charging? Can the ecm (?) Cause this?
Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
Let's define low: When you first start up, the glow plugs are on - this keeps your voltage low until the glow plugs are done. If you live in a warm place, you won't see this, except for a few seconds. I will see that last up to 90 seconds.
I'll assume your drive was longer than 90 seconds, and the temperature was well above zero.
What was your voltage reading? What did it drop to just as you parked it?
Nothing tells the alternator to work - it spins, the regulator holds the voltage at about 13.8, and the battery hogs the juice... if the truck doesn't try to steal it (like with the active glow plugs).
I'll assume your drive was longer than 90 seconds, and the temperature was well above zero.
What was your voltage reading? What did it drop to just as you parked it?
Nothing tells the alternator to work - it spins, the regulator holds the voltage at about 13.8, and the battery hogs the juice... if the truck doesn't try to steal it (like with the active glow plugs).
Thread Starter
|
Mountain Pass
Joined: Dec 2012
Posts: 211
Likes: 3
From: Aurora, Colorado
Let's define low: When you first start up, the glow plugs are on - this keeps your voltage low until the glow plugs are done. If you live in a warm place, you won't see this, except for a few seconds. I will see that last up to 90 seconds.
I'll assume your drive was longer than 90 seconds, and the temperature was well above zero.
What was your voltage reading? What did it drop to just as you parked it?
Nothing tells the alternator to work - it spins, the regulator holds the voltage at about 13.8, and the battery hogs the juice... if the truck doesn't try to steal it (like with the active glow plugs).
I'll assume your drive was longer than 90 seconds, and the temperature was well above zero.
What was your voltage reading? What did it drop to just as you parked it?
Nothing tells the alternator to work - it spins, the regulator holds the voltage at about 13.8, and the battery hogs the juice... if the truck doesn't try to steal it (like with the active glow plugs).
Fleet Mechanic
Joined: Mar 2009
Posts: 1,856
Likes: 52
From: Sacramento Delta, CA
Check the alternator. I went through two super-duper high amperage alternators (even the old style large case rebuilt Ford alternator) before I went back to the factory Ford alternator. I can't say enough bad things about the highly touted high output rebuilds.
BTW, apparently the IH version of our motor has a different cam shaft which spins a mechanical fuel pump. When my three alternators died on the road I would have liked it if my motor didn't also have to stop because of the lack of electricity to our motor's electric fuel pump...
BTW, apparently the IH version of our motor has a different cam shaft which spins a mechanical fuel pump. When my three alternators died on the road I would have liked it if my motor didn't also have to stop because of the lack of electricity to our motor's electric fuel pump...
Fleet Mechanic
Joined: Mar 2009
Posts: 1,856
Likes: 52
From: Sacramento Delta, CA
Thanks, Dan for correcting my misunderstanding. Well now I know why Ford engineers thought that the mechanical fuel pump was unnecessary. I still get confused with the old school diesel info that a diesel does not need a spark (i.e., electricity) to keep running, with the HUEI system which requires high amps and volts (?) to plunge the injectors. That's why I am still (and likely will always be) "Learning slowly..."
(I am still grumpy about what I spent on alternators though.)
(I am still grumpy about what I spent on alternators though.)
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Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
Our HEUI solenoids work on about the same voltage has your living room light, but the wires are tiny. This means the amps are very low.
Caveat: Gassers have spark plugs that use small amperage (albeit with very high voltage), but getting hit with that will still knock the snot out of you... I should know.
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Fleet Mechanic
Joined: Mar 2009
Posts: 1,856
Likes: 52
From: Sacramento Delta, CA
OK so I apologize to the OP for me spinning this thread out of control. But Tugly, didn't I see some thread somewhere or some youtube video that said you could sustain a fatal shock from disconnecting the injector wires while running? I get it that the wires are small, so is there really nothing to fear?
Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
I can't remember the exact number, but it takes very little amperage to stop a heart... I saw it on Mythbusters. There are so many variables - proximity of contact to the heart, quality of contact, body chemistry, general health of the heart, etc.... This is one of those "no running with scissors" things.
Fleet Mechanic
Joined: Mar 2009
Posts: 1,856
Likes: 52
From: Sacramento Delta, CA
OK, I am not taking a position one way or another because I don't know anything but as a public service announcement I am going to quote the following and then provide the link below.
"The IDM is a high-energy power supply that acts as an energy distributor for the fuel injector solenoids. The injector solenoids require high energy to operate. The IDM boosts the supply voltage up to approximately 115 volts DC. The IDM contains solid-state components, so there are no user serviceable parts or adjustments.
CAUTION: DO NOT PERFORM ANY VOLTAGE CHECKS WITH THE ENGINE RUNNING. 115 VOLTS DC AT 12 AMPS PRESENT ON INJECTOR CIRCUITS. DO NO PIERCE BUNDLE. SEVERE ELECTRICAL SHOCK MAY BE RECEIVED. FOLLOW SERVICE MANUAL TEST PROCEDURES. SHIELDED WIRES IN THE RED-STRIPED HARNESS ARE HIGH VOLTAGE AND SHOULD NOT BE PROBED."
TheDieselStop.Com Forums: HEUI Fuel Injection System (Electronic Control Components)
"The IDM is a high-energy power supply that acts as an energy distributor for the fuel injector solenoids. The injector solenoids require high energy to operate. The IDM boosts the supply voltage up to approximately 115 volts DC. The IDM contains solid-state components, so there are no user serviceable parts or adjustments.
CAUTION: DO NOT PERFORM ANY VOLTAGE CHECKS WITH THE ENGINE RUNNING. 115 VOLTS DC AT 12 AMPS PRESENT ON INJECTOR CIRCUITS. DO NO PIERCE BUNDLE. SEVERE ELECTRICAL SHOCK MAY BE RECEIVED. FOLLOW SERVICE MANUAL TEST PROCEDURES. SHIELDED WIRES IN THE RED-STRIPED HARNESS ARE HIGH VOLTAGE AND SHOULD NOT BE PROBED."
TheDieselStop.Com Forums: HEUI Fuel Injection System (Electronic Control Components)
FTE-Spread The Knowledge
Joined: Feb 2008
Posts: 2,290
Likes: 251
A 9 volt battery can stop your heart with a blood contact on each hand. We have to check hospital equipment especially in CCU & ICU departments for case ground leaks. Micro-amps can kill patients in those areas. Beer is not an insulator!
Thread Starter
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Mountain Pass
Joined: Dec 2012
Posts: 211
Likes: 3
From: Aurora, Colorado
Well I finally had time and daylight to see what was up. Wiring looked good and the fuses for the charging system were all good. Pulled the alternator (5min), drove to the parts store and had it tested (30min), installed the new alternator (5min) and then sat in the parking lot reading a book for an hour and a half charging the batteries back up to a point it would start. All is good...for now. Thanks everyone for the other ideas of things to check. I would not have known where to go next if the alternator turned out to be good.....