WoW Y2K... This whole concept of ground zones is an interesting thing. We have batteries that want to see their outflows and inflows matched (I'm leaving the Alt out for now), so for the things that just care about power, the better the match the happier everyone is, right? Even the sensitive electronics can be "happy" because it is a relatively clean world they all are in...

But then you introduce a power producer, the alternator, plus anything that can produce static electricity and let us not even talk about a lightning strike

And now we have noise, high current, high voltage, and? on the line... So a ground octopus will not solve this, we need filtering. Yuck...

Wasn't someone here an EE?? or did he just give up and buy a 6.7...

Jack: it isn't just oxidation free in CA, in order to meet CARB regulations all wiring had to be oxygen free and pure copper (I think the King Ranches had to have gold terminations). Our trucks are just better than all the rest...

gonna' go smoke some of that (now legal) hooch, and then I'll write some more (crap)...

Sorry if some of this is silly, guys -- I'm getting some cheap gear together and going to see if the broken knee can handle the slopes, after a LOT of years off, so I'm in party mode...

 

I used the BOB to verify that the low voltage readings with the SG2 were not a function of the SG2, and not a function of the DLC, since someone else reported a different monitoring device plugged in the DLC also displayed less than BATT voltage.

These were my results:

Voltage at the Data Link Connector port read with the NGS = 14.2v
Voltage at the PCM Pin 71 Input Power (VPWR) read with DVOM = 14.21v
Voltage at the PCM reference VPWR bus read by the APCM = 14.2v

And these results show that the voltage readings through the DLC match up to the voltage readings at the PCM itself, down to tenths, which suggests that the voltage being read by the SG2 and equivalents through the DLC can reasonably be expected to accurately reflect the VPWR voltage that the PCM is operating with. No need for a BOB anymore.

 

Deleted as no longer playing the game.

 

Ok, I've got better things to do.

 

Dang -- I didn't get to read through that post last night (Wife Interuptus) so figured I'd leave it 'til morning -- always like reading some audiophile stuff (hence my oxygen free lead-on). Ok, fair enough, probably should keep the silly talk in the coffee thread...

 

Ok so lets all do something.
Keep the 7.3 stuff in the 7.3 forum please and get back to talking about the 6.0L alternator only.
After all this is the 6.0L forum and not the 7.3.

Thanks

 

Agreed...

 

I must have missed it but what is the $18-$20 fix to get closer voltage readings on a OBDII device and actual batt readings?

I'm using a CTSII and see at min .5v lower on it than physically putting a volt meter on the battery

I'm thinking about just adding a dedicated gauge for voltage and wiring it through a relay so it only comes on at KO

 

I was looking at some other things and found this little bit in the cluster info.

Ford Service Workshop Manual 2006 ~ 2007 Page 413-01-4
Charging System Warning Indicator
On vehicles equipped with gasoline engines and diesel engines with a single generator, when the ignition switch
contacts are closed, battery current flows through the charging system indicator and the parallel resistor (390 ohms)
to the voltage regulator. Internal circuitry in the voltage regulator provides a ground path to the instrument cluster
and the indicator illuminates. When the generator builds up enough voltage to energize the voltage regulator, voltage
is applied to the ground side of the indicator effectively removing the ground path and turning the indicator off.
On diesel engine vehicles equipped with dual generators, when the ignition switch contacts are closed, battery current
flows through the charging indicator and the parallel resistor (390 ohms) to the PCM. The PCM provides a ground to
the instrument cluster and the charging system warning indicator illuminates. When the generator builds up enough
voltage to energize the voltage regulator, voltage is applied to the PCM. The PCM, upon receipt of the generator charging
voltage, removes the ground to the instrument cluster and turns off the charging system warning indicator.