03Delco Oversizing and Alternator Tech Tip130003232021 TECH Tips CATALOG NUMBER 03 www.midwestwheel.com Order NLINE ™ www.midwestwheel.com Order NLINE ™ Fuel Savings If you choose an alternator that has approximately double the rated output of what your system requires, then you are essentially oversizing your alternator. For example, most on-highway vehicles have about 65 to 85 amps of electrical loads turned on when operating. While an alternator may be rated for a specific output, it runs most efficiently when it’s operating at roughly 35 to 50 percent of that rated output. A more efficient alternator always decreases your fuel consumption. Longer Alternator Life With an oversized alternator only using 35 to 50 percent of the alternator’s rated output, you are reducing the amount of strain on the alternator. This means the alternator is running much cooler and isn’t being tasked as much either. And this all results in increased bearing grease, rectifier diode, and stator insulation life. Benefits of Oversizing an Alternator Better Battery Life Another added benefit of oversizing the alternator is the positive impact it can have on your batteries. You’re able to reduce the depth of a battery’s discharge— also known as cycling. That’s because an oversized alternator produces more output at lower speeds, including idle. That increased output prevents the battery from having to help supply the load—and this keeps it at a more ideal state of charge. The battery cycles less, which translates into better battery life. With three to four batteries per vehicle, you can see how extending battery life can be a big benefit. When making the smart decision to oversize your alternator, keep in mind that the original alternator cables may need to be upgraded to realize the full value. When managing a fleet, the goal is always to get the most out of your equipment. We’ve got an innovative way for you to do just that: oversizing the alternator. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

03Delco Remy 31MT Commercial Vehicle Starter03232021 CATALOG NUMBER 03 www.midwestwheel.com NLINE www.midwestwheel.com Order NLINE ™ FEATURES & BENEFITS Developed from the 29MT design – of which there are more than 1.25 million OE units installed – the 31MT provides virtually full coverage for the Class 6 & 7 commercial vehicle aftermarket. This model features positive shift engagement. In the case of tooth abutment, the armature rotation in full power clears the abutment to allow pinion engagement. The benefit is zero click-no-cranks (CNC). This is well suited for high start/stop vehicle applications. The 31MT is highly corrosion resistant due to improved brush holder plating and stainless steel springs. A number of design changes to the hardware, including the commutator, O-rings and bearings, as well as the lamination have resulted in the 31MT being one very robust starter. Engine Size 12V up to 9 Liters Rotation Clockwise Mounting 12V: SAE #1 Pinion Data 10 Tooth, 10-12 Pitch 10 Tooth, 8-10 Pitch 9 Tooth, Mod 3-metric Output 12V peak at 4.1kW Weight 8.4 kg / 18.5 lbs Diameter 90 mm / 3.5 inches Engagement System Positive shift engagement SPECIFICATIONS 31MT ™ Commercial Vehicle Starter COMPETITIVE COMPARISON 600 550 500 450 400 350 300 250 200 150 100 50 0 Engine Cranking Torque (Nm) 31MT 29MT Denso PA90 70 80 90 100 110 120 130 140 150 160 170 180 Engine RPM IDEAL APPLICATIONS Delivery vehicles Waste disposal vehicles Emergency vehicles School busses Tow & haulers Recreational vehicles Shuttle busses Generation sets & compressor units 10% more peak power than the competition Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

03DelcoRemy Diagnostic Manual130004222020 Diagnostic Procedures Manual For Starters and Alternators Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Table of Contents I ) Introduction and Description 1–1. Introduction 1 1–7. Description 1 1–12. Electrical Fundamentals 2 II ) Diagnosis Charts 2–1. Overcharge Symptoms 8 2–2. Undercharge Symptoms 9 2–3. Milled Pinion Symptoms 10 III ) Testing 3–1. Testing Freedom Batteries 11 3–4. Testing Conventional Batteries 11 3–5. Test Procedure 12 3–7. Battery Cable Test with Single-Battery Location 12 3–10. Battery Cable Test with Dual-Battery Locations 14 3–13. Starter Solenoid Circuit Test 14 3–18. Magnetic Switch Circuit Test 16 3–21. Starter Replacement Determination 17 3–26. Alternator Wiring Test 18 3–29. Alternator Replacement Determination 19 3–33. Completion of All Tests 20 IV ) Summary V ) Appendix 5–1. Smart IMS or SIMS Diagnostic Steps 22 5-2. Overcrank Protection (OCP) Circuit Check 23 5-3. Multi-Battery Charging with Series and Parallel Chargers 23 5-4. Group Charging on Current-Limiting or Series Chargers 24 5-5. Group Charging on Voltage-Limiting or Parallel Chargers 24 5-6. Heavy Duty Diagnostics Procedures Data 25 Section Page Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 1 1-1. INTRODUCTION 1-2. PURPOSE. This manual provides diagnostic procedures that can be used for troubleshooting a heavy duty electrical system, including the starting and charging systems. Some procedures also may be used for preventative maintenance checks. These procedures are applicable to systems using heavy duty starters such as: Delco Remy 28MT™, 29MT TM , 31MT™, 35MT TM , 37MT TM , 38MT TM , 39MT TM , 41MT TM , 42MT TM , 50MT TM or a similar starter with adequate battery power for the engine/starter application used. 1-3. DEFINITION OF DIAGNOSIS. Diagnosis is the three-part process that begins when a problem is perceived and ends when the equipment is confirmed as serviceable. Three questions must be answered to assure completion: 1. What are the symptoms? This is what has been observed (seen, heard, felt or smelled), indicating a problem. 2. What caused the symptoms? Diagnostic procedures are used to identify the root cause of the problem. 3. How do we fix it? Usually this involves the adjustment, repair or replacement of some part or parts. 1-4. This manual defines the procedures to determine the cause of the symptoms. Actual adjustment, repair and replacement procedures are provided in unit-specific service bulletins and manuals. 1-5. For educational purposes, study of this entire manual is recommended. For diagnostic purposes, the flow charts in Section II will reference appropriate procedures for specific symptoms. 1-6. EQUIPMENT REQUIRED. To perform the tests specified in this manual, the following equipment is required: 1. A variable carbon pile load tester with more than 500 amps capacity with ammeter (and voltmeter). 2. A separate DC voltmeter, digital preferred, capable of reading 0.01 volt increments. 3. An inductive (clamp-on) ammeter for safe and accurate current measurements. 4. A hand held or bench top type tester. 1-7. DESCRIPTION 1-8. SYSTEM. The heavy duty electrical system is comprised of the starting and charging systems. These systems are, in turn, comprised of batteries, the starter, the alternator, and the interconnecting wiring and electrical and mechanical switches. For maximum operating efficiency, all parts of the system must be functioning properly. S E C T I O N 1 Introduction and Description FIGURE 1-1. Heavy Duty Electrical System 1. Battery 2. Starter 3. Alternator 4. Magnetic Switch 5. Push Button Switch 6. Key Switch Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 2 1-9. BATTERIES. Batteries are perishable devices that wear out at some point in time. With use, they deteriorate and eventually become incapable of performing their important job. In addition, new batteries may become discharged for various reasons. Neither worn out nor discharged batteries can supply the power necessary for cranking. Thus, the battery check becomes the starting point for diagnosing electrical system problems. 1-10. SUBCIRCUITS. Because of vibration, corrosion, temperature changes or damage, the performance of wiring, connections and secondary components as well as the function of the starter and alternator can deteriorate. This, in turn, can cause malfunctions within the starting and charging systems. For the purpose of testing, wiring and components are divided into four circuits that must be tested. These are: 1. Cranking Circuit. This consists of the large cables that carry the high starter current. Excessive loss here causes slow cranking speeds, especially in cold weather. Inability to start from slow cranking can lead to starter damage if the starter is cranked over 30 seconds. Deeply discharged or worn-out batteries also can cause the same problem. 2. Solenoid Circuit. This consists of the wiring from the battery, through a push button or magnetic switch, to the S terminal of the starter solenoid, and back to the battery. Excessive loss here can cause the solenoid to shift in and out (chatter), resulting in a no-start condition. This can cause a damaged contact disc and terminals of the starter solenoid. Deeply discharged batteries also can cause this problem. 3. Magnetic Switch Circuit or IMS (when the magnetic switch is used). This consists of the wiring from the battery, through a key switch and/or start button, to the coil of the magnetic switch, and back to the battery. Excessive loss here can cause a “no start” complaint. 4. Charging Circuit. This consists of the wiring between the alternator and the battery and back to the alternator. Excessive loss here can cause the batteries to not charge properly. As noted above, discharged batteries will cause other problems. 1-11. SEQUENCE OF PROCEDURES. It is important that these procedures be followed in the exact sequence specified. Batteries, wiring and connections should be checked and corrected to the specifications given. If cranking problems still occur, then connecting cables should be checked before replacing the starter with a known good unit. Similarly, in the charging circuit, the batteries, wiring and connections should be thoroughly checked and corrected to the specifications given. Only then should the alternator be checked and replaced if necessary. 1-12. ELECTRICAL FUNDAMENTALS 1-13. TERMS AND DEFINITIONS. The following are electrical terms and definitions used in this manual: 1. Voltage. Voltage is the electrical pressure or force that causes current or electrons to flow through a conductor. The voltage also can be described as the difference in electrical pressure between two points in a circuit. This electrical force or pressure is measured in volts. 2. Current. Electrical current is the flow or movement of electrons in a conductor. This movement can be compared to the flow of water through a pipe. Without pressure (voltage), the current will not flow. Electrical flow is measured in amperes, most often abbreviated as amps. 3. Resistance. Resistance is the opposition to current flow. For a given electrical pressure (voltage), resistance decreases current flow. This can be detected by voltage loss or drops in the electrical circuit. Electrical resistance is measured in ohms. 4. Magnetic Field.When electrical current flows through a conductor, a magnetic field is produced around the conductor. By measuring the strength of this magnetic field, it is possible to determine the amount of the current flow or amperage. This principle is the basis for the function of the clamp-on or induction type ammeter. 1-14. MEASURING VOLTAGE WITH THE VOLTMETER. The voltmeter is used to measure electrical pressure or voltage. The unit of measure is the volt. Voltmeters are always connected across (in parallel with) a part of the electrical circuit (See Figures 1-6 and 1-7). The voltmeter measures the difference in electrical potential or pressure between the points where the voltmeter is attached. 1-15. VOLTMETER SELECTION. Voltmeters for the purposes described in this manual are DC instruments with a range as follows: 1. Low scale: 0-3 volts 2. 12-volt vehicles: 0-16volts 3. 24-volt vehicles: 0-32volts MAGNETIC FIELD CURRENT DP-1005 Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 3 NOTE The use of digital voltmeters is highly recommended for the following reasons: • Digital voltmeters are generally more accurate than analog (needle movement) instruments. • Digital readings need no interpretation; everyone sees the same number. • Digital instruments are generally auto ranging; they automatically select the proper range for the value of the reading. • Reversing polarity with a digital instrument will simply result in a negative reading (minus sign) whereas with an analog voltmeter, reversing polarity could damage the meter. • If analog meters are not read directly facing the meter, inaccuracies may result. 1-16. VOLTMETER USE. Figures 1-6 through 1-8 illustrate the proper use of the voltmeter and the types of readings that can be expected. 1. Figure 1-1 shows the voltmeter being used with no current flow or with the starter not operating. FIGURE 1-1. Voltmeter Readings with No Current Flow FIGURE 1-2. Voltmeter Readings with Current Flow NOTE When the voltmeter is connected parallel to a cable (meter leads and cable ends start and end at the same point), the meter will measure the voltage potential at both ends of the cable. Without current flowing, the values always will be the same and the voltmeter will read zero. 2. Figure 1-2 shows the voltmeter being used with current flow (starter pulling 500 amps). NOTE The V1 reading (See Figure 1-2) means that with 500 amps flowing through the positive cable, there is a 1.0 volt drop in that cable. There must be current flow in order to produce a voltage drop. The V2 reading (See Figure 1-2) of 0.3 volt means that with 500 amps flowing through the negative cable, there is a 0.3 volt drop in the negative cable. 3. Figure 1-3 illustrates the digital voltmeter reading in a DC system with both correct and incorrect polarity. Whenever the minus sign is displayed, the meter leads must be reversed to obtain the correct polarity. 0 V DP-1006 0 V O V V4 12.5V 0 V V3 0V 12.5 V 12.5V V2 12.5 V V1 0 V 0 V 12.5 V 12.5 V DP-1007 0.3 V 0.3 V V2 8.5 V V1 1.0 V 7.5 V 8.5 V V2 7.2 V 0.3 V V1 0 V 8.5 V 7.5 V Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 4 DIGITAL VOLTMETER CONNECTED CORRECTLY IN RELATIONSHIP TO POLARITY DIGITAL VOLTMETER CONNECTED INCORRECTLY IN RELATIONSHIP TO POLARITY (VALUE CORRECT BUT MINUS SIGN WILL SHOW TO ALERT OPERATOR THAT LEADS ARE REVERSED) DP-1008 12.5 V1 -12.5 V1 FIGURE 1-3. Correct and Incorrect Polarity Readings 1-17. MEASURING CURRENT FLOWWITH THE AMMETER. The ammeter is used to measure current flow. The unit of measure is the ampere or amp. Unless the induction pickup (clamp-on) ammeter is used, the circuit must be opened and the ammeter connected in series in order to take measurements. 1-18. AMMETER SELECTION. With but a few exceptions (See Figure 1-10), it is desirable to make ammeter readings without opening up the circuit and thus disturbing a circuit defect and preventing it from being discovered. Therefore, the use of a clamp-on induction-type ammeter is recommended for most of the measurements described in this manual. This type is easy to use, cannot be damaged by misconnection, and will not damage the vehicle wiring. A clamp-on ammeter operates by measuring the magnetic flux produced by current flow through a conductor and translating that into amperes, which are displayed on the meter readout. 1-19. AMMETER USE. Figures 1-4 through 1-6 illustrate the use of various types of ammeters. 1. Figure 1-4 illustrates the use of an in-line digital ammeter. Note that the circuit must be disconnected in order to use this type of meter. The type of unit shown is an internal shunt and generally used for loads of 10 amps or less. Care must be taken to not measure current greater than the meter rating. This type of ammeter is not recommended for most of the measurements described in this manual. However, if this is the only type available, be sure to follow the meter manufacturer’s instructions for connection and use. FIGURE 1-4. In-Line Digital Ammeter 2. Figure 1-5 shows an in-line digital ammeter used to measure an unknown current draw. An example of this might be the result of a parasitic load. On the 10 amp scale, the current would be too low to be measurable. However, with the meter on the 300 mA scale, the current draw in milliamps can be read. FIGURE 1-5. In-Line Ammeter 3. Figure 1-6 shows a clamp-on ammeter, the most common type of current measurement described in this manual. Zero out the meter before using and make sure the jaws are completely closed during use. Place the meter jaws around the cable, with the arrow points in the direction of current flow, to measure all the current. 10A 10 AMPS OR LESS LOAD DP-1009 UNKNOWN CURRENT DRAW DP-1010 Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 5 CLAMP-ON TYPE AMMETER DP-1011 FIGURE 1-6. Clamp-On Type Ammeter 1-20. MEASURING RESISTANCE WITH THE OHMMETER. The ohmmeter is used to measure electrical resistance. The unit of measure is the ohm. The ohmmeter is connected across the unit or portion of the circuit for which the resistance is to be measured. The ohmmeter has its own power source, usually a small battery, which causes current to flow through the circuit to be measured. Since the meter power source (battery) voltage is known, the current is inversely proportional to the resistance of the circuit. The meter automatically computes and reads out the resistance: E (voltage) divided by I (current) equals R (resistance). 1-21. OHMMETER SELECTION. As with voltmeters and ammeters, both analog (needle) and digital ohmmeters are available. Digital ohmmeters are preferred for the same reasons as the others. Additionally, most digital ohmmeters have a diode scale which can be used to test diodes and transistors. 1-22. OHMMETER USE. Figures 1-7 through 1-9 illustrate some typical uses of the ohmmeter. CAUTION Typical heavy duty electrical system voltage (12 or 24-volts) could produce a current flow through the ohmmeter that could damage the meter. Never connect an ohmmeter to a circuit that is under voltage. Always disconnect the battery ground cable before using the ohmmeter. 1-23. As shown in Figures 1-7 and 1-8, the ohmmeter also is useful as a continuity meter. An infinite ohmmeter reading (See Figure 1-7) indicates an open circuit (no continuity). A very low (approaching zero) reading (See Figure 1-8) indicates continuity. Figure 1-9 illustrates some digital ohmmeter applications. FIGURE 1-7. Analog Ohmmeter Showing Open Circuit NOTE Most digital meters have a diode scale ( ) which must be used to check diodes or transistors rather than the ohm scale. 1-24. APPLYING AN ELECTRICAL LOAD WITH A CARBON PILE. (See Figure 1-10) The carbon pile is a variable resistor designed to carry high current. A carbon pile, along with a voltmeter and ammeter, is normally an integral part of a modern battery tester. In addition to load testing batteries, carbon piles are used to test starter and alternator circuits. FIGURE 1-8. Analog Ohmmeter Showing Continuity TOUCHING GROUND OHMMETER OPEN OHMETER DP-1012 TRUCK FRAME DP-1013 Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 6 EXAMPLES DP-1014 .450 2.3 0.00 COIL DIODE DIGITAL DIGITAL OL FIGURE 1-9. Digital Ohmmeter CAUTION On 24-volt systems, use only a carbon pile specifically designed for 24-volt use. A 12-volt carbon pile could be damaged if used in a 24-volt circuit. 1-25. THE BASIC HEAVY-DUTY ELECTRICAL SYSTEM. Today’s basic heavy duty electrical system (See Figure 1-1) consists of batteries (usually three or four, but up to eight connected), a starter, an alternator, a magnetic switch, an ignition switch, a push-button switch, and the required wiring. The batteries provide the high current required by the starter. The magnetic switch controls the battery current to the starter solenoid. The ignition and push-button switches activate the magnetic switch, which in turn energizes the starter. If all functions work properly, the engine will crank. 1-26. The mechanical energy of the running engine provides the power for the alternator. The alternator creates the electrical energy needed to recharge the batteries and power the vehicle’s electrical accessories and loads. DP-1015 FIGURE 1-10. Carbon Pile 1-27 . How well the electrical system components are matched will determine in a large part how effectively and efficiently the system will operate. Another important factor in system design is that system wiring must be adequate to carry the current required by each circuit. 1-28. HEAVY DUTY SYSTEM BATTERIES. The battery, or batteries, in the heavy duty electrical system are devices for storing energy. They convert chemical energy into the electrical energy needed to operate the starter. With the engine running, the alternator supplies electrical energy to the batteries, which they convert into chemical energy and store for later use. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 7 There are three types of lead acid batteries used in commercial vehicle applications today: the maintenance-free flooded electrolyte battery, the AGM battery, and the Thin Plate Pure Lead (TPPL) AGM battery. Unlike maintenance-free, flooded, lead acid batteries that have liquid electrolyte, an AGM battery contains a glass mat separator made of fiberglass that is placed between each plate to absorb the electrolyte. Fleets should prevent batteries from becoming deeply discharged—dropping to less than 10 volts due to extended storage with vehicle support loads. Also, trying to start trucks with a low state of charge or weak capacity batteries can cause high amperages and low voltages. This can overheat the starter motor and damage battery cables. A voltmeter on the battery terminals will indicate the battery’s State of Charge (SOC). State of Charge Flooded Battery AGM Battery TPPL AGM Battery 100% 12.70+ 12.80+ 12.84+ 75% 12.40 12.60 12.50 50% 12.20 12.30 12.20 25% 12.00 12.00 11.90 0% 11.80 11.80 11.50 Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 8 PRELIMINARY DIAGNOSIS FLOW CHART 2-1. OVERCHARGE SYMPTOMS • High voltmeter readings • Battery smells bad • Battery spews acid or smells • Bright or burned out lights INTERNAL VOLTMETER REPLACE ALTERNATOR RUN ENGINE APPROX 2000RPM CHECK VOLTS ATALTERNATOR EXTERNAL REGULATOR USE REG. SVC. BULLETIN TO ISOLATE DEFECT VERIFY COMPLAINT REPAIR VOLTMETER RETEST WITH COOL, CHARGED BATTERIES REPLACE DEFECTIVE BATTERY COMPLETE CHECK DASH VOLTMETER CHECK BATTERY TEMPERATURE TEST BATTERIES (PAGE 3-1) COMPLETE 119 ˚ F OR LESS 120 ˚ F OR MORE DEFECTIVE LESS THAN 15.5 V DEFECTIVE OK OK MORE THAN 15.5 V S E C T I O N I I Diagnosis Flow Charts Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 9 PRELIMINARY DIAGNOSIS FLOW CHART 2-2. UNDERCHARGE SYMPTOMS • Slow or no cranking • Low voltmeter reading • Dim lights/slow turn signal flashers START VEHICLE CHECK ALTERNATOR VOLTAGE & OUTPUT (PAGE 19) TIGHTEN BELT TO MANUFACTURER TENSION SPECS CHECK STARTER SOLENOID CIRCUIT (PAGE 14) REPAIR WIRING CIRCUIT - VERIFY REPAIR CHECK DRIVE BELT VERIFY COMPLAINT TEST BATTERIES (PAGE 11) CHECK CRANKING CIRCUIT (PAGE 12) REPAIR AND VERIFY REPAIR SEE STARTER REPLACEMENT DETERMINATION (PAGE 17) CHECK PULLEYS FOR LOCKED BEARINGS REPAIR DEFECTIVE COMPONENT REPLACE BELT CHARGE BATTERIES CRANK ENGINE CHECK ALTERNATOR VOLTAGE & OUTPUT (PAGE 19) SLOW OK OK OK LOCKED DEFECTIVE OK OK OK DEFECTIVE OK OK BUT DISCHARGED MISSING LOOSE Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 10 PRELIMINARY DIAGNOSIS FLOW CHART 2-3. MILLED PINION SYMPTOMS • Starter spins / no-crank • Click / no-crank (may be intermittent) VERIFY COMPLAINT VISUALLY CHECK RING GEAR CHECK STARTER PER APPROPRIATE SERVICE BULLETIN REINSTALL STARTER AND PERFORM CIRCUIT CHECKS (SEE PAGE 3-4) REMOVE STARTER – VISUALLY CHECK PINION CHECK AND REPAIR SOLENOID CIRCUIT REPAIR VERIFIED REPAIR OR REPLACE STARTER (DO NOT INSTALL) REPLACE RING GEAR AND CHECK FLANGE TO FLYWHEEL DIM REPLACE STARTER AND VERIFY REPAIR CONNECT VOLTMETER FROM SOLENOID “S” TERMINAL TO GROUND – ENGAGE START SWITCH DEFECTIVE OK MILLED TEETH OK OK OK SYMPTOMS CONTINUE MILLED PINION MORE THAN 6.0 V NO VOLTS Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 11 3-1. TESTING FLOODED LEAD ACID MAINTENANCE FREE BATTERIES WITH A HYDROMETER EYE CAUTION When handling batteries, wear face or eye protection and provide good ventilation. Have a water supply available, and keep away from fire, flame or sparks. 3-2. TEST PROCEDURE. Disconnect NOTE If battery has threaded terminals, use terminal adapters or verify you are testing on the lead pads not the threaded terminals. Testing using the studs can create a false bad battery reading. NOTE If you are using an hand held electronic tester, then follow the instructions provide with the tester. Inspect 1. Each battery visually for damage. 2. Battery hydrometer eye. • If battery has no hydrometer eye, proceed to step 3. • Eye shows green, proceed to step 3. • Eye shows dark, recharge battery, then proceed to step 3. • Eye shows yellow, replace battery. 3. Apply 300 amp load to battery for 15 seconds and turn off load. Wait one minute. 4. If battery has no hydrometer eye, measure terminal voltage: Test a. If 12.4 volts or more, continue test. b. If less than 12.4 volts, recharge battery, and repeat steps 3 and 4. Test 5. All batteries passing previous inspection or test as follows: a. Apply test load of 1\2 CCA rating at 0˚F in amps. b. After 15 seconds with load on, measure and record battery terminal voltage. c. Turn load off. d. Estimate battery temperature and check recorded voltage against following table. Temp. 0F 70 50 30 15 0 Min. Volts 9.6 9.4 9.1 8.8 8.5 e. If recorded voltage does not meet or exceed that in table, replace battery. Otherwise, battery is okay. 3-3. TEST COMPLETION. Clean 1. Cable ends and battery terminals with wire brush. Tighten 1. Battery hold-downs to specifications. NOTE Leave battery cables disconnected and proceed with wiring tests. ST1201 ADAPTER PRIMARY BATTERY CONNECTION AREA STUD TERMINAL DP-1019 FIGURE 3-1. Testing Batteries 3-4. TESTING BATTERIES CAUTION When handling batteries, wear face or eye protection and provide good ventilation. Have a water supply available, and keep away from fire, flame or sparks. S E C T I O N I I I Diagnostic Testing Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 12 3-5. TEST PROCEDURE Disconnect NOTE If battery has threaded terminals, use terminal adapters or verify you are testing on the lead pads not the threaded terminals. Testing using the studs can create a false bad battery reading. NOTE If you are using an hand held electronic tester, then follow the instructions provide with the tester. Inspect 1. Each battery visually for damage. 2. Electrolyte level. • If fluid is above top of plates in all cells, proceed to step 3. • If fluid is not above top of all plates, add water as required and charge battery for 15 minutes at 15-25 amps to mix electrolyte. Then proceed to step 3. 3. Electrolyte specific gravity with hydrometer at 80˚ F. Readings for all cells should not be less than 1.230. The difference between high and low reading should not exceed 0.050. • If battery meets above requirements, proceed to next test. • If readings show a difference of more than 0.050, replace the battery. • If readings show less than 0.050 difference but one or more cells read less than 1.230, recharge the battery. Remove 1. All battery caps. Test 2. Apply 300 amp load to battery for 15 seconds and turn off load. 3. If blue haze is seen in any cell, replace battery. Otherwise, proceed with next test. Test 1. All batteries passing previous inspections or tests as follows: a. Measure and record electrolyte temperature and replace vent caps. b. Apply test load of 1\2 CCA rating at 0˚F in amps. c. After 15 seconds with load on, measure and record battery terminal voltage. d. Turn load off. e. Check recorded voltage against following table for electrolyte temperature. Temp. 0F 70 60 50 40 30 20 10 0 Min. Volts 9.6 9.5 9.4 9.3 9.1 8.9 8.7 8.5 f. If recorded voltage does not meet or exceed that in table, replace battery. Otherwise, battery is okay. 3-6. TEST COMPLETION. Clean 1. Cable ends and battery terminals with wire brush. Tighten 1. Battery hold-downs to specifications. NOTE Leave battery cables disconnected and proceed with wiring tests. FIGURE 3-2. Testing Batteries 3-7. BATTERY CABLE TEST WITH SINGLE BATTERY LOCATION (SEE FIGURE 3-3) CAUTION If the vehicle has a combination 12/24-volt system using a series- parallel switch or a T/R alternator, do not use this procedure. Contact BorgWarner Technical Support at 800-372-0222 or email drts@borgwarner.com for information on such systems. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 13 Slow or sluggish cranking may be caused by high resistance in the battery cables or connections, especially in cold weather. After all batteries test well and the terminals are clean, check the battery cables. This involves placing an adjustable carbon pile load on the batteries at the starter and then measuring the voltage drop in each cable. The voltage drop in the positive cable plus the voltage drop in the negative cable equals the total drop or the difference between the battery voltage and the starter voltage. 3-8. TEST PROCEDURE. NOTE For a 24-volt system, use a 24-volt carbon pile. As an alternative, connect only one 12-volt battery to the system (disconnect all other batteries). Test at 12-volts but use the amperage specified for a 24-volt system. Immediately upon completion of tests, reconnect batteries in the approved manner for a 24-volt system. Connect CAUTION Starter solenoid BAT terminal is at battery voltage when batteries are connected. 1. Positive carbon pile lead to starter solenoid BAT terminal. 2. Negative carbon pile lead to starter ground terminal. 3. Battery cables (see NOTICE above) if not already connected. NOTE At starter, make voltmeter connection to terminal—not to carbon pile clamp. 4. Low scale digital voltmeter from starter solenoid BAT terminal to battery positive. Test 1. Turn on carbon pile and adjust load to 500 amps (250 amps for 24-volt system). 2. Read and record positive cable voltage drop (V4), then turn off carbon pile. Connect NOTE At starter, make voltmeter connection to terminal—not to carbon pile clamp. 1. Low scale digital voltmeter from starter ground terminal to battery negative. Test 1. Turn on carbon pile and adjust load to 500 amps (250 amps for 24-volt system). 2. Read and record negative cable voltage drop, (V5) then turn off carbon pile. 3. Add positive cable loss (V4) and negative cable loss (V5) to get total cable loss (V3). This loss (V3) shall not exceed: • 12-volt system with 37MT, 40MT, 41MT or 42MT starter — 0.500 volt maximum voltage loss • 12-volt system with 50MT starter — 0.400 volt maximum loss • 24-volt system with 37MT, 40MT, 41MT, 42 MT, or 50 MT starter — 1.000 volt 4. Replace cables or repair circuits with excessive voltage drop. 3-9. TEST COMPLETION. If temporary 12-volt test connections were made for 24-volt systems, reconnect batteries to vehicle specifications for 24-volt operation before starting vehicle. However, if the tests following are to be performed, keep the temporary 12-volt hook-up. FIGURE 3-3. Battery Cable Test – Typical 12-Volt System Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 14 3-10. BATTERY CABLE TEST WITH DUAL-BATTERY LOCATIONS (SEE FIGURE 3-4) This test applies if the vehicle has more than one battery location and the batteries are connected to the starter by separate cables. Essentially, this is the same as the previous test with a single battery location (paragraphs 3-7 through 3-9) except as follows: 3-11. TEST PROCEDURE (See Figure 3-4). NOTE If the system usually operates on 24-volts, connect one battery at each location to the starting motor, making a temporary 12- volt system. 1. Disconnect batteries from first set. 2. Test second set cables as described in paragraph 3-8 except apply 250 amp load at starter (125 amp for 24-volt system). 3. Use same voltage drop or loss limits as specified in paragraph 3-8. 4. Reconnect first set of batteries and disconnect second set. 5. Repeat steps 2 and 3 for first set of cables. 6. Replace cables or repair circuits with excessive voltage drop. 3-12. TEST COMPLETION. If temporary 12-volt test connections were made for 24-volt system, reconnect batteries to vehicle specifications for 24-volt operation before starting vehicle. However, if the tests following are to be performed, keep the temporary 12-volt hook-up. CARBON PILE POSITIVE VOLTAGE LOSS NEGATIVE VOLTAGE LOSS FIRST SET SECOND SET FIGURE 3-4. Battery Cable Test - Typical Dual Box 12-Volt System 3-13. STARTER SOLENOID CIRCUIT TEST The starter shifting in and out, or not pulling in, is often caused by high resistance in the starter solenoid circuit. When the solenoid circuit has excessive voltage loss, the starter pinion may not engage the flywheel. If it does engage, it may drop out too soon when battery voltage lowers. The solenoid circuit usually consists of a magnetic switch with leads to and from the starter solenoid. Some vehicles use only a push-button switch to control the starter solenoid and this same test applies. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 15 NOTE For starters with an integral magnetic switch, use the test procedures specific to those starters. NOTE When testing 24-volt systems, use the same temporary 12-volt connection as for the Battery Cable Test, paragraph 3-7. 3-14. SOLENOID CIRCUIT VOLTAGE LOSS TEST (See Figure 3-5). Disconnect 1. Lead to S terminal on starter solenoid. Connect 1. Carbon pile to switch wire lead and to starter ground terminal (a small clamp or jumper wire may be helpful). 2. Positive lead of digital voltmeter set on low scale to solenoid BAT terminal. 3. Negative lead of voltmeter to switch wire lead to which carbon pile is connected. Meter will show battery voltage. NOTE In the following step, if the magnetic switch does not close on a 12-volt vehicle, perform Magnetic Switch Circuit Test, paragraph 3-18, then return to this point in the Starter Solenoid Circuit Test. NOTE In the following step on a 24-volt vehicle, if the temporary 12-volt system will not close the magnetic switch, bypass it with a heavy jumper connected between the two large studs on the magnetic switch. Electrically this does the same thing as pushing the button and closing the switch. With no button to release, the jumper must be disconnected after each voltage reading. Test 1. Have assistant push starter button with key on. Listen for sound of magnetic switch closing. Voltmeter reading should be zero. 2. Turn on and adjust carbon pile to 100 amp load (60 amp if 24- volt system). 3. Read and record voltage (V6) onvoltmeter. 4. Voltage loss shall not exceed: 12-volt system - 1.0 volt 24-volt system - 2.0 volt 5. If circuit voltage loss is less than maximum, solenoid circuit is okay, turn off and disconnect carbon pile and proceed to Magnetic Switch Circuit Test, paragraph 3-18. If voltage loss exceeds maximum, loss is excessive. This may be caused by loose terminals, corrosion, too small a wire, switch located too far from starter, or worn out magnetic switch. Perform Wiring Test, paragraph 3-15, and Magnetic Switch Contactor Test, paragraph 3-16, to isolate the problem. VOLTAGE (6) CARBON PILE FIGURE 3-5. Starter Solenoid Circuit Test 3-15. WIRING TEST (See Figure 3-6). With carbon pile connected as instructed in previous Starter Solenoid Circuit Test, proceed as follows: Connect 1. Plus lead of digital voltmeter set on low scale to solenoid BAT terminal. 2. Minus lead of voltmeter to a large terminal on magnetic switch. If voltage shows, reconnect lead to other large terminal on magnetic switch. NOTE In the following step, on a 24-volt vehicle, if the temporary 12-volt system will not close the magnetic switch, bypass it with a heavy jumper connected between the two large studs on the magnetic switch. Electrically this does the same thing as pushing the button and closing the switch. With no button to release, the jumper must be disconnected after each voltage reading. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 16 Test 1. Push starter button with key on. 2. Turn on and adjust carbon pile to 100 amp load (60 amp if 24-volt system). 3. Read and record voltage (V9) onvoltmeter. Connect 1. Positive lead of digital voltmeter set on low scale to switch wire lead to which carbon pile is connected. 2. Negative lead of voltmeter to other large terminal on magnetic switch. Test 1. Push starter button with key on. 2. Turn on and adjust carbon pile to 100 amp load (60 amp if 24-volt system). 3. Read and record voltage (V10) on voltmeter. 4. Add voltage loss (V10) to voltage loss (V9), previously recorded, to get total wire voltage loss. 5. Total wire voltage loss shall not exceed: 12-volt system - 0.8 volt 24-volt system - 1.8 volt 6. Replace and repair wiring and connections if voltage loss is excessive. NOTE Perform the following test only if the magnetic switch closed in preceding tests. 3-16. MAGNETIC SWITCH CONTACTOR TEST (See Figure 3-6). With carbon pile connected as instructed in previous Starter Solenoid Circuit Test, proceed as follows: Connect 1. Digital voltmeter set on low scale across large terminals of magnetic switch. Battery voltage will show immediately. Test 1. Push starter button with key on. Voltage will read zero. 2. Turn on and adjust carbon pile to 100 amp load (60 amp if 24-volt system). 3. Read and record voltage (V11) across magnetic switch on voltmeter, then release starter button. 4. Magnetic switch contactor voltage loss (V11) shall not exceed 0.2 volts for 12- or 24-volt system. 5. Replace magnetic switch if contactor voltage loss is excessive. DP-1024 CARBON PILE SECOND WIRE LOSS (10) CONTACTOR LOSS (11) FIRST WIRE LOSS (9) FIGURE 3-6. Solenoid Circuit Wiring and Contactor Test 3-17. TEST COMPLETION. Turn carbon pile off. Remove carbon pile and voltmeter from circuit. Leave solenoid S wire disconnected and temporarily taped for insulation at the terminal. 3-18. MAGNETIC SWITCH CIRCUIT TEST This test must be performed using full voltage of the system. If a 24-volt system was temporarily connected to a 12-volt system for a previous test, proceed to the Alternator Wiring Test, paragraph 3-26. Then, return to this test after the batteries have been reconnected to the 24-volt system. Note that the lead to the S terminal on the starter solenoid remains disconnected from previous tests (See Figure 3-7). Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 17 3-19. TEST PROCEDURE. NOTE Magnetic switch that does not close or drops out too soon can be caused by high resistance or open circuit in the control circuit. NOTE Leave the S lead disconnected to prevent engine from cranking during these tests. Connect 1. Digital voltmeter set on battery voltage scale to two small terminals on magnetic switch. If magnetic switch has only one small terminal, use switch bracket for other connection. Test 1. With key on, push start button. Listen for click that signifies magnetic switch closing. Note and record voltmeter reading V(13). 2. If magnetic switch closed (click detected or voltage at both large switch terminals) and voltage V(13) is within 1.0 volt (2.0 volts for 24-volt system) of battery voltage V(12), this circuit is okay. 3. If magnetic switch does not close and voltage V(13) is within 1.0 volt (2.0 volt for 24-volt system) of battery voltage V(12), replace magnetic switch and retest. 4. If voltage V(13) is more than 1.0 volt (2.0 volt for 24-volt system) below battery voltage, move the voltmeter lead on the magnetic switch ground to frame or motor ground terminal. With key on, push start button and read voltage V(14). If voltage V(14) is within 1.0 volt (2.0 volts for 24-volt system) of battery voltage, repair magnetic switch ground lead or connections. If not, replace voltmeter ground lead at magnetic switch ground terminal. 5. Repeat step 4, moving voltmeter plus lead to the following locations and measuring the specified voltages with the key on and the push-button depressed. If any voltage is not within 1.0 volt (2.0 volts for 24-volt system) of battery voltage, repair or replace the wire or component specified and retest: V(15)-wire between push-button and magnetic switch V(16) push-button V(17) wire between push-button and key switch V(18) key switch V(19) wire between key switch and solenoid BAT terminal 3-20. TEST COMPLETION. Remove voltmeter from vehicle. If all tests have been completed satisfactorily, reconnect lead to S terminal on starter solenoid so that engine can be started. PUSH BUTTON MAGNETIC SWITCH VOLTAGE (13) V(15) V(16) IGNITION BATTERY CABLE VOLTAGE (12) V(19) V(14) V(17) V(18) DP-1025 FIGURE 3-7. Magnetic Switch Circuit Test 3-21. STARTER REPLACEMENT DETERMINATION Up to this point, the batteries and starter wiring have been checked. The following additional checks should be made before considering starter replacement, and finally, the criteria for starter replacement, if necessary. 3-22. COLD WEATHER CRANKING. Starter circuits with a magnetic switch also can fail to hold during cold weather starting and low voltage, even though the switches and circuits tested okay at higher temperatures. This condition will sound as though the starter is failing to stay engaged with the engine. It is caused by the cold weather low voltage of the system releasing the electrical connection of the magnetic switch. To test for this condition, proceed as follows: Test CAUTION Large terminal studs on magnetic switch are at battery voltage. Engine should crank when jumper is connected. 1. With key switch on, press start button and have assistant clamp heavy battery jumper cable between two large studs on magnetic switch. Engine should crank. 2. Immediately remove jumper to stop engine cranking. 3. If engine starts with jumper in place, replace magnetic switch. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 18 4. If vehicle now starts properly, make sure starter mounting bolts are tight and proceed to Alternator Wiring Test. 3-23. AVAILABLE CRANKING VOLTAGE . If batteries, switches and wiring have been checked and starter still cranks slowly, check for available voltage at the starter while cranking. Proceed as follows: Test 1. Have assistant press push-button with key switch on while measuring voltage across solenoid BAT terminal and starter ground terminal. 2. If voltage is 9.0 volts (18 volts for 24-volt system) or less while cranking, check battery interconnecting cables as specified in next step. 3. Measure voltage across each battery while cranking. Touch voltmeter leads to terminals of every battery. If difference between any two battery readings in same box is more than 0.5 volt, or if any cable or connection feels warm to the touch, check or replace interconnecting cable(s) as required. 3-24. RING GEAR AND PINION CHECK. One final check before replacing the starter is to inspect the pinion and ring gear. Inspect 1. Pinion and ring gear visually while assistant bars engine over. Be sure to check entire ring gear. 2. If pinion is damaged, replace starter. If ring gear is damaged, replace ring gear and note that there is a likelihood the pinion also may be damaged. 3-25. STARTER REPLACEMENT. After making all tests specified, if the vehicle does not crank properly, the problem is with the starter or engine. Replace the starter and re-check to see if engine cranks properly. If not, then look for a mechanical problem with the engine. 3-26. ALTERNATOR WIRING TEST This procedure is the first step in checking out the charging system: output of the alternator, batteries and accessory loads with a minimum of voltage loss. Any loss slows the rate of charge to the batteries and could cause the batteries to be partially discharged. Discharged batteries can result in starter damage. Low output voltage can cause improper performance of other vehicle electrical components. 3-27. TEST PROCEDURE (See Figure 3-8). Instead of using the alternator output, this test uses the same current but draws it from the batteries. Using a carbon pile load, current flows in reverse through the circuit with the engine off. Proceed as follows: NOTE 24-volt systems must be connected to a temporary 12-volt configuration as described for Battery Cable Test, paragraph 3-8. NOTE Before proceeding with this test, make sure that the batteries have been tested and that the terminal has been cleaned and tightened. CAUTION Alternator output terminal is at battery voltage. Engine must be off for this test. Connect 1. Carbon pile to alternator output terminal and to ground. NOTE Jumper wires may be used to extend voltmeter leads if necessary. 2. Digital voltmeter set on low scale from alternator output terminal to positive battery terminal. Test 1. Turn on and adjust carbon pile to alternator-rated amperage output. 2. Read voltmeter and record voltage (V24), which is positive circuit voltage loss. Immediately turn off carbon pile. Connect 1. Digital voltmeter set on low scale from alternator ground to negative battery terminal. Test 1. Turn on and adjust carbon pile to alternator rated amperage output. 2. Read voltmeter and record voltage (V25), which is negative circuit voltage loss. Immediately turn off carbon pile. 3. Add positive circuit loss (V24) and negative circuit loss (V25) to get total system loss (V23). This loss (V23) shall not exceed: • 12-volt system - 0.500 volt maximum voltage loss • 24-volt system - 1.000 volt maximum voltage loss 4. Replace cables or repair circuits with excessive voltage loss. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 19 3-28. TEST COMPLETION. Remove carbon pile and voltmeter. For 12-volt systems, proceed with Alternator Replacement Determination. For 24-volt systems, proceed as follows: 1. Reconnect temporary 12-volt system back to 24-volt system. 2. If Magnetic Switch Circuit Test was delayed, conduct at this time. 3. After completing Magnetic Switch Circuit Test, be sure to reconnect lead to S starter solenoid terminal. Then proceed with Alternator Replacement Determination. NEGATIVE CIRCUIT LOSS (25) CARBON PILE POSITIVE CIRCUIT LOSS (24) DP-1026 FIGURE3-8. AlternatorWiring Test - Typical 12-Volt System 3-29. ALTERNATOR REPLACEMENT DETERMINATION If the alternator wiring circuits are okay, conduct the following tests to determine if the alternator must be replaced. NOTE Make sure that alternator mounting hardware is secure and that belts are OK before testing alternator. NOTE Batteries must be satisfactorily load tested and near full charge with more than 12.4 volts — no load voltage. 3-30. ALTERNATOR VOLTAGE OUTPUT TEST. Conduct this test at shop temperature (See Figure 3-9). Connect 1. Digital voltmeter from positive alternator terminal to alternator ground. Test 1. Start engine and make sure all vehicle electrical loads are turned off. Fast idle engine until voltage stabilizes (does not increase) for two minutes. 2. Check that alternator output voltage does not exceed 15.5 volts (31 volts for 24-volt system). Remove voltmeter. NEGATIVE CIRCUIT LOSS (25) CARBON PILE POSITIVE CIRCUIT LOSS (24) DP-1026 FIGURE3-8. AlternatorWiring Test - Typical 12-Volt System 3-31. ALTERNATOR AMPERAGE OUTPUT TEST. Conduct this test at shop temperature (See Figure3-10). Connect 1. Carbon pile across the vehicle batteries hooked in parallel. 2. Induction ammeter clamped around alternator output wire. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 20 NOTE If more than one wire is connected to the alternator output terminal, clamp around ALL these wires. Test NOTE In the following test, alternator should be turning at approximate rated speed. Most heavy duty alternators are rated at 5000 rpm. Check manufacturer’s specifications for specific alternator being tested. 1. If off, start engine and make sure all vehicle electrical loads are turned off. Speed up engine. Turn on and adjust carbon pile until ammeter reads its highest value. Record this reading. 2. Turn off carbon pile and engine. 3. If reading is zero (no output), magnetize the rotor with the alternator hooked up normally. Momentarily connect a jumper lead from the battery positive (+) to the alternator relay (R) or indicator (I) terminal. This procedure applies to both negative and positive ground systems and will restore the normal residual magnetism. 4. Repeat steps 1 and 2. If output is still zero, replace the alternator. 3-32. ALTERNATOR REPLACEMENT. Replace alternator if either of the following conditions exist: 1. Alternator output voltage exceeds 15.5 volts (paragraph 3-30). If alternator has separate regulator, use the appropriate regulator service bulletin to isolate the defect. 2. Alternator output current is not within 10% of alternator rated output (stamped on alternator case). Examples: 30-SI - 105 amps, 26-SI - 85 amps, and 21-SI - 100 amps. 3-33. COMPLETION OF ALL TESTS Make sure that all test instruments have been removed from the vehicle and that the vehicle wiring, if altered, has been returned to the operational state. DP-1028 CARBON PILE FIGURE 3-10. Amperage Output Test Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 21 As the diagnostic procedures in this manual become part of your routine preventative maintenance program, here are two key tips to remember: 1. Don’t jump to early conclusions. 2. Perform the diagnostic procedures in the exact order listed. These diagnostic procedures, if followed correctly, will enable you to diagnose issues and maintain heavy duty electrical systems so that they will perform well. However, the manual may not cover all the variables that you may encounter. If you need assistance, contact BorgWarner Technical Support at 800.372.0222 or email drts@borgwarner.com . S E C T I O N I V Summary Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 22 S E C T I O N V Appendix 5-1. Smart IMS or SIMS Diagnostic Steps The Smart Starter with integrated magnetic switch (IMS) relay and integrated over crank protection (IOCP) is designed to protect the vehicle system from multiple system-related failures. The Smart Starter will accomplish this by not allowing the starter system to function in detrimental conditions to the starter or electrical system. To troubleshoot, you must first verify that the vehicle is equipped with the Smart Starter SIMS relay and integrated OCP. The SIMS relay is programmed to protect the vehicle from these failure modes: • Starter engagement monitor/auto start retry – click no crank or prolong power • Running engine lockout – engagement into running engine • System low/high voltage lockout – over crank and pinion chatter • Time limited crank – over crank • Auto disengage at engine start – extended overrun • Integrated OCP thermal cutout switch – heat damage from extended crank VISUAL DIFFERENCES STANDARD IMS RELAY SIMS RELAY When troubleshooting a vehicle system equipped with SIMS/IOCP, voltage and temperature are critical during diagnosis: ENGAGEMENT MONITOR/AUTO RETRY – 12-VOLT SYSTEM: The system will attempt to engage the pinion three times in less than one second. After three failed attempts, cycle the engine ignition off/on before making another crank attempt. LOW VOLTAGE LOCKOUT – 12-VOLT SYSTEM: Start attempts are not allowed if open circuit voltage is less than 12 volts (equal to 25% of the battery’s state of charge). Check system voltage and charge batteries if this condition is present before removing starter. HIGH VOLTAGE LOCKOUT – 12-VOLT SYSTEM: If starter sees system voltage of greater than 14 volts, the SIMS/ IOCP will lock out, preventing the start attempt. This protects against high voltage jumpstarts (starter will be locked out if attempting jumpstarts above 14 volts). INTEGRATED OVER CRANK PROTECTION – 12-VOLT SYSTEM: If the starter is continuously cranked and reaches an internal temperature greater than 150˚C, the OCP switch will open and abort the start attempt. This allows the starter to cool down and the OCP to close so that the crank cycle can be performed. Allow the starter to cool before removing from the vehicle. Note: When troubleshooting the starting system, verify that there is suitable voltage at the “S” terminal before removing the starter. The SIMS unit may be protecting the starting system if voltages are either high or low, or if over-cranking occurs and the OCP switch opens due to high temperatures. CAUTION LABEL Caution label to be placed on can of SIMS unit CAUTION – SMART STARTER! SMART IMSWITH IOCP EQUIPPED (INTEGRATED OVER CRANK) PREVENTS CRANKING UNDER LOW/HIGH VOLTAGE AND HIGH TEMPERATURE CONDITIONS Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 23 5-2. OVERCRANK PROTECTION (OCP) CIRCUIT CHECK To check the thermostat in the OCP circuit for continuity, detach wiring harness connector and connect an ohmmeter to the two thermostat terminals on the starter. The ohmmeter should read zero. If not, thermostat is open circuit and the starter should be replaced prior to proceeding with other tests in this booklet. DO NOT check thermostat when hot since it is supposed to be open circuit above certain temperatures. 5-3. MULTI-BATTERY CHARGING WITH SERIES AND PARALLEL CHARGERS These procedures assist in providing charged batteries for future service. However, “boost” charging or “fast” charging is not covered. Below are basic guidelines for charging groups of batteries and supplements information contained in the Delco Service Bulletins, 1B-115 and 1B-116. The two types of battery chargers in use today for charging a group of batteries are: • Current-limiting (often called Constant – Current or Series Chargers) • Voltage-limiting (often called Constant – Voltage or Parallel Chargers) With current-limiting, the batteries are connected so that each battery receives the same amount of charging current. (See Fig. 1 for typical hook-up.) With voltage-limiting, the batteries are connected so that the charging current is divided and each battery receives only the charging current it can accept at the charger’s voltage. (See Fig. 2 for typical hook-up.) Because of these differences, the charging procedures also differ. No matter which type of charger is used, differences exist among batteries: age, capacity, size, state of charge, and type. These differences mean that time and attention must be given to batteries during the group-charging process. CHARGER A V V V V TEST VOLTMETER DP-1030 A CHARGER AMMETER FIGURE 1. A V V TEST VOLTMETER DP-1031 A CHARGER AMMETER FIGURE 2. Connect to same ground point as standard circuit (may be through relay or fuel pressure switch) Thermostat Leads (2) Motor Thermostat Connections DP-1029 DELCO REMY STARTERSWITH OVERCRANK PROTECTION Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 24 To prevent undercharging or overcharging and battery damage on the charging rack, the following procedures are recommended: NOTE The following recommendations are for batteries with electrolyte and plates at room temperatures of 55˚ to 85˚F (13˚ to 30˚C). Extremely cold batteries accept very little charging current and will not conform to the suggested procedures. 5-4. GROUP CHARGING ON CURRENT-LIMITING OR SERIES CHARGERS 1. Visually inspect all batteries for cracked covers or cases; replace obviously damaged batteries. a. Filler-cap batteries: Check with hydrometer. If reading is 1.230 or more, test as outlined in Delco Service Bulletin 1B-115. If reading is below 1.230, proceed with charging procedure. If fluid level is low, add water to bring level sufficiently high for hydrometer readings, (but not to the split ring), then proceed with charging. After charging, add water just to split ring. b. Freedom batteries: Check built-in hydrometer; if clear or yellow, replace the battery. If hydrometer has a green dot, do not charge, but test as outlined in Delco Service Bulletin 1B- 116. If hydrometer is dark, proceed with charging procedure. 2. Connect batteries to charger as shown in Figure 1. Do not exceed the charger’s voltage capabilities by connecting too many batteries. Make sure all connections are clean and tight. Set charging rate within 5-10 ampere range and maintain this charging rate throughout the charging procedure. 3. After two or three hours of charging, check batteries as follows: a. Filler-cap batteries: Take hydrometer readings at hourly intervals. Correct readings to 80˚F (27˚C). Remove any battery from charge when there is no increase in specific gravity after three successive hourly readings. Any battery that becomes hot (125˚F, 52˚C) or violently gasses, should be removed from the charger for testing. Readjust control to maintain the same charging rate after the batteries are removed. b. Freedom batteries: Check for green dot indication. Shake or tilt batteries at hourly intervals to see if green dot will stay visible. Also check terminal voltage of each battery with test voltmeter connected, as shown in Figure 1. While on charge, if voltage across the battery is 16.0 volts or more, or if the green dot appears, remove battery from charger. Any battery that becomes hot (125˚F, 52˚C), as determined by touching and feeling the case, or any battery that violently gasses, should be removed from the charger for testing. Readjust control to maintain the same charging rate on remaining batteries as charged batteries are removed. 4. After charging, all batteries should be tested as described in the testing procedure in Delco Service Bulletins 1B-115 and 1B-116 to make sure batteries are usable. 5-5. GROUP CHARGING ON VOLTAGE-LIMITING OR PARALLEL CHARGERS 1. Visually inspect all batteries for cracked covers or cases; replace obviously damagedbatteries. a. Filler-cap batteries: Check with hydrometer; if reading is 1.230 or more, test as outlined in Delco Service Bulletin 1B-115. If reading is below 1.230, proceed with charging procedure. If fluid level is low, add water to bring level sufficiently high for hydrometer readings, but not to split ring, then proceed with charging. After charging, add water to split ring. b. Freedom batteries: Check built-in hydrometer; if clear or yellow, replace battery. If hydrometer has a green dot, do not charge, but test as outlined in Service Bulletin 1B-116. If hydrometer is dark, proceed with charging procedure. 2. Connect batteries and test voltmeter to charger as shown in Figure 2. Make sure that all connections are clean and tight. Set charging voltage setting to a setting that does not exceed 16.0 volts. The charger may not be able to reach this voltage initially, but as batteries become charged and accept less current, the voltage will rise. The ammeter of the charger is indicating the total current flow to the connected batteries. This current divides into the various batteries. It is not a measure of each battery’s current acceptance. Do not exceed the charger’s capabilities by connecting too many batteries. Follow the charger manufacturer’s directions. 3. After two or three hours, check batteries at hourly intervals as follows: a. Filler-cap batteries: Take hydrometer readings at hourly intervals. Correct readings to 80˚F (27˚C). Remove any battery from the charge when there is no increase in specific gravity after three successive hourly readings. Any battery that becomes hot (125˚F, 52˚C) or violently gasses should be removed from the charger and tested. In the event that a hot battery is removed, most of the charging current was going to that battery and it will be necessary to continue charging the remaining batteries since they received very little charging current. b. Freedom batteries: Check for green dot indication. Remove from charger when green dot stays visible. Any battery that becomes hot (125˚F, 52˚c), as determined by touching and feeling the case, or violently gasses, should be removed from the charger and tested. In the event that a hot battery is removed, most of the charging current was going to that battery and it will be necessary to continue charging the remaining batteries, since they received very little charging current. Readjust control to keep voltage below 16.0 volts, if necessary, as batteries are removed. 4. After charging, all batteries should be tested as described in the testing procedure in Delco Service Bulletins 1B-115 and 1B-116 to make sure batteries are usable. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 delcoremy.com Page 25 5-6. HEAVY DUTY DIAGNOSTIC PROCEDURES DATA Section 3-7 BATTERY CABLE TEST W/500 AMP LOAD (FROM FIGURE 3-3) Section 3-15 and 3-16 STARTER SOLENOID CIRCUIT TEST W/100 AMP LOAD (FROM FIGURE 3-6) Section 3-27 ALTERNATOR WIRING LOSS AMP LOAD = ALTERNATOR RATED OUTPUT (FROM FIGURE 3-8) (AMP LOAD AND MAXIMUM VOLTAGE LOSSES SHOWN ARE FOR 12-VOLT SYSTEMS.) Delco Remy is a registered trademark of General Motors Corporation licensed to BorgWarner PDS (Anderson) L.L.C. POSITIVE CABLE LOSS _______________________________ NEGATIVE CABLE LOSS _______________________________ NEGATIVE CABLE LOSS _______________________________ V4 V5 (MAX. 0.500 V) FIRST WIRE LOSS ______________________ SECOND WIRE LOSS ______________________ MAG SWITCH LOSS ______________________ TOTAL SOLENOID CIRCUIT LOSS ______________________ V4 V10 V11 (MAX. 1.00 V) POSITIVE CIRCUIT LOSS _______________________________ NEGATIVE CIRCUIT LOSS _______________________________ ALTERNATOR CIRCUIT LOSS _______________________________ V24 V25 (MAX. 0.500 V) + + + + + + = Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 03DelcoRemy Diagnostic Manual130004222020 Page 26 NOTES __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________ 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03Delco Remy Diagnostic Procedures Manual Tech Tip1300042420 TECH Tips CATA LOG NUMBER 03 www.midwestwheel.com Order NLINE ™ www.midwestwheel.com Order NLINE ™ MIDWESTWHEEL.COM IOWA MISSOURI DES MOINES 1436 E. Ovid Ave. office 515.265.1491 fax 515.265.4120 parts fax 800.314.4329 parts 800.888.0248 CEDAR RAPIDS 200 50th Ave. S.W. main 319.365.4453 fax 319.365.6327 parts fax 877.706.6085 parts 800.332.5435 DAVENPORT 8502 Northwest Blvd. main 563.322.2671 fax 563.322.5940 parts 800.553.1886 SIOUX CITY 1819 4th St. main 712.252.7969 fax 712.252.6149 parts 800.943.3534 CLEAR LAKE 840 Hwy. 18 W. main 641.357.7101 fax 641.357.8190 parts fax 800.548.9674 parts 800.397.5630 KANSAS CITY 5801 E. Front St. main 816.471.1552 fax 816.471.0813 parts 800.821.7402 TRUCK PARTS SUPER STORE TM For Starters and Alternators SCAN HERE FOR MANUAL: Diagnosis C harts Overcharge Sy mptoms Undercharge Sy mptoms Milled Pinion Sy mptoms T esting Testing Freedom B atteries Testing Conventional B atteries Test Pr ocedure Battery Cable Test with Single-Battery L ocation Battery Cable Test with Dual-Battery L ocations Starter Solenoid Circuit Test Magnetic Switch Circuit Test Starter Replacement Determination Alternator Wiring Test Alternator Replacement Determination DIAGNOSTIC PROCEDURES MANUAL April 22, 2020 (03Delco Remy Diagnostic Procedures Manual Tech Tip) Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

03Delco Remy Measuring Current Draw of a Bus Tech Tip1300100 MEASURING CURRENT DRAW OF A BUS TECH Tips CATALOG NUMBER 03 www.midwestwheel.com Order NLINE ™ www.midwestwheel.com Order NLINE ™ Oftentimes, school buses are outfitted with air conditioning units, wheelchair lifts and many other accessories after they are sold to the school district. Eventually, these buses start experiencing battery issues because the originally installed alternator doesn’t provide enough output to handle the new electrical demands. If the alternator is not upgraded, this will result in constant discharging of the batteries, premature alternator failure, and starting issues due to low voltage. Checking Sufficiency of Alternator Output Measuring the current draw for the bus is the best way to ensure the alternator has sufficient output for all of the vehicle’s electrical demands. This will help you determine if you have the correct alternator for your application. 1. Fully charge the batteries before beginning. Partially charged batteries will result in inaccurate readings. 2. Attach a clamp-on ammeter around negative battery cables. 3. With the ignition key on and engine off, turn on all accessories, including the heater, defroster blower fan, lights, wipers, radio, video monitor system, stop flashers and warning lights. 4. With the clamp still in place, take and record a reading. Then turn off all the accessories and leave the ammeter in place. 5. Record the amperage draw of the special needs lift if the bus has one. With the key on and engine off, place a load on the lift and raise it. Take a reading and record it. 6. Measure the amperage for all accessories that automatically turn on when the engine is started. Record a reading with the engine on, and at high RPM with the accessories off. 7. Calculate the recommended alternator amperage rating by adding all the readings together and then multiplying that total by 1.2. As a rule of thumb, the total vehicle amperage demands should be 20 to 30 percent under your alternator’s rated output. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

03Delco Remy Training and Starter Motor Mounting TechTip1300 CATALOG NUMBER 03 www.midwestwheel.com Order NLINE ™ www.midwestwheel.com Order NLINE ™ CONNECT Online Technician Training Program Our overview course gives you the knowledge required to perform safe, consistent and efficient troubleshooting for 12 volt starting and charging systems. The course was developed by one of our industry-leading experts in electrical systems, and is comprised of four individual lessons: ■ Electrical System Review (20 minutes) ■ Troubleshooting Process and Your Tools (15 minutes) ■ Solving the Real Charging System Problem (25 minutes) ■ Solving the Real Starting System Problem (35 minutes) This in-depth course is a must for any technician working with starting and charging systems. We believe it’s such an important industry tool that we’ve made it available free of charge. It provides tips and techniques critical to troubleshooting the electrical system in a heavy duty vehicle. Because the course is online, you can take it at work or from home—wherever you have Internet access. Plus, it can be completed at a pace that works for you. It automatically saves your progress—even if you’re in the middle of a course—so you can come back to it at any point. It is ideal for technicians as well as techs-in-training. Participants who score a 70% or higher will receive a certificate indicating they achieved mastery level. O ur heavy duty truck training is sought by fleets from all over the country. Now we’ve made it even easier to access it via our online training program. ONLINE TRAINING Interactive features to engage users Work at your own pace Printable certificate of completion To register for the online training, visit www.delcoremy.com/Spec-it-Right/Technician-Training. Tests and questions to assess understanding Audio/ no audio option for individual preference CONNECT Online Technician Training Program Our overview course gives you the knowledge required to perform safe, consistent and efficient troubleshooting for 12 volt starting and charging systems. The course was developed by one of our industry-leading experts in electrical systems, and is comprised of four individual lessons: ■ Electrical System Review (20 minutes) ■ Troubleshooting Process and Your Tools (15 minutes) ■ Solving the Real Charging System Problem (25 i utes) ■ Solving the Real Starting System Problem (35 minutes) This in-depth course is a must for any technician worki g with starting and charging systems. We believe it’s such an important industry tool that we’ve made it available free of charge. It provides tips and techniques critical to troubleshooting the electrical system in a heavy duty vehicle. Because the course is online, you can take it at work or from home—wherever you have Internet access. Plus, it can be completed at a pace that works for you. It automatically saves your progress—even if you’re in the middle of a course—so you can come back to it at any point. It is ideal for technicians as well as t chs-in-tr i ing. Participants who score a 70% or higher will receive a certificate indicating they achieved mastery level. O ur heavy duty truck training is sought by fleets from all over the country. Now we’ve made it even easier to access it via our online training program. ONLINE TRAINING Interactive features to engage users Work at your own pace Printable certificate of completion To register for the online training, visit www.delcoremy.com/Spec-it-Right/Technician-Training. Tests and questions to assess understanding Audio/ no audio option for individual preference Online Tech ician Training Program Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

03Diagnosing Starter Cranking Problems Tech Tip130006272016 MIDWESTWHEEL.COM IOWA MISSOURI DES MOINES 1436 E. Ovid Ave. office 515.265.1491 fax 515.265.4120 parts fax 800.314.4329 parts 800.888.0248 CEDAR RAPIDS 200 50th Ave. S.W. main 319.365.4453 fax 319.365.6327 parts fax 877.706.6085 parts 800.332.5435 DAVENPORT 8502 Northwest Blvd. main 563.322.2671 fax 563.322.5940 parts 800.553.1886 SIOUX CITY 1819 4th St. main 712.252.7969 fax 712.252.6149 parts 800.943.3534 CLEAR LAKE 840 Hwy. 18 W. main 641.357.7101 fax 641.357.8190 parts fax 800.548.9674 parts 800.397.5630 KANSAS CITY 5801 E. Front St. main 816.471.1552 fax 816.471.0813 parts 800.821.7402 TRUCK PARTS SUPER STORE TM While cranking problems can be frustrating, identifying and correcting the root cause does not have to be. The first step is to identify the symptoms. In a cranking system, you can divide your symptoms into one of three possible troubleshooting categories: • • Slow Crank: The starter will crank, however, the engine RPM is slow to start the vehicle. • • Click No-Crank: The solenoid clicks but the starter doesn’t crank. • • No-Click No-Crank: The solenoid doesn’t click and the starter doesn’t crank. Once you’ve identified which problem you’re dealing with, then you can start to remedy it. For all issues, the initial troubleshooting is the same: you start with the batteries. STEP 1 - Begin at the batteries: Charge the batteries and perform battery load test on the battery bank. If the load test fails, then individually test each battery and replace any faulty ones. STEP 2 - Perform a voltage drop test: Once batteries pass muster, then perform a voltage drop test on the starter main cables. The starter voltage drop should be less than .5V drop total on cranking circuit. This is an important step and is often the cause of a slow cranking complaint. Yet, voltage drop also is a leading cause of click or no- click complaints because almost every vehicle manufacturer uses the heavy positive post, located on the starter solenoid, as a place to pick up the current used to supply the control circuit. STEP 3 - Identify the specific issue: Until now, the diagnostic path has remained the same regardless of the complaint. Now is where you address the specific issue. • • Slow Cranking: For the starter to be cranking, the control circuit would have to be working. So, if battery and cable checks are within specification and the vehicle still cranks slowly, then it’s a slow cranking problem and it’s time to replace the starter. • • Click No-Crank: Check the control circuit. If the starter does not contain an Integrated Magnetic Switch, or IMS, then a voltage drop test will need to be performed on the vehicle control circuit. If the starter does have an IMS switch function, then the technician will have to verify that the vehicle’s control circuit is providing voltage to the starter IMS. • • No-Click No-Crank: When this occurs, power is not being sent to the solenoid, making it very unlikely that the issue is related to the starter motor. Diagnosing Starter Cranking Problems May 24, 2016 (03Diagnosing Starter Cranking Problems Tech Tip) TECH Tips CATALOG NUMBER 03 www.midwestwheel.com NLINE www.midwestwheel.com Order NLINE ™ Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

06Tectran DOT Push Lock Composite Tube Fittings and Nylon Tu CATALOG NUMBER 06 www.midwestwheel.com NLINE www.midwestwheel.com Order NLINE ™ D.O.T. Push-Lock Composite Tube Fittings - For Nylon Tubing Union Connector P/N Tube Size TC QL1362-2 1/8" TC QL1362-25 5/32" TC QL1362-4 1/4" TC QL1362-6 3/8" TC QL1362-8 1/2" TC QL1362-10 5/8" TC QL1362-12 3/4" Union Tee P/N Tube Size TC QL1364-2 1/8" TC QL1364-4 1/4" TC QL1364-6 3/8" TC QL1364-8 1/2" Union Elbow P/N Tube Size TC QL1365-4 1/4" TC QL1365-6 3/8" TC QL1365-8 1/2" Y Union P/N Tube OD A Tube OD B TC QL1363444 1/4" 1/4" TC QL1363446 1/4" 3/8" TC QL1363666 3/8" 3/8" Mounting Hole Dimensions: ID- 4.2 millimeters, OD- 8 millimeters NEW! Bulkhead Union P/N Tube Size TC QL1377-4 1/4" TC QL1377-6 3/8" TC QL1377-8 1/2" Female Connector P/N Tube Size Thread Size TC QL1366-4A 1/4" 1/8" TC QL1366-4B 1/4" 1/4" TC QL1366-6B 3/8" 1/4" TC QL1366-6C 3/8" 3/8" A A B Fittings continued on back... Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

03Start All Jump Packs130003232021 CATALOG NUMBER 03 www.midwestwheel.com NLINE www.midwestwheel.com Order NLINE ™ SPECIFICATIONS Featuring Protect∙All ™ Safety Protection: Reverse polarity, low voltage protection, short circuit, overheat protection, over discharge protection Engine Jump-starts engines up to 16L diesel Battery Type High-output premium lithium ion Capacity 236.8 Watt-hours (236,800mWh) Amps 10,000 Amps (<200 ms) Lifetime Performance Up to 5000 starts Storage Temperature 40° F to 75° F; 4° C to 24° C Unit Dimensions: 10.93”(L) x 4.33”(W) x 10.78”(H) Unit Weight: 11.1 lbs. (5.04 kg) With case: 17 lbs. (7.71 kg) Product improvement is a continuing goal. Design and specifications are subject to change without notice or obligation. Instantly Jump Start Your Class 8 Commercial Vehicles P/N GA JP-12-10000T Delivering maximum START-ABILITY with more battery capacity and initial starting power! Built to last, the 10,000A, 1332005S joules, 12V Start-All Jump-Pack ® starts the toughest Class 8 engines on demand. The Start-All Jump-Pack ® is equipped with proprietary technology, which provides an instantaneous energy transfer to the battery the moment the cables are properly connected, which maximizes jump-starter performance. The Start-All Jump-Pack ® provides reliable power to get you back on the road, quickly and safely. Easily jump start a dead semi-truck, charge phones, digital cameras, tablets, laptops, and portable gaming devices with multiple power ports! FEATURES • • Instantly starts Class 8/Class CE gasoline and diesel engines for trucks, semis, buses, construction and agriculture equipment • • Power ports include: (2) DC auxiliary power ports (2) 2.1A USB ports (1) 12V output port • • Large metal clamp with 1/0 gauge jumper cables • • Solid-state technology control provides longer durability and eliminates wear points • • 500 lumen LED flashlight with SOS and strobe emergency functions Includes jump starter with jumper cables plus 18V 100-240 VAC wall charger, safety strap, 3-in-1 mobile adapter, and carrying case. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

07Stemco Trifecta Pre-Adjusted Hub Assembly130004202021 RAISING THE STANDARD FOR WORLD-CLASS WHEEL ENDS STEMCO’s Trifecta™ Pre-Adjusted Hub Assembly combines premiere STEMCO wheel end technologies with the trusted Webb ® hub in a single, pre-adjusted assembly, ensuring a faster and more secure installation. Trifecta eliminates the need to purchase, install and adjust separate wheel end components and fasteners while guaranteeing reliability. CATALOG NUMBER 07 www.midwestwheel.com NLINE www.midwestwheel.com Order NLINE ™ Safety Provides quick, easy installation with a simple torque-down procedure and no bearing adjustment. Includes Zip-Torq ® axle fastener featuring a unitized design with no additional clips, keepers, snap rings or screws, increasing simplicity for technicians. Performance Trifecta includes the Discover ® XR, a high- performance seal with patent-pending GlideLock ™ technology which essentially eliminates installation issues by reducing installation force by 50% with no prelube required — an industry first. Discover XR and the Defender ESP ™ hub cap combine to set a new standard for contamination exclusion and raise the bar for long-life wheel end systems. Confidence Features industry-standard components manufactured by STEMCO & Webb Wheel. Backed by STEMCO support nationwide, including on-site training and certification, TMC-approved procedures and a 5-year/500,000 mile parts and labor OEM warranty. ASSEMBLY PART NO. DESCRIPTION MIN/MULT ST 453-0136 FF 5.44" DFlat, 14.6 K, 2.74" Wheel Stud, Iron Hub, w/ ABS 1 ST 453-0236 FF 5.44" DFlat, 14.6 K, 3.19" Wheel Stud, Iron Hub, w/ ABS 1 ST 453-0137 FF 5.44" Tang, 14.6 K, 2.74" Wheel Stud, Iron Hub, w/ ABS 1 ST 453-0237 FF 5.44" Tang, 14.6 K, 3.19" Wheel Stud, Iron Hub, w/ ABS 1 ST 453-0173 R, 40 K, 3.15" Wheel Stud, Iron Long Hub, w/ ABS 1 ST 453-0273 R, 40 K, 4.06" Wheel Stud, Iron Long Hub, w/ ABS 1 NOTE: Initial part numbers available for truck applications only and are approved for oil bath applications only. Failure to run Trifecta wheel end systems with oil will result in loss of warranty. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

04Stemco Zip Torq130003232021 an EnPro Industries company Making the Roadways Safer ® THE NEW STANDARD IN AXLE FASTENERS Zip-Torq ® is the latest STEMCO innovation designed to make the roadways safer. With its robust single piece design, Zip-Torq takes the guess work out of bearing adjustment. Simplified & Fully Unitized Design Single piece design allows installation without special tooling. No clips, keepers, snap rings, or screws to install. Prevents Back Off Integrated locking mechanism prevents back off. Secure Adjustment, Easy Removal Cannot rotate nut by hand after wheel-end adjustment is complete. After locking mechanism disengages you can remove by hand. Consistent Endplay 2-1-1 adjustment provides consistent endplay measurement between .001” – .002” to meet TMC recommendations (.001” – .005”). Highly Compatible Zip-Torq is compatible with most automated installation equipment, so there’s no need to purchase new equipment. Extend Your Warranty Zip-Torq is offered with STEMCO PPS+ programs, so you can still package your wheel end products to get the best warranty in the industry. Install With Confidence STEMCO offers installation videos and manuals online – available in the STEMCO app and on the website. CATALOG NUMBER 04 www.midwestwheel.com Order NLINE ™ www.midwestwheel.com Order NLINE ™ Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

07Webb Composite Brake Drum130004202021 WEBB COMPOSITE DRUM INTERCHANGE Webb Composite Weight Brake Size Pilot Diameter Webb Standard Stemco Meritor WW 95548B 64 15 x 4 8.78 65548B 90089BK 53-123512-002 WW 95710B* 75 16.5 x 5 8.78 65710B 600001 53-123816-002 WW 95151B* * 76 16.5 x 5 8.78 65151B 90600B 53-123815-002 WW 96875B 89 16.5 x 7 9.00 66875F 88797B 53-123566-002 WW 96893B 89 16.5 x 7 8.53 66893B 87101B 53-123564-002 WW 96864B 89 16.5 x 7 8.78 66864B 89996B 53-123537-002 WW 96800B 93 16.5 x 8 8.78 66800B 91792B 53-123535-002 WW 96854B 100 16.5 x 8.62 8.78 66854B 600026 53-123544-002 CATALOG NUMBER 07 www.midwestwheel.com NLINE www.midwestwheel.com Order NLINE ™ New light-weight Webb Composite Brake Drum Every pound you lose is another pound of Payload ▪ 15%+ weight savings compared to standard cast drums ▪ Lighter, stronger design features one-piece outer shell with a fused cast iron brake liner ▪ Exceeds FMVSS-121 dynamometer specifications ▪ Designed, cast, and machined for optimal balance and performance ▪ Backed by nationwide warranty and the best product support in the business Lightweight composite drum provides significant weight savings compared to standard cast drums Evenly distributed high-strength, cast iron brake liner delivers superior brake performance *Designed for 5.06" hub offset **Designed for 5.44" hub offset Any reference to OEM name or OEM part numbers is for identification only. $5 Cash Back for each qualifying Webb Steel Shell brake drum. For details scan QR code or go to: www.webbwheel.com/rebate/ Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

08Air Brake System Cold Weather Operation Tips130012202018 TECH Tips Air Brake System - Cold Weather Operation Tips As the cold weather approaches, operators and fleets alike begin to look to their vehicles with an eye toward winterization, and particularly what can be done to guard against air system freeze-up. Here are some basic tips for operation in the cold weather. Engine Idling Avoid idling the engine for long periods of time. In addition to the fact that most engine manufacturers warn that long idle times are detrimental to engine life, winter idling is a big factor in compressor discharge line freeze-up. Discharge line freeze-ups account for a significant number of compressor failures each year. The discharge line recommendations shown under “Discharge Lines” are important for all vehicles, but are especially so when some periods of extended engine idling can not be avoided. Discharge Lines The discharge line should slope downward from the compressor discharge port without forming water traps, kinks, or restrictions. Cross-overs from one side of the frame rail to the other, if required, should occur as close as possible to the compressor. Dryer Inlet Temperature The dryer inlet air temperature should typically be within the range of no more than 160°F and no less than 45°F above low ambient (surrounding) temperature to prevent freeze-ups. (For example, if low ambient is minus 40°F, the dryer inlet must be above 5°F.) Lower dryer inlet temperatures should be avoided to minimize the risk of freeze-up upstream of the air dryer. Higher temperatures should also be avoided to minimize the risk of heat damage to the air dryer seals and to avoid a loss of drying performance. Compressor Line Size The line size and length is established by the vehicle manufacturer and should not be altered without the vehicle manufacturers approval. As a reference, the line length from the compressor to the air dryer should be less than 16 feet and the minimum line sizes should be as follows: Minimum Length Minimum I.D. Application 6 ft. 1/2 in. Low Compressor Duty Cycle Applications (0-20%) 10 ft. 5/8 in. High Compressor Duty Cycle Applications (20-40%) Line Insulation To guard against freeze-ups in low duty cycle applications, the discharge line can be insulated if it is greater than 9 feet in length. The line can only be insulated back to 9 feet and a maximum of 3 feet. For example, if the line is 10 feet in length, insulate the fitting and the last one foot of the line. If the line is 15 feet, insulate the fitting and the last 3 feet of the line. CATALOG NUMBER 08 www.midwestwheel.com Order NLINE ™ www.midwestwheel.com Order NLINE ™ Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

08Brake Inspections Tech Tip130007032019 TECH Tips CATALOG NUMBER 08 www.midwestwheel.com Order NLINE ™ www.midwestwheel.com Order NLINE ™ Bad brakes: Why regular brake inspections are vital to reducing downtime, roadside violations www.truckpartsandservice.com By Tom Quimby Read any good drums lately? Brake drums help tell the critical story of overall brake performance, which is important since an overwhelming portion of violations — 45 percent during last year’s Commercial Vehicle Safety Alliance (CVSA) Inspection Blitz — were owed to bad brakes. In the age of ‘hurry up and get it done’ simply replacing a brake drum and shoes is not an effective way to maximize brake life, safety and productivity. Nor is it the best way to avoid costly violations and irate drivers. “This is the second time they’ve done this to me,” said a driver recently to a Florida Highway Patrol trooper who grounded his truck for bad brakes. The ‘they’ in this case would be the fleet that failed to ensure that the driver’s trailer had sound brakes before hitting the road. But the driver also shares responsibility since the trailer should pass his own inspection prior to hauling. The grounded truck and its driver sat and waited at an inspection station along Interstate 10 for a tech to show up to fix the brakes. Both were still there when the trooper’s shift ended, and with a load that was going nowhere fast. Avoiding violations not only comes from keeping brakes in adjustment it also comes from taking a close look at brake drums, which can reveal how the overall system is performing. Tossing out a drum without closely inspecting it for wear patterns and damage may mean missing vital clues that can point to issues with hardware, shoes and the smallest of road hazards like dirt and sand. “Any irregular wear patterns should be investigated, such as tapered wear across the braking surface or significant grooving beyond the specific drum’s maximum wear diameter,” says Johnathon Capps, vice-president of engineering, Webb Wheel Products. “Causes for this include worn braking hardware (such as the rollers and bushings), dirt and debris infiltration across the braking surface, and inadequate friction material.” Accuride’s director of wheel end product engineering, Greg Sturdy, says on average fleets are not conducting enough brake drum inspections. For guidance, Sturdy points to the following recommended practices from the American Trucking Associations’ Technology & Maintenance Council (TMC): TMC RP608 on Brake Drums and Rotors; RP627 Brake Lining Structural Defects; and RP 629 Brake Lining Contamination. “Even wear is critical,” Sturdy says. “If there is any sign of uneven wear or heat discoloration this indicates the system is not running true to the axis of rotation and causing runout. Such runout will cause the brake components to unevenly heat and cool and cause accelerated wear along with crack formation potential.” Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 08Brake Inspections Tech Tip130007032019 Sturdy adds that grooving can also be caused by aggressive linings, improper brake setup and improper burnishing. Since brakes are only as good as their hardware be sure to take a close look when the drum is removed. “Look for damage to components, cracks loose or missing fasteners, corrosion, etc.,” Capps says. “Refer to the manufacturer’s maintenance manuals for specific dimensional inspection points. Also refer to the manual to determine where to lubricate and where not to lubricate.” Excessive lubrication can make its way to the drum’s braking surface and shoes, get in the way of effective braking and lead to premature wear, adds Kevin Pfost, coordinator of technical services, Bendix Spicer Foundation Brake (BSFB). Pfost says that while grooving can be caused by foreign material like sand and dirt entering the drum it also may be the result of excessively hard brake shoes. Picking high-quality shoes to match the duty cycle can help avoid trouble down the road. “If the drum is wearing faster than expected, then there may be a friction couple incompatibility or that particular wheel end is doing more work than other wheel ends,” says Joseph Kay director of brake engineering, Meritor. Wear patterns like grooving, however, aren’t always indicative of a problem. “A groove on the outer edge of the drum is quite common as the drum is typically slightly larger in width than the shoe,” says Mike Hasinec, vice president of maintenance, Penske Truck Leasing. “Deep grooves throughout the drum surface typically indicate the brake lining has worn down to the rivets. Pitting can be an indication of debris getting in the drum — backing plates help prevent that. Some very small cracks inside the drum surface are normal. In rare cases, you may see the drum worn more towards the outside versus the inside. An alignment problem or even a bent or twisted brake spider can cause this.” The heat is on Since it takes plenty of friction to slow down an 80,000-lb. truck it’s not hard imagining how hot brakes can get and the impact that heat can have on drums. Gray iron is the standard material used in brake drum manufacturing. However, according to Kay, variance in composition can affect thermal characteristics of the drum. The lower the thermal properties, the higher the thermal stress to the drum. Costly elements like molybdenum combined with gray iron can help increase strength but the heat will always be present along with its effects which, if left unchecked, can result in drum failure. “The main function of a brake drum or rotor is to convert energy to achieve a vehicle deceleration,” Kay says. “The drum does this by converting the rubbing friction into thermal energy (heat) and then release the thermal energy to the atmosphere. The drum must have excellent material properties to manage the energy quickly and efficiently. “For example, an emergency stop with a fully-loaded commercial truck from 60 mph will happen under six seconds, therefore if the energy cannot convert quickly the result will be a longer stopping distance.” Obviously, no one wants a longer stopping distance, which is a vital reminder of the importance of choosing the right brake components and conducting routine and thorough inspections that include looking for signs of overheating. “The drum has to handle a lot of variation in temperature,” Hasinec says. “During braking the drum experiences expansion and contraction, which causes many of the smaller cracks you see on the inner drum surface. These smaller cracks are generated from the heat of the braking event and are normal. A lot of heat and a panic stop usually causes larger cracks that can actually be seen from the outer edge of the drum. This is a drum that you discard, as it is usually cracked all the way to the outer shell.” According to Pfost other factors also can lead to abnormal heat in the drum, such as a dragging brake and a duty cycle that’s too severe for the drum. Capps agrees. Heat cracks and drum discoloration are both signs of brake drum overheating. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA== 08Brake Inspections Tech Tip130007032019 “While cracks across the braking surface can be caused from improper installation, it is typically due to a thermal or mechanical overloading of the braking surface,” he says. “This can be due to various factors including: improper installation; inferior friction material; dragging brake, inadequate drum for the specific application; or parking brakes set while drum is overheated.” While mostly normal, there are times, according to Kay, when those small heat cracks may be signaling a problem. “With heat checks it’s okay to continue using the drum as they sometimes wear off over time or they do not grow,” Kay says. “It is important to note that heat checks would be expected to cover the drum 360 degrees and over the width of the shoe contact. This symptom indicates the shoe is in full contact when the brake is applied. “If the drum shows localized heat checking, for example in a certain section of the drum, then there may be a dimensional problem that is forcing contact in only one location,” he continues. “Sometimes the thermal stress will continue fatiguing the drum and larger cracks will develop. Once a larger crack forms then the drum must be replaced.” Beyond heat cracks look for drum discoloration as a sign of overheating. “If the brake surface has a blue color to it, this is typically a symptom of overheating,” Kay says. “Dragging brakes or simply over-using a brake can lead to excessive temperatures and as a result the drum turns blue from the oxidation.” Drum discoloration from heat damage may also result from martensite formation which leads to leopard spotting, Sturdy adds. Beating the drum about best practices Since it’s typically more time- and cost-effective to replace old drums with new ones, most shops have largely abandoned the process of turning drums. Penske, however, never took up the practice. “We have never turned drums and don’t see this as cost effective,” Hasinec says. “Turning drums creates additional down time for the vehicle. Turning drums has become somewhat rare and even finding a supplier that can do so can be a challenge. I believe most fleets have this same train of thought.” Pfost agrees. “The down time required to send a drum to be turned can be costly,” he says. “And if a drum is turned too far, it may still be in spec but by the time you wear out a new pair of shoes, it will no longer be in spec.” Sturdy says that the challenging aspects of drum turning have more shops opting for new drums over turning. “With the skills required to properly setup and align a brake drum on the pilot and mounting flange we are finding more shops are opting for replacement vs. turning,” he says. “Some sites that have consistent and proper maintenance programs we find them utilizing drums without having them turned, merely going from first lining to the second.” For those times when turning makes sense be sure to take the time to determine if the drum is a sound candidate. “Most manufacturers do not recommend resurfacing or turning a brake drum,” Capps says. “However, if turning is necessary, allow for at least .040 inches under the maximum diameter cast into the brake drum. For example, if the maximum diameter cast into the drum is 16.620 in., the maximum rebore limit should be 16.580 in.” When considering a drum for turning, be sure to select proper measurement points. “This should be measured at the worst location (any grooves or out of round for instance) to make sure sufficient material is there to remove,” Sturdy says. “Check the diameter of the braking surface at two points 90 degrees apart at the inner brake surface area and two on the outer brake surface to check for any roundness or taper issues. Checking in these four locations will help verify the drum diameter as well as any shape issues in the braking zone.” Brakes are only as good as their hardware, which means all related components also should be regularly inspected along with brake drums. Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

08Hendrickson Spider Brake Identification and Fontaine Cold TECH Tips CATALOG NUMBER 08 www.midwestwheel.com Order NLINE ™ www.midwestwheel.com Order NLINE ™ Hendrickson 12.25" Brake Identification Key Identification Tips: The Hendrickson HXS 12.25" x 7.00" brake design is very similar to the 4692FC2 . It is important to use the 4692HEN shoe with the Hendrickson Spider. Spider: Look for the near the camshaft end of the spider on the outside face Spider ID Bosses: Look for these key features Hole located under anchor pins to assist in ABS installation Offset coil pack on retaining spring Bosses for Dust Shield mount, 4 places – Likely not drilled Zerk Grease Fitting If you have the Hendrickson be sure to install the 4692HEN shoes for proper brake performance Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

08Meritor Brake TechTip130008062019 TECH Tips How About a Little More Brake and a Little Less Shake? Today’s RSD (Reduced Stopping Distance) compliant vehicle steer axles, with their increased size and torque, are more susceptible than prior vehicles to braking vibration issues due to assembled brake TIR (Total Indicator Reading). Three major factors contribute to assembled brake TIR; drum run-out, hub-to- drum mating surfaces/pilots and wheel bearing adjustment. You must check TIR on a brake drum in an assembled brake. Do not disassemble the wheel/tire assembly, brake drum from hub or any other components prior to initial TIR inspection. Disassembly will change the original position of the assembled components and may vary TIR readings/performance. If assembled TIR exceeds 0.015-inch (0.381 mm): • • Remove the drum and inspect the components. Damaged and corroded hub-to-drum mating surfaces/pilots are becoming a common cause of vibration complaints. • • Verify wheel bearing adjustment. Wheel bearing end play must be within the required 0.001”-0.005” or be properly preloaded with Dr. Preload or assemble brake TIR will be increased. Excessive end play can cause the drum braking surface to not be concentric to the bearings/spindle. If damaged is found, replace the necessary components, re-assemble and verify TIR is within specification IMPORTANT: For proper brake balance and performance: • • Verify that all brake drum diameters on an axle are within 0.025’ • • Verify all brake drums are under 0.080’ of wear, allowing for wear during current service interval • • Verify brake drums are all of equal original weight • • Verify that the original Brake drum weight is proper to dissipate the heat generated by this brake in the current application MIDWESTWHEEL.COM IOWA MISSOURI DES MOINES 1436 E. Ovid Ave. office 515.265.1491 fax 515.265.4120 parts fax 800.314.4329 parts 800.888.0248 CEDAR RAPIDS 200 50th Ave. S.W. main 319.365.4453 fax 319.365.6327 parts fax 877.706.6085 parts 800.332.5435 DAVENPORT 8502 Northwest Blvd. main 563.322.2671 fax 563.322.5940 parts 800.553.1886 SIOUX CITY 1819 E. 4th St. main 712.252.7969 fax 712.252.6149 parts 800.943.3534 CLEAR LAKE 840 Hwy. 18 W. main 641.357.7101 fax 641.357.8190 parts fax 800.548.9674 parts 800.397.5630 KANSAS CITY 5801 E. Front St. main 816.471.1552 fax 816.471.0813 parts 800.821.7402 TRUCK PARTS SUPER STORE TM August 6, 2019 (08Meritor Brake TechTip) CATALOG NUMBER 08 www.midwestwheel.com Order NLINE ™ www.midwestwheel.com Order NLINE ™ Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

10Bioguard Biocide130004212021 CATALOG NUMBER 10 www.midwestwheel.com Order NLINE ™ www.midwestwheel.com Order NLINE ™ BIOGUARD ™ ULS (BGDULS) FUEL BIOCIDE Microorganisms, like bacteria, yeast and mold are known as “bugs.” “Bugs” live in virtually all diesel fuel systems. Wherever there is moisture and fuel together there is a good environment for biological growth. The most common places for contamination include the fuel/water interface near tank bottoms, on storage tank walls, and in tank bottom sediment. Microorganisms live in the water found in all fuel systems and eat the fuel as a nutrient source. Sulfur provides some natural protection against bacteria growth. However, with the introduction of ULSD fuels, there is minimal natural protection to prevent biological growth in fuel systems. Left unchecked, “bugs” will corrode fuel systems and create slime & sludge that plug fuel filters and fuel lines. The result is increased maintenance costs and expensive down time. BioGuard ™ ULS is an EPA registered, fuel & water soluble, dual phase microbiocide that effectively kills bacteria, fungi & other microorganisms that grow in gasoline, diesel fuel, biodiesel blends and heating oil storage tanks. It also helps prevent fuel system contamination from new infections. » Kills bacteria (“bugs”), yeast, mold, and other microorganisms. » Kills bacteria in the fuel and water phase. » Works faster & more effectively (as little as 2-3 hours). » Prevents bio-contamination of fuel system. » Prevents bacteria caused filter plugging. » Prevents bacteria caused fuel line plugging. » Prevents and breaks up bacteria caused sludge and slime. » Prevents bacteria caused corrosion. » Prevents equipment down time. » Effective in gasoline, diesel, biodiesel blends, & heating oil. » Safe for use in on-road and off-road fuels. » Initial Treat Rate 1:2500, Maintenance Treat Rate 1:7400 16 oz bottle treats 460 gallons at initial treat rate and up to 920 gallons for maintenance dosage. P/N Description Case NA BGDULS2016OZ 16 oz. 12 NA BGDULS201GAL 1 Gallon 2 Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

10Krown Fleet New130004212021 RUST INHIBITOR KL73 RUST INHIBITOR / LUBRICANT • Dielectric strength 50kv, safe on all electrical • Remains active despite washing or road wash • Effective in high and low temperatures • Food grade approved throughout North America • Actively displaces moisture • Solvent-free Spray Tools Available! Aerosol CR KA71400-12 1 gal. CR KA74004-4 5 gal. CR KA74020 55 gal. CR KA74205 CATALOG NUMBER 10 www.midwestwheel.com NLINE www.midwestwheel.com Order NLINE ™ SALT ELIMINATOR CHLORIDE REMOVING DETERGENT • Easily rinses to a beading,waxy finish • Removes even heavy salt build up quickly and easily • Reduces surface rust • Can be used in any wash system • Designed for heavy duty applications • Contains no solvents, NPEs or VOCs ORDER NUMBER Aerosol CR KA1198-12 1 gal. CR KA1199-4 5 gal. CR KA1200 55 gal. CR KA1201 DILUTION RATIO Heavy Duty 3:1 Recommended 10:1 Light Duty 20:1 • Solvent-free • Food grade approved throughout North America • Extremely durable • Advanced surface modifying additive • Displaces moisture / protects against rust • Remains on surface, does not evaporate • Designed for extreme heat & heavy load • Environmentally-friendly ORDER NUMBER Aerosol CR KA63400-12 5 gal. CR KA63020 KLFSM CHAIN LUBRICANT ORDER NUMBER Aerosol CR KA51400-12 KP53 FAST-ACTING PENETRANT • Allows for repair and maintenance without concern of contamination • Safe for use with all metals and electrical systems • Fast, effective penetrating action greatly outperforms other food approved penetrants • Food grade approved throughout North America • Breaks through rusted and seized parts for easy teardown With Krown Products you will receive all of these benefits... » Fewer highway breakdowns » Downtime will be reduced » Longer life cycle for vehicles » Increased resale value Resulting in... A better looking, longer lasting, safer vehicle! Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

10Lucas Diesel Oil and Shell Valvoline Products130003042021 CATALOG NUMBER 10 www.midwestwheel.com NLINE www.midwestwheel.com Order NLINE ™ SAE 15W-40 Magnum CK-4 Diesel Oil LUC10287 1 Gallon (Case of 4) LUC10288 5 Gallon Pail (1 Pail) LUC10289 55 Gallon Drum (1 Drum) LUC10292 Per Gallon Tote (1 Tote) Lucas CK-4 is a premium Heavy Duty Motor Oil blended with high quality API Group II and Group Ill base oils and a cutting-edge additive package providing the robust performance required by modern diesel engines while assuring good fuel economy. KEY BENEFITS • • Longer engine life • • Extended oil changes • • Lower soot levels • • Less filter maintenance • • Less oxidation • • Lower oil consumption • • High temperature stability • • Exclusive Lucas formula • • Safely blends with other motor oils SAE 15W-40 Magnum CK-4 DIESEL OIL Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==

10Lucas Oil Pump Program130004212021 CATALOG NUMBER 10 www.midwestwheel.com NLINE www.midwestwheel.com Order NLINE ™ MIDWESTWHEEL.COM IOWA MISSOURI DES MOINES 1436 E. Ovid Ave. office 515.265.1491 fax 515.265.4120 parts fax 800.314.4329 parts 800.888.0248 CEDAR RAPIDS 200 50th Ave. S.W. main 319.365.4453 fax 319.365.6327 parts fax 877.706.6085 parts 800.332.5435 DAVENPORT 8502 Northwest Blvd. main 563.322.2671 fax 563.322.5940 parts 800.553.1886 SIOUX CITY 1819 4th St. main 712.252.7969 fax 712.252.6149 parts 800.943.3534 CLEAR LAKE 840 Hwy. 18 W. main 641.357.7101 fax 641.357.8190 parts fax 800.548.9674 parts 800.397.5630 TRUCK PARTS SUPER STORE TM KANSAS CITY 5801 E. Front St. main 816.471.1552 fax 816.471.0813 parts 800.821.7402 JOPLIN 2424 Stephens Blvd. main 417.717.6022 fax 417.782.7126 parts 866.318.9111 Lucas Oil’s Drum and Tote Free Pump Credit Policy Lucas Oil has instituted a policy regarding the purchasing and reimbursement of pumps for use on drums or totes containing Lucas Oil products. Purchase a pump from Midwest Wheel and you will be credited back the amount of the pump after purchasing the quantity of drums or totes listed below. Pump P/N Container Type Price Purchase Quantity Required for Credit LUC11000 Drum $1,363.75 20 LUC10982 Tote $1,812.50 6 Additional Information: • A pump can be used for the SKU solely that it was purchased for and not transferred to other drums or totes to qualify for the credit • Pump must be purchased with the first drum(s) or tote(s) • Credit will be sent after payment is received on purchase order showing quantity requirement is met • Pumps are high quality including a meter and reel November 30, 2020 (10Lucas Oil Pump Program) Made with FlippingBook RkJQdWJsaXNoZXIy MTEyNjY3NA==