Automotive Mechanics

Level-II
Based on March 2022, Curriculum Version 1

Module Title: - Perform Minor Engine Electrical Systems Service

Module code: EIS AUM2 M04 0322
Nominal duration: 70 Hour

Prepared by: Ministry of Labor and Skill

September, 2022
Addis Ababa, Ethiopia

Table of Contents

Acknowledgment ............................................................................................................................................3
 Acronym .........................................................................................................................................................4
Introduction to module...................................................................................................................................5
Unit one: Prepare to test engine electrical systems identifying scope of the work .......................................6
1.1 Overview of basic electricity/electronics Standardization ..................................................................7
1.1.1 Fundamentals of Electricity..........................................................................................................7
1.1.2 Electromagnetism and transformers.............................................................................................8
1.1.3 Operating principles of ignition system........................................................................................9
1.1.4 Operating principles of starting system......................................................................................18
1.1.5 Operating principles of charging system....................................................................................27
Self-check .....................................................................................................................................................38
Unit Two: Test engine electrical system ......................................................................................................39
2.2Common electrical faults ....................................................................................................................40
2.2.1 Causes of Electrical Problems....................................................................................................40
2.2.2 Checking for Electrical System Problems...................................................................................40
2.2.3Troubleshooting common electrical problems in cars.................................................................41
2.3 Testing Engine electrical systems faults ............................................................................................42
2.3.1 Starting system ............................................................................................................................42
2.3.2 Ignition system ............................................................................................................................48
2.3.3 Charging System .........................................................................................................................55
Unit Three: Perform minor engine electrical system service .....................................................................58
3.1 Applying proper service technique ....................................................................................................59
3.1.1 Electrical System Diagnostics guide...........................................................................................59
3.1.2 Repairing engine electrical circuit faults ...................................................................................60
3.1.3 Repairing engine electrical systems............................................................................................62
Unit 4: Cleanup work area and maintain equipment ..................................................................................76
4.1 Cleaning work area............................................................................................................................77
4.2 Reusing waste and scrap materials....................................................................................................78
4.3 Maintaining tools and equipment ......................................................................................................78
4.4 Tagging and isolate faulty equipment................................................................................................79
Self-check .....................................................................................................................................................80
Reference......................................................................................................................................................81

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 Acknowledgment

Ministry of Labor and Skills wish to extend thanks and appreciation to the many
representatives of TVET instructors and respective industry experts who donated their time
and expertise to the development of this Teaching, Training and Learning Materials (TTLM).

Acronym

TDC Top Dead Center

PCM Powertrain Control Module
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 ZD Zener Diode
TTLM Teaching, Training And Learning Materials
EMF Electromotive Force
LAP test” Learning Activity Performance Test”
Km Kilo Meter
CEMF Counter Electromotive Force
KW Kilo Watt

Introduction to module

In Electrical Systems filed; the service and test Electrical Systems project helps to know the
service of work; to Performing Minor Engine Electrical Systems Service of material required;
to determine the cost of the work; to estimate the expect project completion time and to know
the amount of Electrical Systems Service filed.

This module is designed to meet the industry requirement under the Performing minor Engine
Electrical Systems Service occupational standard, particularly for the unit of competency:
carry out service and test.

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 This module covers the units:

 Engine electrical systems

 Minor engine electrical system service
 Clean up work area and maintain equipment

Learning Objective of the Module

 Prepare to test engine electrical systems

 Test engine electrical system
 Perform minor engine electrical system service
 Clean up work area and maintain equipment

Module Instruction

For effective use this modules trainees are expected to follow the following module
instruction:

1. Read the information written in each unit

2. Accomplish the Self-checks at the end of each unit
3. Perform Operation Sheets which were provided at the end of units
4. Do the “LAP test” giver at the end of each unit and
5. Read the identified reference book for Examples and exercise

1. Unit one: Prepare to test engine electrical systems identifying scope of the work

This unit is developed to provide you the necessary information regarding the following content
coverage and topics:

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  Basic electricity/electronics
 Electromagnetism and transformers
 Ignition system
 Starting system
 Charging system
This unit will also assist you to attain the learning outcomes stated in the cover page.
Specifically, upon completion of this learning guide, you will be able to:
 Overviewing of basic electricity/electronics
 Principle of Electromagnetism and transformers
 Operating principles of ignition system
 Operating principles of starting system
 Operating principles of charging system

1.1 Overview of basic electricity/electronics Standardization

Electricity is a form of energy where electrons move from one atom to another. It exists when
a voltage source creates current flow by pushing electrons with enough force to overcome the
resistance of the circuit. Electricity can also be converted efficiently into other forms of
energy, and it can be stored. Electricity provides light, heat, and mechanical power. It makes
telephones, computers, televisions, and countless other necessities and luxuries possible.

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 Almost every system in a modern vehicle uses some type of electric or electronic component.
Electric seats and windows, computer controlled ignition and fuel systems, electronic
transmissions, anti-lock brakes, active suspensions.

1.1.1 Fundamentals of Electricity

All matter is made up atoms. Atoms have a nucleus with electrons in motion around it.The
nucleus is composed of protons and neutrons. Electrons have a negative charge (-), Protons
have a positive charge (+) and Neutrons are neutral.

The number of electrons in the outer orbit (valence shell or ring) determines the atom's ability
to conduct electricity. Electrons in the inner rings are closer to the core, strongly attracted to
the protons, and are called bound electrons. Electrons in the outer ring are further away from
the core, less strongly attracted to the protons, and are called free electrons. Electrons can be
freed by forces such as friction, heat, light, pressure, chemical action, or magnetic action.

These freed electrons move away from one

atom to the next. A stream of free electrons
forms an electrical current. To have a
continuous flow of electricity, three things
must be present: an excess of electrons in
one place, a lack of electrons in another
place & a path between the two places
Figure 1-1 Electron on the orbit
Current Flow Theories
Two theories describe current flow.

1. The conventional theory, commonly used for automotive systems, says current flows
from (+) to (-).
2. The electron theory, commonly used for electronics, says current flows from (-) to (+)

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 Figure 1-2 Current flow theory

While the direction of current flow makes a difference in the operation of some devices, such
as diodes, the direction makes no difference to the three measurable units of electricity:
voltage, current and resistance.

Electric current is a flow of electrons and is measured in amperes. The amperes is a measure
of how much electrons are flowing per, second. The letter A is the symbol for amperes. A
current of one ampere means that in one second about 6.24 x 1018 electrons move through a
cross-section of conductor.

The force required to make current flow through a conductor is called a potential difference,
electromotive force (EMF), or voltage. Electricity does not flow through a wire unless it is
pushed. There has to be an electrical pressure and this pressure is called voltage and is
measured in volts. The symbol is V. This pressure can be provided by a battery, or it can be
produced by a generator.

Resistance (R) The opposition (resistant) to electrical (current) flow is called resistance.
Every electrical component has resistance. Resistance changes electrical energy into another
form of energy such as heat, light and motion etc. Resistance is measured in ohms (Ω). The
amount of resistance depends upon the composition, length, cross-section and temperature of
the resistive material. The resistance of a conductor increases with an increase of length or a
decrease of cross-section.

1.1.2 Electromagnetism and transformers

An electric transformer is a device that uses electromagnetic induction to change the voltage
of electric current. Electromagnetic induction is the process of generating current with a
magnetic field. It occurs when a magnetic field and electric conductor, such as a coil of wire,
move relative to one another. A transformer may either
increase or decrease voltage.

The transformer in the diagram consists of two wire

coils wrapped around an iron core. Each coil is part of

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Figure 1-3 MagnetismSeptember, 2022
 a different circuit. When alternating current passes through coil P, it magnetizes the iron core.
Because the current is alternating, the magnetic field of the iron core keeps reversing. This is
where electromagnetic induction comes in. The changing magnetic field induces alternating
current in coil S of the other circuit.

1.1.3 Operating principles of ignition system

i. Purpose of the Ignition system

The purpose of the ignition system is to produce the high voltage surges required to ignite the
compressed air fuel mixture in the engine combustion chamber at the proper instant under all
speed and load conditions. The ignition system is supplied a 12 volt or less battery voltage or
charging system voltage and increases to 10,000 to 30,000 volts required to create a spark
across the spark plug electrodes in the combustion chamber. There are two types of ignition
systems. These are the contact point ignition system and the electronic (transistorized)
ignition system.

ii. Requirements of the ignition system

a) A strong spark

The voltage that is supplied to the plugs must be high enough to ensure the generation of the
powerful spark across the spark plug gaps. This is because the compressed air fuel mixture
has electrical resistance.

b) Proper ignition timing

To obtain optimal combustion of the air fuel mixture, there must be means of varying ignition
timing in accordance with the engine RPM and load

c) Sufficient durability

The ignition must have sufficient reliability to endure the vibration and heat of combustion
and high voltage of the ignition system itself.

iii. Types of Ignition System

a) Coil ignition system

The figure shows the battery ignition system for a 4

cylinder engine. A battery of 12 volts is generally
employed. There are two basic circuits in the system
primary and secondary circuits. The first circuit has

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Figure
Figure
1-5 Magneto ignitionSeptember,
1-4 Coil ignition system
system 2022
 the battery, primary winding of the ignition coil, condenser, and contact breaker from the
primary circuit. Whereas the secondary winding of the ignition coil, distributor, and spark
plugs forms the secondary circuits.

b) Magneto ignition system

The magneto ignition system has the same principle of working like that of the battery
ignition system. In this, no battery is required, as the magneto acts as its own generator.

c) Electronic Ignition System

The conventional electro-mechanical ignition

system uses mechanical contact breakers. Though
it is very simple, it suffers from certain limitations
as follows.

iv. Ignition system components and their

function
The contact point ignition system included the Figure 1-6 Electronic Ignition System
battery the ignition coil, the ignition distributor,
park plus, the wires and cables that connect them.

a) Battery: -It supplies current to the primary circuit of the

ignition System.

Figure 1-7 Battery

b) Ignition switch: to open and close the primary circuit
of the ignition System
c) Ignition Coil: - It is used to produce high voltage
surges by the Principle of induction in the secondary
Figure 1-8 Ignition switch
winding.
Construction Ignition Coil
Core: It consists of thin soft iron laminations.
The core conducts magnetic lines of force.
Hence, it increases the efficiency and output of
the coil by promoting faster and more
complete coil saturation.
Windings

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Figure 1-9 Sectional view Ignition Coil
 Primary winding: It consists of approximately 250 turns of relatively heavy wire and
wound around the core. It is insulated with special varnish.
Secondary winding: It consists of approximately 20,000 turns of very fine varnished
wire. It is wound inside the primary winding around on the same iron core. The layers
of the secondary windings are insulated from each other by high dielectric paper.
When the engine is working inside ignition coil heat buildup, this heat reduce by two
ways;
By Oil
Oil may be added in the coil to dissipate heat rapidly, additionally to provide greater
insulation, in case insulation material failure
By resistor
Resistor is semi-conductor
device it used to produce
resistance in to circuit
reducing heat.
There are two types of
resister variable resistor and
fixed resistor in ignition
system used variable resistor
Figure 1-10 Ignition coil resistor
type.
d) Distributor cap and Rotor

The rotor and distributor cap form a rotary switch to

distribute the high voltage surges induced in the secondary
winding of the ignition coil. Since the rotor sits on top of
the distributor shaft. As the shaft rotates, the blade of the
cap moves past the terminals which are arranged in a
circle around the cap. Each of this outside terminals is
connected to a spark plug cable to a spark Figure 1-11 Distributor cap
and Rotor
plug.

e) Contact points

These contact points control the timing of the spark. They

periodically interrupt the current flow in the primary winding
of the coil so that a high-intensity voltage will be induced into
the secondary winding of the coil.
Figure 1-12 Contact points
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 f) Capacitor

The function of the capacitor or condenser is to reduce the arcing at the contact point. When
the points first separate by providing a place where the current can be stored until the points
are completely separated. This action also aids in
the rapid collapse of the magnetic field with in the
ignition coil so necessary for the development of
high voltage in the secondary current. The self-
induction voltage has also become greater through
the rapid collapse of the magnetic field. It can
amount to as much as 400 V. The condenser is
therefore charged to this voltage.
Figure 1-13 Capacitor

g) High-tension cable

This carry and conducts the high-tension voltage pulses

generated in the ignition coil to the individual sparkplugs in
the correct order of firing. This cable should be:

 Insulation to withstand 40,000 V systems

 Temperature from – 40 0C to + 2600C Figure 1-14 High-tension cable

 Radio frequency interference suppression

 About 160,000 Km product life.
 10-year durability
h) Spark plug

It ignites the air-fuel mixture inside the engine cylinder. The

spark plug provides a spark gap inside the engine cylinder.

When the engine is operating the high voltage current produced by

the ignition coil arcs across the gap and creates spark that ignites the air
fuel mixture in the cylinder.

 The sparking performance of the spark plug depends on:

Figure 1-15 Spark plug
 The electrode shape
 The electrode gap
 The compression pressure
 The electrode temperature

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 v. Ignition Coil Working Principle
A. Self-Induction

a magnetic field is generated when a current flow through as result an EMF is generated
which created a magnetic flux in a direction which impede the generation of magnetic flux
in coil there for current does not flow immediately
when it first introduced in the coil but certain
period of time is required for the current to rise for
the more when current flowing in a coil and that
current is cut of suddenly

An EMF generated in the coil in the direction in

which the current is tending to flow in direction
which hinders the decay of magnetic flux in this
way when the current start flow in a coil or when
current is cut off the coil generate EMF: which act
to impede change in the coil magnetic flux this Figure 1-16 Self-Induction
called the self-induction effect.

B. Mutual Induction

When to coil are arranged in a line and the amount of current flowing in one of the
coil(primary coil )is changed an EMF generated in other coil (secondary coil) in direction
which impedes the change in primary coil magnetic flux this called the mutual induction coil
effect when the switch is turned off cutting of the flow of current in primary coil the
magnetic flux which has been generated up to this time suddenly disappear so an EMF it
generated in the secondary coil in a direction which impedes the decay of magnetic flux .

When the contact point is closed an EMF generated in the secondary coil in a direction
which impedes generation of magnetic flux by the primary coil this is opposite of what
happen when the current switch off. The ignition coil generate high voltage current by
means of mutual induction that takes place between the
primary coil and the secondary coil cut off by the
opening of the breaker points. Individual cylinders
require a single spark every two revolution in case of
four stroke engine, so the frequency of firing for a four-
cylinder engine say at a maximum speed of 6000 rpm
will be :-( 6000/2) X 4 = 12 000 sparks per
Figure 1-17 Mutual Induction

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 minute or 200 sparks per second. There is thus an extremely short interval between firing.

1. Amount of magnetic flux: The more magnetic flux generated in a coil the higher the
amount of induction voltage.
2. Number of coil winding: the more turn in a coil the higher the induced voltage.
3. Rate at which magnetic flux changes
the faster the change in the amount of
magnetic flux generated in the coil the
higher the induced voltage.

vi. Operation of Ignition System

A. Breaker Points Closed
The current from the battery flows through the
positive terminal of the primary coil, through Figure 1-18 Breaker Points Closed
the negative terminal and breaker points, and
to ground (earth).
B. Breaker Points Open

As the crankshaft rotates the camshaft, the distributor cam opens the breaker points, causing
the current flowing through the primary coil to be suddenly interrupted.

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 As a result the magnetic flux generated in the primary coil starts to decrease Because of self-
induction of the primary coil mutual induction of the secondary coil, EMF is generated in
each coil, preventing the reduction of the existing magnetic flux.

When the breaker points close again, current starts to flow the primary coil and the magnetic
flux of the primary coil starts to increase because of the self-induction of the primary coil, a
CEMF is generated preventing a sudden increase in theFigure 1-19 in
flowing Breaker Points Open
the primary coil. As a
result, the current does not increase suddenly and only a negligible mutually induced EMF
is generated in the secondary coil.

vii. Dwell angle

The dwell angle refer to the angle of distributor shaft cam rotation
between the time that the breaker point are closed by the breaker
arm spring and the time that they are opened by the next lobe. In
the point gap of the four cylinder engine has been adjusted
correctly to the standard value the point should remain while the
cam rotate 52 degree
Figure 1-20 Dwell angle
Furthermore the point should open until the cam rotate another 36
degree. Since the combination of the point closing angle and opening angle is 90 degree.

viii. Advance mechanism

Need for timing advance

For the given air-fuel mixture and engine design, the time
required for mixture to burn remains constant
(approximately 0.002-0.003 seconds). As engine speed
increase, the spark must occur earlier to assure complete
burning of air –fuel mixture.

Depending on the engine design, the air-fuel mixture

burning should be completed between 80-120 A TDC of
the piston on the power stroke. This constant burning
speed requires that the spark occur earlier with increase
engine speed. Figure 1-21 Vacuum advance Mechanism

A. Vacuum advance Mechanism

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 As shown on figure 1-22 this device, situated in the side of the distributor body, senses any
variation of manifold vacuum, which is a measure of engine load, and automatically alters the
point of firing with respect to the crankshaft angular position to suit the load.

B. Centrifugal advance mechanism

This device, situated in the base of the distributor body, senses any change in engine speed
and automatically advances or retards the point of firing relative to the crankshaft angular
position to suit the engine speed.

Figure 1-22 Centrifugal advance mechanism

ix. Ignition timing

The position of the point of firing relative to TDC is known as the ignition timing and is
expressed in degrees of crank-angle movement. It is set by positioning the distributor body
relative to one of the cam lobes so that the contact points have just opened.

 The situation which

 The spark plug fires.
 The flame travels through the combustion chamber, igniting the air/fuel mixture.
 The burning gases expand, building pressure in the cylinder.
 The pressure is maximized just as the piston hits top dead center (TDC).
 The pressure pushes down as hard as possible on the piston, creating maximum
power.

Different cylinder head and piston designs change how fast the flame travels. So, the spark
needs to fire at different times, to create maximum pressure at the right time. The solution is
to advance or retard the timing.

Ignition Advance

Advancing the timing means the plug fires earlier in the compression stroke (farther from
TDC). Advance is required because the air/fuel mixture does not burn instantly. It takes time

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 for the flame to ignite the all the mixture. However, if the timing is advanced too far, it will
because an Engine Knock. Engine speed (rpm) and load will determine how much total
advance is required.

Ignition Retard

Retarding the timing means the plug fires later in the compression stroke (closer to TDC).
Retarding the timing can help reduce Detonation. However, if the spark happens too late, you
will lose power. This is because the cylinder pressure won't reach its max until the piston is
already headed back down on the Power Stroke. Engine damage and overheating can also be
a problem.

Factors affecting Ignition timing

Engine load: - For less load, engine combustion is slower and hence requires more ignition
advance. But with more load on the engine, faster combustion and hence lesser advance is
required.

Engine speed: - For high speed, engine needs more time for complete combustion and hence
requires more ignition advance. For low speed, engine needs less time for complete
combustion and hence requires lesser ignition advance.

Engine temperature: - Combustion is slower and requires more ignition advance when the
engine is cold. But combustion will be faster requiring lesser ignition advance if the engine
is hot.

Compression pressure: - combustion will be slower and ignition advance is required for
low compression pressure whereas, for high compression pressure the combustion is faster
with lesser ignition advance required.

Types of timing

Static ignition timing

Static ignition timing is the setting of the distributor

contact points so that they open when one piston is
almost at the end of its compression stroke at some
crankshaft relative angular position before TDC as
specified by the engine manufacturer.
Figure 1-23 Timing mark

At the same time, the distributor camshaft drive must

be positioned such that the rotor arm points to the cap

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Figure 1-24 Timing gun
 electrode and high-tension cable corresponding to the cylinder which is about to begin its
power stroke.

Dynamic timing

Dynamic timing is setting the ignition timing with the engine running and requires a more
expensive piece of equipment called a “timing light”.

All timing starts from the same place. You are going to set the timing to a point where the
spark in induced at a specified number of degrees just before the number one cylinder reaches
top dead center on the compression stroke.

1.1.4 Operating principles of starting system

The starting or cranking system is one of the

circuits in an automobile that is responsible
to crank the engine at the minimum
rotational speed that is required to induce
initial engine combustion to produce engine
power. Figure 1-25 the exact location of the starting system
The minimum cranking speed required for starting an engine differs depending on the engine’s
construction and operating conditions, but generally it is 40 to 60 rpm for a gasoline engine and
80 to 100 rpm for a diesel engine.
A. Motor Principles

When current flows through a conductor a magnetic field is generated around the conductor.
The strength of the field depends on the amount of current flowing. The direction in which
the field moves depends on the direction of current. If the conductor is placed between the
north and south poles of the permanent magnet the lines of magnetic forces from the
permanent magnet interfere with each other causing the magnetic field to increase on one side
and the conductor rotates to the weaker side. The strength of the electromagnetic force is
given by the relation.
F = BIL
Where F = Force in Newton
B = Magnetic flux
L = Length of the conductor
I = Current flow through the conductor

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 B. Types of direct current motors
There are several types of direct current motors which differ in the method used to connect
the field coil and armature coil.
a) Series Wound motors
In series wound motors the excitation and armature windings
are connected in series. The excitation current is not tapped off,
rather the armature current also passes through the excitation
winding. The armature current in this type of motor generates a
strong magnetic field because it is usually high when the motor
starts under load.
Figure 1-26 Series Wound motors

b) Shunt wound motors

In shunt wound motors the excitation winding is connected in
parallel with the armature. When energized with constant
voltage, excitation and speed are therefore practically
independent of torque this would not be desirable for starter
operation. However the drop in battery voltage caused by the
starter current yield a beneficially characteristics similar to that
Figure 1-27 Shunt wound motors
of series wound motors.

c) Compound wound motors

Large starters used compound wound motor which have a shunt
winding and a series winding which act in to two stages. In the first
stage, the armature current is limited because the shunt winding
connected in series with the armature and acts as a dropping
resistance. This keeps the meshing torque of the armature low. In
the second stage the full current is applied to the starter motor
which then develops its full torque. Figure 1-28 Compound wound motors

C. Components Parts of Starting System

a) Magnetic switch
It consists of a hold in and pull in coil, a return spring a plunger
and other components. It is activated by the magnetic forces
generated in the coil and carries the following functions:
 It pushes the pinion gear to mesh with the ring gear Figure 1-29 Magnetic switch
 It serves as a relay allowing heavy current to pass from terminals

the battery to the starter motor

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 b) Starter Housing

It is a heavy cylinder machined case that holds the starting motor

assembly. Steel pole shoes are securely attached to the inner
surface by screws the pole shoes hold the field coils in place
inside the housing. The field coils are connected to a terminal and
are insulated from the housing.
Figure 1-30 Starter Housing

c) Field Coils

The electrical current from the magnetic switch flows thoroughly

the field coils which generates the magnetic field required to
rotate the armature.
d) Brushes
The brushes are pressed against the segments of the armature Figure 1-31 Brush and field coil

commentator by the brush springs and allow the current to pass

from the field coils to the armature.
e) Armature

The armature which is the revolving

component of the motor, consists of armature
core armature coils, commutator, etc. It
revolves as a result of the interaction
between the magnetic fields generated by the
armature coils and field coils.
f) Commentator end frame Figure 1-32 Dismantled armature

The commentator end frame consists of metal plate that bolts to the commentator end of the
housing and supports the commentator end of the armature in a bushing. In many starter
motors the commentator end frame also supports the brushes. The end frame is positioned on
the starter housing by a dowel pin to insure proper alignment.
g) Drive Housing

The drive housing supports the driving end of the armature shaft and also contains the
mounting flange by which the starting motor is attached to the engine. It is also positioned on
the starter housing by a dowel to ensure correct alignment.
h) Overrunning/one way clutch

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Figure 1-33 OverrunningSeptember,
clutch 2022
 The starter motor must crank the engine until the engine fires and runs on its own. Once the
engine has started, it would rotate at higher speed which could damage the starter motor. The
starter clutch is a protective device for the starter motor.

A. Starter clutch during cranking

The rotating armature tires to force the clutch housing

to which it is splined to rotate faster than the inner
race which is combined with the pinion gear.
The clutch rollers are forced to roll towards the
narrow section between the clutch housing and the
inner race until they jam as a result the rollers transfer
the rotational moment of the clutch housing to the
inner race and to the pinion gear.
B. Starter clutch after the engine is started Figure 1-34 Starter clutch during cranking

Once 'the engine has started, its torque tires to force

the inner race to rotate faster than the clutch housing.
The rollers move against the spring towards the wider
section inside the housing. As a result the clutch housing
and the inner race disengages to prevent the starter
clutch from transmitting the engine torque from the
pinion gear to the starter motor.
Figure 1-35 Starter clutch after the engine is
i) Park/Neutral Position Switch started

Cars with automatic transmissions had a special switch

that prevented starting while the car was in gear. The
switch (neutral safety switch) is connected between the
ignition switch and the solenoid.
This switch is open at all transmission-lever positions
except PARK or NEUTRAL. Late-model cars with the
ignition switch and selector lever on the steering
Figure 1-36 Neutral Position Switch
column do not need a safety switch.
j) Clutch Safety Switch

For manual transmission the clutch start switch perform the same function as the park/neutral
position switch.
The clutch start switch opens the starter control circuit unless the clutch is engaged.
k) Computer Controlled Starting
Figure 1-37 Clutch Safety Switch
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 Some key-operated ignition systems and most push-button-to-start systems use the computer
to crank the engine. The ignition switch start position on the push-to-start button is used as an
input signal to the powertrain control module (PCM).
Before the PCM cranks the engine, the following conditions
must be met.
 The brake pedal is depressed.
 The gear selector is in park or neutral.
 The correct key fob (code) is present in the vehicle.
Figure 1-38 Electronic IG key

A typical push-button start system includes the following

sequence. Computer-controlled starting is almost always part of
the system if a push-button start is used. The ignition key can be
turned to the start position, released, and the PCM cranks the
engine until it senses that the engine has started. The PCM can
detect that the engine has started by looking at the engine speed
Figure 1-39 Push stating button
signal.

Normal cranking speed can vary between 100 and 250 RPM. If the engine speed exceeds 400
RPM, the PCM determines that the engine started and opens the circuit to the “S” (start)
terminal of the starter solenoid that stops the starter motor.

D. Types of starter motor

a) Conventional Starter Motor

The conventional starter motor contains the components
shown, The pinion gear is on the same shaft as the
motor armature and rotates at the same speed. A
plunger in the magnetic switch (solenoid) is
connected to a shift lever. When activated by the Figure 1-40 Conventional Starter
Motor
plunger, the shift lever pushes the pinion gear and causes it to
mesh with the flywheel ring gear. When the engine starts, an over-running clutch disengages
the pinion gear to prevent engine torque from ruining the starting motor.

This type of starter was used on most 1975 and older Toyota vehicles. It is currently used on certain
Tercel models. Typical output ratings are 0.8, 0.9, and 1.0KW. In most cases,
replacement starters for these older motors are gear-reduction motors.

b) Gear-Reduction Starter Motor

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Figure 1-41 Gear-Reduction Starter
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Motor
 The gear-reduction starter motor contains the components
shown. This type of starter has a compact, high-
speed motor end a set of reduction gears. While
the motor is smaller and weighs less than
conventional starting motors, it operates at higher
speed. The reduction gears transfer this torque to
the pinion gear at 1/4 to 1/3 the motor speed. The
pinion gear still rotates faster than the gear on a
conventional starter and with much greater torque
Figure 1-42 Planetary-type starter motor
(cranking power).

c) Planetary-type starter motor

The planetary type starter uses a planetary gear to reduce the rotational speed of the armature,
as with the reduction type, and the pinion gear meshes with the ring gear via a drive lever, as
with the conventional type.

1. Speed Reduction Mechanism

Reduction of the armature shaft's speed is

accomplished by three planetary gears and 1
internal gear. When the armature shaft turns,
the planetary gears turn in the opposite
direction, which attempts to cause the
internal gear to turn.

However, since the internal gear is fixed, the

planetary gears themselves are forced to
rotate inside the internal gear.

2. Damping Device Figure 1-43 Speed Reduction Mechanism

The internal gear is normally fixed, but if too

much torque is applied to the starter, the internal
gear is caused to rotate, allowing the excess
torque to escape and preventing damage to the
armature and other parts. The internal gear is
engaged with a clutch plate and the clutch plate
is pushed by a spring washer. If excess torque is
brought to bear on the internal gear, the clutch

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Figure 1-44 Damping Device
Version -1
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 plate overcomes the pushing force of the spring washer and turns, causing the internal gear
to rotate. In this way, the excess torque is absorbed.

E. Operation of starter motor

1. Conventional Starter Motor

Ignition Switch in “ST”

Current flows from the battery through terminal “50” to the hold-in and pull-in coils.
Then, from the pull-in coil, current flows through terminal “C” to the field coils and
armature coils.

 Voltage drop across the

pull-in coil limits the
current to the motor,
keeping its speed low.
 The solenoid plunger
pulls the drive lever to
mesh the pinion gear
with the ring gear.
 The screw spline and
low motor speed help
the gears mesh
smoothly. Figure 1-45 Ignition Switch in “ST”

Pinion and Ring Gears Engaged

When the gears are meshed, the
contact plate on the plunger turns
on the main switch by closing the
connection between terminals “30”
and “C.”

 More current goes to the motor

and it rotates with greater
torque (cranking power).
 Current no longer flows in the
pull-in coil. The plunger is held

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 in position by the hold-in coil's magnetic force.
Ignition Switch in “ON”
Current no longer flows to terminal “50,” but the
main switch remains closed to allow current flow
from terminal “C” through the pull-in coil to the
hold-in coil.

 The magnetic fields in the two coils cancel each

other, and the plunger is pulled back by the
return spring.
 The high current to the motor is cut off and the
pinion gear disengages from the ring gear.
 A spring-loaded brake stops the armature. Figure 1-47 Ignition Switch in “ON”

2. Gear-Reduction Starter Motor

Ignition Switch in “ST”
Current flows from the battery through terminal
"50" to the hold-in and pull-in coils. Then, from
the pull-in coil, current flows through terminal
"C" to the field coils and armature coils.
 Voltage drop across the pull-in coil limits the
current to the motor, keeping its speed low.
 The magnetic switch plunger pushes the
pinion gear to mesh with the ring gear. Figure 1-48 1.Gear-Reduction Starter Motor-Ignition Switch
in “ST”
 The screw and low motor speed help the
gears mesh smoothly.
Pinion and Ring Gears Engaged
 When the gears are meshed, the contact
plate on the plunger turns on the main
switch by closing the connection between
terminals “30” and “C.”
 More current goes to the motor and it
rotates with greater torque.
 Current no longer flows in the puff-in coil. Figure 1-49 Pinion and Ring Gears Engaged

The plunger is held in position by the hold-in

coil's magnetic force.

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Figure 1-50Ignition Switch in September,
“On” 2022
 Ignition Switch in “On”
 Current no longer flows to terminal “50,” but the main switch remains closed to allow
current flow from terminal “C” through the pull-in coil to the hold-in coil.
 The magnetic fields in the two coils cancel each other, and the plunger is pulled back
by the return spring.
 The high current to the motor is cut off and the pinion gear disengages from the ring
gear.
 The armature has less inertia than the one in a conventional starter. Friction stops it,
so a brake is not needed.
1.1.5 Operating principles of charging system

The charging system converts mechanical energy into electrical energy when the engine is
running. This energy is needed to operate the loads in the vehicle's electrical system. When
the charging system's output is greater than that needed by the vehicle, it sends current into
the battery to maintain the battery's state of charge. Proper diagnosis of charging system
problems requires a thorough understanding of the system components and their operation.
A. Operation of charging system
When the engine is running, battery power energizes the
charging system and engine power drives it. The
charging system then generates electricity for the
vehicle's electrical systems. At low speeds with some
electrical loads "on" (e.g., lights and ventilation), some
battery current may still be needed.
But at high speeds, the charging system supplies all the
current needed by the vehicle. Once those needs are
taken care of, the charging system then sends current
into the battery to restore its charge.
Figure 1-51 Operation of charging system
B. Principles of Alternating Current Generator
An electrical generator is a machine that converts mechanical
energy in to electrical energy. This energy conversion is
based on the principle of the production of dynamically
induced electromotive force.
Whenever a conductor cuts magnetic lines of force
dynamically induced EMF is produced in it according to
faradays low of electromagnetic induction This EMF will
cause a current to flow if the conductor circuit is closed.
Figure 1-52 Principles of Alternating
Current Generator
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 Hence the basic essential parts of an electrical generator are:
 A magnetic field
 Conductors which can move so as cut the flux.
When the electricity by a coil is supplied through slip rings and brushes, the amount of
current flowing to the lamp will change and at the same time so will direction of flow. When
the electricity by a coil is supplied through slip rings and brushes, the amount of current
flowing to the lamp will change and at the same time so will direction of flow. When the
electricity by a coil is supplied through slip rings and brushes, the amount of current flowing
to the lamp will change and at the same time so will direction of flow. As the coil rotates the
current generated on the first half of the turn will be supplied from the brush on side pass
through the lamp then retain to the brush on side B. On the second half turn the current will
be reversed. In this fashion, the alternating current generator supplies the current generated
by the coil in a magnetic field.
C. Component Parts of Charging System
1. Ignition Switch - When the ignition switch is in the ON position, battery current energizes
the alternator.
2. Alternator - Mechanical energy is transferred from the
engine to the alternator by a grooved drive belt on a pulley
arrangement. Through electromagnetic induction, the
alternator changes this mechanical energy into electrical
energy. The alternating current generated is converted into
direct current by the rectifier, a set of diodes which allow
current to pass in only one direction. Figure 1-53 Alternator

Alternator Component’s

 Fans

The fans pull air through the slip ring end frame and cools the rectifier and regulator for
inbuilt type alternators. The vent holes in both end frames allow the fan to pull
ventilating air to the alternator.

 Rotor

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 The rotor is composed of two cores, a field
coil, slip rings and rotor shaft. The field coil is
wound in the same direction as rotation and
each end of the coil is connected to a slip ring.
The two cores are installed at each end of the
coil so as to enclose the field coil.

Magnetic flux is produced as current flows

through the coil and one pole becomes the
North Pole and the other the South Pole. The
slip rings are made of metal with a highly
brush contacting Figure 1-54 Rotor exploded view

 Brushes

They ride on each slip ring and conduct battery current to the rotor winding to create
magnetic field. One is insulated from the frame but the other is grounded

 Stator

The stator assembly is composed of laminated

iron frame and three sets of windings, wound into
slots in the frame. The windings make a three
phase unit due to the manner of their connection.
The type of connection are Star and Delta
connections.

Star (Y) connection Figure 1-55 Stator components

The first three ends of the windings are connected
together to form a common point. The other three ends are
connected to the output lines. A fourth cable, called the
neutral line, is often brought out from the common point.
The availability of the neutral line makes it possible to use
all three phase voltages as well as all three line voltages.
Delta_ connection
Figure 1-56 Star (Y) connection
If the three phase windings are connected in series to form
a loop, we would have a Delta connection. There is no
common connection for the three phases. Hence, the Delta
cannot have a neutral line.

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 The three lines are taken from the ends of the windings; therefore, the line voltages are also
the winding or phase voltages. The current in each line is drawn from the two windings join
to feed a single line.
Diodes Figure 1-57 Delta_ connection

Three positive diodes and three negative diodes are usually

mounted in a metal bracket called a heat sink. The heat sink
takes heat from the diodes, which gets hot in operation, and
transfers the heat into the air.
It has large surfaces. The current generated by the alternator
is supplied from the positive side diode holder so it is
insulated from the end frames. Figure 1-58 Rectifier diode
3. Voltage Regulator - Without a regulator, the alternator
will always operate at its highest output. This may damage certain components and
overcharge the battery. The regulator controls the alternator output to prevent
overcharging or undercharging. On older models, this is a separate electromechanical
component which uses a coil and contact points to open and close the circuit to the
alternator. On most models today, this is a built-in electronic device.
4. Battery - The battery supplies current to energize the alternator. During charging, the
battery changes electrical energy from the alternator into chemical energy. The battery's
active materials are restored. The battery also acts as a "shock absorber" or voltage
stabilizer in the system to prevent damage to sensitive components in the vehicle's
electrical system.
5. Indicator - The charging indicator device most commonly used on cars today is a simple
ON/OFF warning lamp. It is normally off. It lights when the ignition is turned "on" for a
check of the lamp circuit. And, it lights when the engine is running if the charging system
is undercharging. A voltmeter is used on current models to indicate system voltage. It is
connected in parallel with the battery. An ammeter in series with the battery was used on
older models.
6. Fusing - A fusible link as well as separate fuses are used to protect circuits in the charging
system.
D. Circuits of the alternator
There are three standard circuits for the alternator:

 Pre- excitation circuit

 Excitation circuit (self- excitation )
 Generator or main circuit
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 Pre-excitation circuit

The battery current first flows through the charge indicator lamp and to the excitation
winding in the rotor. This is necessary because the remanence in the excitation winding of the
iron core is very weak at the instant of starting and at low speeds, and does not suffice to
provide the self-excitation needed for building up the magnetic field.

Excitation circuit

The excitation current generates the magnetic field during the operation of the alternator so
that the required alternator voltage can be induced in the stator windings. The excitation

Figure 1-59 Charging excitation circuit

current comes from the current flowing in the three-phase windings. It comes from the
alternator through the regulator IG and F terminals or flows through the three exciter diodes
if present.. Hence, no external power source is required for self-excitation.

E. Voltage Regulation in charging system

i. Mechanical regulator
It limits the DC output voltage according to external load and state of charge of the battery. If
the output is not controlled the battery will be overcharged and the electrical equipment will
be damaged. Controlling the electrical flow through the field coil in the rotor does the
control.

a) One point type regulator

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 In this regulator a resistor (R) is connected in series with the field coil (F) of the rotor. This
resistance is by passed by the points while the engine is running at low speed. Since the
magnetic field in the coil is weak, the points remain closed. When the voltage of the
alternator is increased the magnetic field will be strong and the points open. So, current
passes through the resistor and the field coil. This decreases the magnetic field strength and
the voltage of the alternator reduces and the points close again. In this manner the voltage is

stabilized by this type of regulator.

However, one point type regulator is not used very often in present day automobiles because
of the following disadvantage.
 There is great fluctuation of voltage at low speed when the points are opened and
closed
 A large resistance will cause more sparking when the points are open, resulting in
shorter life of the Figure 1-60 One point type regulator points.
b) Two point type regulator
The characteristic of the two-point type regulator is that it has both low speed and high speed
operating ranges. At low speed, the moving point opens and closes the low speed point (P1)
in the same manner as one point type regulator make and break the contact. At high speed the
moving point contacts P2 and field current ceases to flow. The voltage output of the
alternator decreases. This decreases the field strength of the regulator and the moving point
closes again with P1 and the cycle is repeated.

Figure 1-61 Two point regulator

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 But the disadvantage of this type of regulator is the voltage drop due to the hysteresis effect
when changing from the high-speed side to low speed side. Nevertheless. Compared to the
one point type, the resistance can be made smaller so there is less sparking so there is a
longer life of the points.
Characteristics of the regulators
For the point type regulators, there are various reasons why voltage fluctuates. But the
primary causes are due to its hysteresis and temperature characteristics.
a) The hysteresis characteristics
The lowering of voltage when the moving point
change from high speed side to the low speed point
called hysteresis effect and causes to remain a
residual magnetism from the high speed operation in
the coil core and continue to pull the moving point
for a short time. This phenomena cause to the
alternator output to decline. Therefore no attempt Figure 1-62 Hysteresis characteristics of MR
should be made to adjust the regulator when the
voltage is dropping due to this effect. A 12 volt
system will drop from 0.5 to 1 volt.
b) The temperature characteristics
The magnetic coil of the voltage regulator employs
copper wiring. If the temperature of this wire rises,
the resistance is increased and there will be a
reduction of force (electromagnetic force) of the
magnetic coil. This results a higher alternator output
voltage. To prevent such arise in voltage, the Figure 1-63 Temperature characteristics of MR

regulator utilizes either a resistor or bimetal element for temperature compensation, but some
use both.
The resistor reduces the overall resistance in accordance with the temperature fluctuation as a
result strong electromagnetic force is developed and the contact point will be pulled
sufficiently.
The bimetal element is used together with a spring which supports the moving point. The
bimetal element reduces the spring tension as the temperature rises. Therefore, the contact
point will be easily opened to prevent the rise of alternator output voltage.
c) Voltage Relay (Charge lamp relay)

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 A Charging system employs a two-element combination accurate voltage regulation. This is
because, the voltage regulator operates in accordance with the voltage generated by the
alternator. If there were no voltage relay, there would occur a drop in voltage in the magnetic
coil because the voltage is applied to a long circuit via the ignition switch. A reduction of
voltage would cause a proportionate decrease in magnetic force of magnetic coil so the
moving points would not pulled sufficiently. As a result, alternator voltage would rise to
high.

Operation of a regulator with voltage relay

a. When the ignition switch is on engine stepped.
When the ignition switch is turned on field current from the battery flows to the rotor and
excites the rotor coil. At the same time, battery current also flows to the charge warning lamp
and the lamp comes on.

Figure 1-64 When the ignition switch is on engine stepped.

b. Engine operation- (low speed to middle)

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 After the engine is started and the rotor is turning. Voltage is generated in the stator coil, and
neutral voltage is applied to the voltage relay so the charge warning lamp goes out. At the
same time; output voltage is acting on the voltage regulator. Field current to the rotor is
controlled in accordance with the output voltage acting on the voltage regulator. Thus
depending on the condition of point PL0, the field current either passes through or does not

Figure 1-65 Engine operation- (low speed to middle)

pass through the resistor (R)

C. Engine operating (Middle speed to high speed)

As engine RPM increases, the voltage generated by the stator coil rises and the pulling force
of the magnetic coil becomes stronger with a stronger pulling force, field current to the rotor
will flow intermittently. In other words moving point PL0 of the voltage regulator
intermittently make contact with point PL2.

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 ii. IC-Regulator
The solid state regulator allows battery current to excite alternator field coils, and also
controls charging voltage at safe values. It may be separately mounted or inbuilt type.

Advantages over mechanical regulator:

 It is almost foolproof i.e., incapable of error or failure

 It is smaller in size i.e., compact and light
 It can control higher field current with improved durability and reliability (this is due to
lack of mechanical points).
 A narrower output voltage range and little or no variation with alternator speed and input
voltage i.e., no hysteresis characteristics.
 Voltage variation at the rated load, or at maximum output current of the alternator is
between 0.5-1v
 Good resistance to vibration , climatic effects and high durability due to lack of moving
parts
 Voltage output becomes lower as its temperature rises, hence proper charging of the
battery can be performed. This is because the Zener diode become more conductive as
temperature rises
 Spark free switching prevents radio interference
Disadvantage
Susceptible to unusually high voltage and temperatures.

Alternator Terminals
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 Toyota's high-speed alternator has the following terminals: "B", "G", "S", "U", and "17".

When the ignition switch is "on," battery current is supplied to

the regulator through a wire connected between the switch and
terminal "IG". When the alternator is charging, the charging
current flows through a large wire connected between terminal
"B" and the battery. At the same time, battery voltage is
monitored for the MIC regulator through terminal "S".

The regulator will increase or decrease rotor field strength as

needed. The indicator lamp circuit is connected through
terminal "U". If there is no output, the lamp will be lit.
Figure 1-66 Alternator Terminals
The rotor field coil is connected to terminal "P", which is
accessible for testing purposes through a hole in the alternator end frame.

Operating principles of IC regulator

The solid state regulator controls the field current
using transistors, diodes, and resisters As in the
illustration shown below, when the output voltage at
terminal B is low, the battery voltage is applied to the
base of Tr1 through resistor R and Tr1 turns on. At the
same time, field current flows from B to rotor coil.

When the output voltage at terminal B is high a

Figure 1-67 Principle of IC regulator
higher voltage is applied to the zener diode (ZD) and
when this voltage reaches the zener voltages, the zener diode becomes conductive.
Accordingly, as Tr2 turns on Tr1 turns off. This interrupts the field current. Regulating the
output voltage.

Self-check-1
Instruction I: Give answer for the following questions
1. What are the main components of primary & secondary winding?
2. Describing all functions of the different ignition components
3. Identifying parts & terminals of regulator charging system
4. identifying parts & terminals of Starting system
5. Describing all functions of the different Starting components
6. What are the four components of Starting system?

Instruction II. Choose the best answer

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 1. The alternator brush rides on a
A. slip ring B. Commutator C. Rotor D. Diode
2. The voltage regulator directly controls:
A. field current B. output current C. stator circuit D. Rectification.
3. If a conductor is moved through a magnetic field:
A. heat is created B. voltage is created C. the magnetic field is increased.
D. the magnetic field is decreased.
4. The magnetic field in an alternator is developed in the:
A. stator B. Rotor C. Armature D. None of the above
5. The rotor's field current is controlled to regulate
A. alternator output current B. Diode voltage C. Stator resistance D. none
6. When most of the electrical accessories are turned on, the electrical system will demand
(need):
A. lower alternator output B. Higher alternator output C. A and B D. Neither A nor
B
7. In an alternator, alternating current is converted to direct current by the:
A. stator B. brushes C. rectifier D. regulator.
8. The purpose of the alternator stator is to:
A. change alternating current to direct current B. have voltage induced in its windings.
C. build up a strong magnetic field D. conduct the field current.
9. When the input voltage to a regulator decreases, the alternator output voltage should
normally:
A. increase B. decrease C. Remain the same D. turn ON the charging lamp
indicator.
10. A battery that is overcharged can be due to:
A. loose alternator drive belt B. Defective regulator C. High speed driving. D. high
resistance

2. Unit Two: Test engine electrical system

This unit to provide you the necessary information regarding the following content coverage
and topics:

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  Testing instruments and SST

 Common electrical faults

 Engine electrical systems fault: -

 Charging system
 Ignition System &
 Starting System

This guide will also assist you to attain the learning outcomes stated in the cover page.
Specifically, upon completion of this learning guide, you will be able to:
 Using testing instruments and SST

 Identifying Common electrical faults

 Testing Engine electrical systems faults: -

 Charging system
 Ignition System &
 Starting System

2.2 Common electrical faults

Common electrical problems in cars are varied. While everyone always thinks of the battery
first – and it’s true that the battery is most often the culprit – your electrical system is much
bigger than that. In fact, in newer cars, the electrical system is larger and more complex. This
introduces more ways for something to go wrong.

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 2.2.1 Causes of Electrical Problems

Common Electrical Problems in Cars the reasons

for car electrical problems can be many. Your
vehicle might have a loose electrical connection.
A blown fuse will cause problems. Sometimes,
it’s that one part of th e system is constantly
drawing power, even when the engine is shut off,
and it slowly drains the battery.

Perhaps the most common cause of car electrical Figure 2-1 Electrical Problems

problems is that the battery is failing. Most car batteries only last about five years. Cold
weather can also shorten the life of your battery.

2.2.2 Checking for Electrical System Problems

Many things can indicate you have an electrical problem with your car. Some of the
following signs could be caused by other factors,
but if you find multiple symptoms it’s usually a
pretty solid indication your car has electrical
issues.

Common Electrical Problems in Cars Blown

fuses: When you constantly must replace blown
fuses, this indicates something in the electrical
system is sending too much current through those
Figure 2-2 Blown fuse
fuses.

Dim headlights/taillights/dome lights: If you notice any of the lights on your car are dim as
you’re driving, this can indicate a problem with the electrical system, usually that the
alternator is failing. Ignoring it could leave you stranded somewhere.

Engine struggles to crank: To start, your engine needs electricity flowing to the spark plugs.
Without a strong flow, the engine will struggle to get going, or it might not start at all.

Smell of melting plastic: Never ignore this sign, because it can indicate you have wiring
that’s heating up so much, it’s melting the insulation around it. If not taken care of, this could
result in a car fire, maybe even as you’re driving down the road.

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 Sputtering engine: If the spark plugs aren’t getting enough electrical charge, the fuel won’t
combust fully in the cylinders. Sometimes, the issue might be with only one or two spark
plugs, causing the engine to run rough or sputter.

Lights/horn/radio won’t work: These problems can be caused by something as simple as a

blown fuse, which is easy to fix. If you have multiple electrical systems failing, however, it
might indicate the alternator or another component needs to be replaced.

Many of these common electrical problems in cars are fairly easy to fix. Your local auto
supply store will have replacement fuses and spark plugs. For trickier electrical issues, you
may need to visit a mechanic to get the problem repaired correctly.

2.2.3 Troubleshooting common electrical problems in cars

Common Electrical Problems in Cars Pop the hood and inspect the battery. If the terminals
have any white gunk or other debris on them, clean them thoroughly with a wire brush.
Corrosion can bring your car’s electrical system to its knees. If that isn’t the cause, wiggle the
battery cables to see if they’re loose.

While you have the hood up, inspect the alternator belt. If it’s loose, or you see signs of
cracking or fraying, have it replaced immediately. A bad belt can make even the best of
alternators run poorly.

Another easy potential cause to diagnose is the

spark plugs and wires. Check that the wires are
seated firmly at both ends. Using an extension on
your socket wrench, ensure the spark plugs are
also tightened all the way. When you experience
electrical problems while driving, like your
headlights dimming, that’s usually a sign the
alternator is going out. Figure 2-3 Corroded Terminal post

2.3 Testing Engine electrical systems faults

2.3.1 Starting system

Starting problems can be classified into two broad categories:

 The engine cranks normally but fails to start.

 The cranking speed is too low to start the engine.

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 If the engine cranks normally but fails to start, the defect lies in the engine ignition, fuel, or
compression system. If the cranking speed is too low to start the engine, on the other hand,
the problem usually lies in the starting system though it could also lie in the engine itself. At
extremely low temperatures, for example, a much greater torque is necessary to crank the
engine because of higher oil viscosity.

In troubleshooting, careful observation of the conditions under which the trouble arises will
aid you greatly in accurately locating the source of the problem.

1. Outline Of on-Vehicle Inspection

If it is thought that the cause of the trouble is not in the engine, but in the starting system,
first check to see whether normal voltage is being applied to the starter motor with the starter
motor mounted in the vehicle.

Although the starter circuits used on actual

automobiles vary in configuration from one
model to another, they may be roughly broken
down into two types: those having a starter relay
and those without one. As the diagrams
illustrate, however, in both cases, Terminal 30
always remains connected to the battery while
Terminal 50 is connected only when the ignition
switch is in the START position. The starter
circuit for automatic transmission vehicles also Figure 2-4 Outline Of on-Vehicle Inspection
has a neutral start switch, which prevents the
circuit from closing, thus activating the starter motor, unless the shift lever is in the neutral
(N) or park (P) position.

In the case of vehicles with a clutch start system (manual transmission), a clutch starter relay
and clutch start switch are installed to prevent starting if the clutch pedal is not depressed.

2. Turning the ignition switch to the START position causes the pinion gear to move
outward with a click, but the starter motor remains deactivated or does not speed up.
The problem in this case probably lies in the starter motor, the engine itself, or in the
electrical system up to terminal 30.

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 Figure 2-5 Checking flow chart

a. Check the engine rotational resistance. Check to see if unusually large torque is
required to crank the engine by rotating the crankshaft manually using a box-end
wrench, etc.
b. Measure the battery terminal voltage. When the ignition switch is in the
START position, the terminal voltage should be 9.6 V or higher.
c.If the measured value falls below this level, recharge or replace the battery. Check
for stains or corrosion on the battery terminals as well.
d. Measure the voltage between Terminal 30 of the starter motor and ground.
e.When the ignition switch is in the START position, the voltage should be 8 V or
higher. If the measured value falls below this level, check the starter cable between
the battery and Terminal 30 and repair or replace it if necessary.
f. Before disassembling the starter motor, roughly pinpoint the source of the problem
so that the job may proceed more smoothly. (In this case, the trouble may originate
with poor main switch contact, excessively large electrical resistance between the
brushes and the commutator, slipping of the starter clutch, etc.)

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 3. On-Vehicle Inspection

Make sure to put the shift lever in either the neutral

(N) or the park (P) position when checking an
automatic transmission vehicle.

In the case of vehicles with a clutch start system, check

with the clutch pedal depressed.

Check Battery Terminal Voltage

1. Turn the ignition switch to the START position and
measure the voltage at the battery terminals.
Standard 9.6 V or higher

Replace the battery if the voltage is lower than 9.6 V.

Important:
 If the starter does not operate, or if it turns slowly,
be sure to check first to see whether the battery is
normal or not.
 Even if the measured terminal voltage is at the
normal level, stained or corroded terminals may
cause poor starting due to increased resistance,
leading to a decrease in the voltage when the
ignition switch is turned to START position.
Check Terminal 30 Voltage
1. Turn the ignition switch to the START position
and measure the voltage between starter terminal
30 and the body.

Standard: 8.0 V or higher

2. Check the starter cable and repair or replace it Figure 2-6 On-Vehicle Inspection

if necessary if the voltage is lower than 8.0 V.

IMPORTANT!
Since the location and appearance of Terminal 30 may differ depending on the
type of starter motor, make sure of these by checking the repair manual.

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 Check Terminal 50 Voltage
1. Turn the ignition switch to START and measure
the voltage between starter terminal 50 and the
body.

Standard: 8.0 V or higher

2. If the voltage is lower than 8.0 V, check the

fusible link, ignition switch, neutral start
switch, starter relay clutch starter switch, etc.,
one at a time, referring to the wiring diagram.
Repair or replace any parts which are faulty.
IMPORTANT:
Since the location and appearance of terminal 50 may differ depending on the type
of starter motor, make sure of these by checking the repair manual.

Clutch Starter Relay

If the clutch start system is abnormal, carry out the

following checks and adjustments.

Inspection of Starter Relay

NOTE: The relay is located in the No. 1 junction

block in the left cowl side.

Inspect Relay Continuity

a) Using an ohmmeter, check that there is continuity

between terminals 1 and 3.

b) Check that there is no continuity between

terminals 2 and 4.

If continuity is not as specified, replace the relay.

Inspect Relay Operation
a) Apply battery voltage across terminals 1 and 3.

b) Check that there is continuity between terminals 2

and 4.

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 Starter Motor Tests
 Before beginning to disassemble the starter motor first roughly pinpoint the source of the
problem by the performance test is recommended since it helps speed up the overhaul,
also perform this test after assembly is completed to make sure that the starter motor is
operating correctly.
 The test procedures for the conventional and reduction type starter motors are essentially
the same. This section, therefore, discusses the conventional type only.
 Complete each test as quickly as possible (within approximately 3-5 seconds). Otherwise,
the coil in the starter motor may burnout.
1. Pull-in Test

(a) Disconnect the field coil lead from Terminal C.

(b) Connect the battery to the magnetic switch as

shown. Check that the pinion moves outward.

If the pinion gear does not move outward, check for

damage to the pub-in coil, sticking of the plunger,
and other possible causes.

2. Hold-in Test

With the battery connected as above and with

the pinion out, disconnect the negative lead
from Terminal C. Check that the pinion
remains out. If the pinion gear retracts, check
for damage to the hold-in coil, improper
grounding of the hold-in coil, and other
possible causes.

3. Pinion Return Test

Disconnect the negative lead from the switch body.
Check that the pinion retracts. If the pinion gear
does not immediately retract, check for fatigue of
the return spring, sticking of the plunger, and other
possible causes.

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 4. Check Pinion Clearance (Except Reduction Type)
(a) Connect the battery to the magnetic switch as shown.

(b)Move the pinion gear toward the

armature to remove slack, then measure the
clearance between the pinion end and stop
collar.

Standard clearance: 0.1 - 0.4 mm

(0.004 -- 0.016 in.)
5. No-Load Test
(a) Securely fix the starter motor with a vise, etc.
(b ) Connect the field coil lead to Terminal C. Make sure
the lead is not grounded.
(c) Connect the battery and ammeter to the starter as
shown.
(d) Check that the starter rotates smoothly and steadily,
and that the pinion moves out.
(e) Check that the ammeter reads the specified current.
Specified current: Less than 50 A at 11 V

2.3.2 Ignition system

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 A. Inspection of distrubtor

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 B. Inspection of ignition coil

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 C. Inspection of spark plug

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 2.3.3 Charging System

General alternator testing and precautions:

1. To avoid a possible spark or arc that could cause damage, always disconnect the negative
battery terminal before performing any service on any electrical components.
2. Be careful of the polarity of the battery. Do not connect the battery with poles reversed.
3. Since battery voltage is always applied on B terminal of the alternator, the B terminal must
never be grounded.
4. If battery is charged rapidly using a quick charger, it could be damaged the diodes. Be sure to
disconnect the battery cables when using fast charger.
5. Be careful not to get water on the alternator or other electrical components when washing the
vehicle
6. The engine should never be cranked with the B terminal of the alternator disconnected. This
is because voltage regulation is not occurring at such a time, so the neutral terminal voltage
(the voltage at the N terminal) could raise and burn and burn out the relay coil. If the B
terminal is disconnected, the wire connected to the F terminal (alternator connector) should
always disconnected too.
7. The alternator and regulator should be securely grounded. If they are not securely ground it
could cause overcharge, flickering of the light, oscillating of the ammeter needle, etc.
8. The F and IG terminal should not be connected in the reverse for any reason. If they are
connected in reverse, it could cause the weir harness to burn up.
9. Never disconnect a battery cable when the engine is running. If the engine continued to run,
the alternator could produce 250v when disconnected from the battery and can cause damage
the electrical component that is ON at the time of the procedure. Also, this high voltage could
cause battery damage or battery explosion if the battery cable was reconnected to the battery
with the engine running.
 Inspect drive belt

Visually check the belt for separation of the

adhesive rubber above and below the core,
separation of the ribs from the adhesive rubber,
cracking or separation of the ribs, torn or worn ribs
or cracks in the inner ridges of the ribs.
If necessary, replace the drive belt.

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 b) Check the drive belt tension. If necessary adjust the drive belt tension.
 Check battery terminals, fusible links and fuses
a) Check that the battery terminals are not loosen
or corroded
b) Check the fusible links and fuses for continuity
3) Check battery specific gravity
a) Check the specific gravity of each cells
b) Check the amount of the electrolyte in each cell

If necessary, refill with distilled water

 Visually check alternator wiring and listen for
abnormal noises
a) Check that the wiring is in good condition
b) Check that there are no abnormal noises from the alternator
while the engine is running.

 Inspect charge warning lamp circuit

a) Warm up the engine and then turn it off
b) Turn off all accessories
c) Turn the ignition switch to the ON. Check that
the charge warning lamp is on
d) Start the engine. Check that the light goes out.
If the light does not operate as specified, troubleshoot the charge warning lamp circuit.

6) Check charging circuit without load

a) Connect a voltmeter and ammeter to the charging circuit as

follows:

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  Disconnect the wire from terminal B of the alternator
and connect it to the negative probe of the ammeter.
 Connect the test probe from the positive terminal of
the ammeter to terminal B of the alternator.
 Connect the negative probe of the voltmeter to
ground and positive to the B terminal of the
alternator.
If the voltage reading is not within standard, adjust regulator or replace it.

7) Check the charging circuit with load

a) With engine running at 2000rpm, turn on the high-beam head lights and place the heater fan
control switch to Hi.
b) Check the reading on the ammeter. Standard amperage = more than 30A
If the ammeter reading is less than 30A repair

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3. Unit Three: Perform minor engine electrical system service

This unit to provide you the necessary information regarding the following content coverage
and topics:
 Service technique

 Engine electrical circuit faults

 Post service test

This guide will also assist you to attain the learning outcomes stated in the cover page.
Specifically, upon completion of this learning guide, you will be able to:
 Following Proper service technique

 Repairing engine electrical circuit faults

 Carrying out post service test

 3.1 Applying proper service technique

3.1.1 Electrical System Diagnostics guide

A vehicle’s electrical system is responsible for a whole host of vital functions within a vehicle.
The battery, alternator and electrical wiring system enable a vehicle to turn on and off, supply
power for accessories like lighting systems, car radios, security systems, and more. If you’re
seeking a career as an automotive technician, not only will you be responsible for maintaining
these systems, you’ll also be utilizing your extensive knowledge of vehicle electronics to
diagnose and repair them. Thus, when a customer comes in suspecting an issue with their
vehicle’s electrical system, it’s important to be aware of how to conduct diagnostics on this
system. Below, discover an introductory guide to this process, which you can use throughout
your career as an automotive technician!

A. Obtain Customer Information When Diagnosing Electrical Issues

When it comes to diagnosing electrical system issues, the first step is often the most important
one. Before even looking under the hood, make sure to spend some time speaking to the
customer in order to obtain information about the nature of their complaint, and their
observations related to the problem. Since a customer will be the one with the most experience
driving their vehicle, their input will be invaluable to the process of diagnosing the electrical
system issue. Once you become an automotive worker, make sure to ask them when the problem
occurred, the frequency with which it occurred, the conditions where it occurred, and what
symptoms they observed with their vehicle.

B. Be Aware of These Common Electrical System Issues

After listening to the customer’s description of the problem, it’s helpful to have a few ideas in
mind surrounding the issue the electrical system might be experiencing. Knowing a few common
electrical system issues may help you to get to the root cause faster and make a diagnosis. One of
the most common electrical system issues to look out for is frequently blown fuses, which
indicate an electrical fault or short-circuit within the system.

Another common issue is dimming headlights, which could indicate low voltage within the
system. Low system voltage could be due to a faulty alternator belt, a dying battery, or loose
wires and cables. Battery problems are some of the most prevalent electrical system issues, as a
faulty battery can affect the entire system’s ability to function.

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 C. Perform a Road Test as an Automotive Worker

After identifying a few possible problems, you’ll want to take the vehicle in question for a road
test. Seeing how the vehicle drives will allow you to identify any problems the customer might
have missed, and gain a better understanding of how the electrical system is operating. Those
with auto repair training backgrounds have the skills to spot an electrical issue when they see
one, helping them to run diagnostic tests and come to a solution.

D. Conduct a Visual Inspection of the System

Once the test drive is over, take a closer look at the electrical system. During the visual
inspection, you’ll want to check for loose or corroded battery cables, damaged wires, a worn
alternator belt, and other potentially faulty components. Identifying damage within the system
will help you to determine which circuit could be faulty, as well as the components that are
contributing to the problem.

E. Perform Additional Tests as Needed

By now, you’ve hopefully identified the potential source of the electrical system issue. However,
there are still some additional tests which can be performed if you’re unsure. In order to
determine whether there’s a short in the circuit, you can perform a resistance test with a multi
meter. To test for an open circuit, you can perform a continuity test, in which the battery is
disconnected and the multi meter is used to test for resistance. If a lack of power is suspected
within the system, a voltage test can also be performed.

3.1.2 Repairing engine electrical circuit faults

Modern vehicles have complicated electrical systems. They provide power for basic operations
like starting the engine, operation of spark plugs, lights, wipers, mirrors, power windows and
accessories like the music system. They also power the computers monitoring the control and
operation of the engine and other critical systems. All parts of the electrical system must function
correctly for your car to work normally. Unlike most mechanical issues, electrical problems are
difficult to pinpoint and are best done at a good garage. Get your car checked if you notice any of
the symptoms below.

A. Starting Problems

It’s frustrating when your car refuses to start or you have to make multiple attempts to get the
engine running. A battery problem is the prime suspect. That said, there are other problems that

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 can result in the same symptoms. A bad alternator or starter can also cause starting difficulties.
Even when a discharged battery is the culprit, there are several ways in which it can happen.

Leaving your car parked with the headlights, music system or some other accessory accidentally
turned on is the most common cause of a discharged battery. In this case, all you need to do is to
jumpstart the car and drive it for a while until the battery is sufficiently charged. To do this, you
will need a jumpstart cable and another vehicle to supply the power.

B. Dim Lights When the Engine Is Running

If the headlights or the dashboard lights seem to dim when you are idling or driving at low
speeds, it points to a problem with the voltage regulator or the alternator. It can also be caused by
dying battery that has trouble charging and is overloading the system. If you notice this
symptom, get your car checked and fixed as soon as possible or you may get stranded on the
road.

C. Some Lights or Accessories Are Not Working

If lights or accessories don’t switch on, check for obvious reasons like loose cables or fused
lamps. If that’s not the issue, it could be a blown fuse. You can fix this easily. You will find the
information on replacing fuses in your owner’s manual. Anything beyond this needs to be
checked by a mechanic. It could be a wiring fault within the system.

If a fuse or set of fuses blows frequently, get it checked as soon as possible. You probably have
an intermittent short circuit, a wiring fault or a faulty component that is drawing excess current.

D. Smell of Burning Plastic

Any kind of odd smell in a car is a cause for concern. You cannot always tell what is burning or
how serious the issue is. If you detect a smell of burning plastic, it’s likely that some wires or
insulation of a wire is burning. Normally, wires will not heat to a point where it burns or
damages the insulation. If you notice a burning smell, stop the car and call a mechanic because
there is a risk of fire. The fumes are likely to be toxic. So, open the windows to ventilate the
cabin.

E. Rough Idling Or Sputtering Engine

You will be familiar with the sound of your engine. If you notice any rattling or knocking sounds
while idling, you probably have a spark plug problem. It could just be a spark plug that just

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 needs cleaning or replacement. It could also be an electrical issue. If you suspect electrical
problems, take your car to a good garage.

3.1.3 Repairing engine electrical systems

A. Disassembling and inspection of starter motor

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 B. Disassemble and reassemble Ignition distributor

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 C. Disassembly and Reassembly of Alternator

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 D. Inspection of Alternator

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 4. Unit 4: Cleanup work area and maintain equipment

This unit to provide you the necessary information regarding the following content coverage
and topics:
 Clean work area

 Waste and scrap materials

 Maintain tools and equipment

 Faulty equipment

This guide will also assist you to attain the learning outcomes stated in the cover page.
Specifically, upon completion of this learning guide, you will be able to:
 Cleaning work area

 Reusing waste and scrap materials

 Maintaining tools and equipment

 Tagging and isolate faulty equipment

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 4.1 Cleaning work area

A contact cleaner (also called electrical cleaner, switch cleaner, electrical contact cleaner, and,
specific to automotive repair, battery terminal cleaner) is a solvent cleaner designed to remove
contamination from electrical contacts, the conductive surfaces of connectors, switches and other
electrical and electronics.
Methods of Cleaning Electrical Apparatus. Never attempt to clean electrical power equipment
while it’s energized. Remember to observe all safe work practices and lockout/tag out procedures
prior to cleaning. Personnel should be properly qualified before cleaning electrical equipment.
Keeping electrical equipment clean is an important part of any electrical preventive maintenance
program, but using the wrong cleaning methods could be costly.
Determine the cleaning method by observing the type of contamination to be removed and the
time allowed until the equipment needs to be returned to service.
Sufficient dry time is required when using liquid solvents or water to clean electrical equipment.
Insulation should be tested to determine whether it has been properly reconditioned before re-
energizing equipment.
Methods of Cleaning Electrical System
1. Rags and Brushes
Wiping off dirt with a clean, dry, lint-free cloth or soft brush is usually satisfactory if the
apparatus is small, the surfaces to be cleaned are accessible, and only dry dirt is to be removed.
Don't use waste rags when cleaning electrical equipment because lint will adhere to the
insulation, acting as a further dirt-collecting agent, which can cause tracking. Cloth rags should
be clean and free of oil, grease, and metallic deposits.
Use care to avoid damage to delicate parts. Rags can easily catch on edges other and sharp
objects, which could damage small plastic or moving parts.
2. Liquid Solvents and Water
Accumulated dirt, oil, or grease might require a solvent to be removed. A rag barely moistened
(not wet) with a nonflammable solvent can be used for wiping. Solvents used for cleaning of
electrical equipment should be selected carefully to ensure compatibility with materials being
cleaned. Accumulated dirt, oil, or grease might require a solvent to remove it.
3. Vacuum Cleaning

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 Loose dust, dirt, and particles can be removed using a vacuum-type cleaner with non-metallic
attachments and hoses. Blowing equipment out with compressed air is likely to spread
contamination and damage insulation.
4. Sweeping and Moping
If the sweeping of a substation room is required, use a sweeping compound to limit the amount
of dirt and dust becoming airborne. When mopping, keep the mop bucket as far as practical from
the switchgear to prevent damage from spillage.
4.2 Reusing waste and scrap materials

The idea of being wasteful makes many people uncomfortable. Yet most of us continue to waste
because we can't think of anything better to do with last year's phone book, draperies that are too
short, or a closet door that was scratched by a favorite pet. We are conditioned to think of things
that are old, empty, worn, broken, ugly, or marred as useless, so we throw them away without
much thought about the consequences. Most Americans buy far more than they can use
effectively, as evidenced by bulging attics and garages.
Carry a reusable tote bag or take bags to the store when you go shopping. There are attractive
nylon mesh bags available that can be stored easily in the glove compartment of your car.
Durable canvas bags, which take very little space to tuck away when not in use, can also be used.
4.3 Maintaining tools and equipment

Tools and equipment require proper care and maintenance, not only for longevity but also to
remain useful and safe for the task at hand. Here are some care and maintenance practices for
tools and equipment.

A. Proper storage

Proper storage entails shielding tools from harsh weather conditions, damage and theft. It is
particularly crucial for metallic tools to be kept away from moisture to avoid rusting.

Having a cabinet where these tools and equipment are stored will be vital to ensuring a secure
storage area. Also, greasing, lubricating or oiling metallic tools and equipment is essential to
prevent rust from forming while keeping the tools in the best condition for future tasks.

B. Using tools and equipment for their right task

Using a tool for the task it is intended helps to keep it in its best shape. This reduces unnecessary
damage and protects the user. It is also important to check whether the tools are in the right
condition before using them.
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 C. Cleaning after use

Storing dirty tools without cleaning them can cause them to deteriorate. Routine cleaning reduces
the chances of rust and can reduce the rate of wear and tear.
D. Inspect tools regularly

Regular inspection of tools is beneficial since it provides an opportunity to see if tools may need
repair or replacing. Inspections can help to prevent a situation where a last minute trip to the
store to purchase a new tool or spare parts delays a project.
E. Read and follow manuals

The manuals that come with equipment, especially power tools, have important and useful
guidelines. They instruct and advise on the best way to keep equipment in optimal condition.

4.4 Tagging and isolate faulty equipment

The Workplace Manager and/or Management OHS Nominee is responsible for ensuring
equipment identified as being unsafe or requiring maintenance work, is switched off and
disconnected from any source.
If an employee operating or inspecting equipment identifies any equipment that is unsafe or in
need of maintenance or repair, they are to take corrective steps, as above and notify the
Workplace Manager and/or Management OHS Nominee. Unsafe electrical equipment must be
isolated from energy sources, for example by using some of the following methods:

 Removal of fuses
 Isolation of the motor
 Isolation of the control panel
 complete removal of power cable/plug from equipment
 locking out the power supply

For equipment that has been isolated, a tag indicating that the item is “Out of Service” should
then be placed onto all on/off switches and power leads. The “Out of Service” tag must be left on
faulty items until the fault has been rectified or the tag is replaced with a ‘Danger – Do Not
Operate’ tag and/or lock by a contractor or other person authorized to rectify the fault. The tag is
to indicate the reason for the equipment being isolated, who the tag was completed by and the

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 date it was completed. The workplace should have ‘Out of Service’ and ‘Danger Do Not
Operate’ tags available in an accessible location, when required.

Self-check
Answer the following answer

1. What is electrical cleaning?

2. What is isolation?
3. Why is it important to maintain equipment and tools?
4. What are the steps for isolation?
5. What are the 10 ways of maintaining tools and equipment?

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 Reference

 Recommended Practice for Electrical Equipment Maintenance

 Auto motive mechanics William H.Crouse 10th edition
 Light & heavy vehicle technology Fourth Edition
 Automotive technology A Systems Approach 7th ed. Jack Erjavec Rob Thompson

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 Participants of this Module (training material) preparation

No Name Qualification (Level) Field of Study Organization/ Mobile number E-mail

Institution
1. Abdu Fentaw MSc. Automotive W/r Shieen 0949-824862 abduf401@gmail.com
Technology PTC
A-Level
2. Amanuel Abdeta MSc. Automotive Ambo PTC 0911-799468 amanuelloko@gmail.com
Technology
A-Level
3. Biruk Tilahun BSc. Automotive Wingate PTC 0913-789176 biruktilahun1@gmail.com
Technology
B-Level
4. Echu Mekonen MSc. Automotive Burie PTC 0912-809056 echuhaset1@gmail.com
Technology
A-Level