OWNER’S MANUAL
Model: PST-1000
Carbon Pile Charging System Analyzer
For 6 and 12 Volt Batteries
ELECTRIC CORPORATION
MT. PROSPECT, IL 60056
Send Warranty Product Repairs To:
Customer Returns
P.O. Box 280
1025 E. Thompson Avenue
Hoopeston, IL 60942-0280
Questions? Call Customer Service
1-800-621-5485
00-99-000443/1004
EXTERNAL VOLTS LEADS (1 mg ohms)
ANALYZER HOOK UP
These leads may be used for measuring any DC voltage on a
vehicle when the test selector switch is placed in External posi-
tion. The voltmeter circuit is isolated and has an automatic polar-
ity indication. Typical applications are for measuring load volt-
ages and cable connection voltage drops.
All of the test procedures of a vehicle’s equipment presume that
the battery will perform well enough. The battery test should
always be completed before performing other diagnostic
tests.
General specifications given in this manual are for 6–12 volts
systems and give satisfactory performance references for most
vehicles. However, there are some vehicles which will require
the actual vehicle manufacturer’s service specification values for
more accurate test conclusions.
AMPS DISPLAY
The display shows the amperage sensed by the Amp Probe. The
readout is in 1 amp steps and has a working range up to 1999
Amps.
When hooking up the analyzer, always do the following steps:
AMP PROBE LEAD AND ZERO KNOB
1. Be sure the load knob is turned to OFF before connecting
the analyzer cables to the battery. Take note of the safety
precautions on the front page of this manual.
The inductive Amp Probe senses current in a wire without having
to disturb any connections. Place the wire through the opening
and check that the probe jaws close fully. The + - sign on the
probe indicates the direction of conventional currents, which will
give a positive display reading. Reversed currents will show a
minus sign. For example, if the probe is on a negative ground
alternator output wire with the + sign towards the alternator, the
reading will be positive. Switch to 1000A position and use the
zero auto adjust knob (on probe top) to cancel offset before probe
hookup.
2. Connect the analyzer Battery Clamps to the battery terminals;
Red to positive (+), Black to negative (-) They may be reversed
to get a minus volts reading. The clamp jaw from each cable
must have a solid connection to the battery terminal to assure
good voltage measurements and to prevent arching during
adapter attachment or high current load testing.
3. Set the volts (source) selector to Battery Volts. The analyzer
will show the battery voltage. The display will work from 4.0
to 16.0 volts so that 6 to 12 volt batteries can be tested.
Note: The probe works by sensing magnetism around a wire. To
avoid errors keep it away from the back of the alternator and
other strong magnets. Probe uses a 9 volt battery inside of the
back.
4. With the Amps Probe jaws closed and not around any wires,
switch to the “1000A” position and push the Zero Amps Knob
until the Amps Display reads “000”.
DIODE/STATOR LAMP
This lamp will be on steady when there is alternator output of at
least 20 amps and excessive “ripple” is detected in the battery
cable. Ignore momentary flashes. Alternator output with ripple
current are usually caused by a bad diode or stator winding.
NOTE
This manual assumes that Negative Ground battery systems
are being tested since Positive Ground batteries exist only
on antique or unusual vehicles. This affects the circuit
troubleshooting procedures.
LOAD CONTROL KNOB
This load is suitable for 6 to 24 volt automotive battery systems.
The Load control knob is used to adjust the battery test current.
The load is a carbon pile capable of drawing 1000 Amps. Draws
of over 100 amps must be limited to 15 seconds with a minimum
of 60 seconds off between tests to avoid heat buildup. The fan
will come on when the test load reaches 50 amps and will remain
on until the temperature drops below 60°C. If the fan air feels
warm, allow it to run after testing to reduce the damaging effects
of high temperatures.
BATTERY CAUTION
1. Always wear safety glasses when working around batteries.
2. Do not break live circuits at the battery terminals.
3. Avoid accidentally shorting the insulated battery terminal to
any ground metal. Never put a wrench on a live battery
terminal. Severe burns may result. Always disconnect the
battery chassis ground cable first.
AVOID DANGEROUS SPARKS
Always turn the Load Knob “OFF” before connecting or mov-
ing the battery clamps.
BATTERY TESTING
The battery test has three steps:
I. Visual Inspection
II. State of Charge Check
III. Load Test
LOAD-ON LAMP
When the lamp is lighted, the carbon pile is drawing at last 50
amps from the battery and it is a reminder to turn off the load
when the test is complete or before changing battery connec-
tions.
A battery must be tested with a load to determine its ability to
perform. Specific gravity or open circle voltage tests do not com-
pletely gauge a battery’s performance.
Note: The Load-On lamp will not be bright enough to see during
6V battery tests.
Sealed batteries can be tested like open vent batteries except for
the specific gravity test.
TIMER BEEPER AND TIME OUT LAMP
VISUAL INSPECTION
1. Corroded or damaged cable connectors.
When the Load-On lamp begins lighting, an internal timer waits
15 seconds and then begins sounding an audible beep and the
“Time-Out” lamp illuminates. Both are reminders to turn off the
load before removing or moving the battery cable clamps from
the battery.
2. Loose or damaged battery posts.
3. Damaged battery cases which allow the loss of electrolyte.
4. The battery fluid must completely cover the cell plates in all
cells. If water is added to the battery before specific gravity
3
readings are taken, the battery should be charged five minutes
to stimulate mixing. (Refer to battery manufacturer’s
instructions regarding removal of vent caps while charging
battery).
Ratings can be found on the battery, in the vehicle manual or in a
replacement battery application guide. In the battery performance
load test, the rated amperage is drawn from the battery for 15
seconds while watching the battery voltage. At 70°F and higher,
a good battery will maintain an output of 9.6 volts or more during
the load testing period (4.8 volts for 6 volt battery). When a bat-
tery is cooler than 70°F, the output voltage requirement is re-
duced to give equivalent test conclusions per the following
(Table 2):
ELECTROLYTE CAUTION
Battery electrolyte is SULFURIC ACID. It can eat holes in
clothes and skin. Flush spills with water.
STATE OF CHARGE CHECK
By Specific Gravity (open vent battery only)
Table 2
ELECTROLYTE TEMP
MINIMUM
LOADED VOLTS
–°F–
70
60
50
40
30
20
10
0
–°C–
21
16
10
4
Sample, measure and return the electrolyte from each cell with a
hydrometer.
9.6
9.5
9.4
9.3
9.1
8.9
.7
1. The specific gravity should be at least 1.230 in all cells. If
not, charge the battery. If charging the battery does not bring
the specific gravity up to 1.230, then the battery should be
replaced.
-1
2. The specific gravity readings should not vary more than 50
points (.050) between all cells. If the difference is greater,
replace the battery.
-7
-12
-18
8.5
By Open Circuit Voltage (any lead-acid battery)
Measure the open circuit (no load) stabilized voltage. A stabilized
battery has no “surface charge”, which means that the electro-
lyte has had a chance to remix and shed gas bubbles after cur-
rent flow has stopped.
NOTE: DIVIDE MINIMUM TEST VOLTAGE IN HALF FOR 6 VOLT
BATTERIES.
LOAD TEST CAUTION
If the amperes display goes out while loading a battery, the
voltage has fallen below 4.0 volts. TURN THE LOAD OFF IM-
MEDIATELY.
Open Circuit Volts
% of Charge
12.6
100
12.4
75
12.2
50
12.0
25
If the measured voltage is less than 12.4 volts, first recharge the
battery. With a low % of charge, performance will be reduced
and any load test results may be invalid.
The battery could become overheated. If a battery smokes
while being loaded, immediately discontinue using it. It is
not safe.
LOAD TEST
A battery must have the capability to crank an engine while main-
taining enough voltage to power the ignition. To give consistent
results, these tests require that a battery be at least 75% charged
and must not have been heavily used within the last 10 minutes.
Zero Amp Meter. Then Place AMP PROBE around either ana-
lyzer cable.
The standard battery performance test is based on battery rat-
ings provided by the manufacturer. If the test load amperage is
known, use it, otherwise use one of the following:
1. Cold Cranking Amperes at 0°F. (CCA) - When using CCA,
divide the given value by 2 to obtain the load. FOR example,
1000 CCA divided by 2 equals a 500 amperes test load.
BLACK
RED
2. Ampere Hour Rating (Ah) - If only the Ampere Hour rating is
known, multiply the value by 3 to obtain the load. For example,
a 200 Ah battery times 3 equals a 600 amperes load.
BATTERY
3. BATTERY WATTS - When only the battery rating in watts is
known then use Table 1 (below) as a guide to determine
what battery load or cranking amps would be normal. FOR
EXAMPLE: A battery load or cranking amps for a battery
rated at 2400 watts would be 125 to 200 amps.
CHASSIS
Figure 1
Connection for LOAD TEST
TABLE 1
1. Have the Load knob turned to “OFF” before connecting.
Battery Load or
Cranking Amp
Rating
2. Connect analyzer Battery Clamps to battery terminals, Red
to POS (+), Black to NEG (-) the cables can be reverse.
Wiggle clamps to be sure that the clamp jaws make good
contact with battery terminals.
Engine
Size
Cubic
Inches
Cubic
Centimeters
Watt
Small
Medium
Large
100 to 200
200 to 350
350 to 500
1600 to 2400
2400 to 5600
5600 to 8000
100-150Amps 1200 to 1800
125-200Amps 1500 to 2400
175-300Amps 2100 to 3600
3. Set the Volts Selector to “Battery Volts”. The analyzer should
show battery voltage over 12.4V. (6.2V)
4
4. Switch Amps probe to 1000A position, Adjust Amp Meter to
read zero using the Zero Amps knob. Be sure the Amp Probe
jaws are clean and fully closed. (If Amps probe battery is
low, replace it with new one first.)
Corroded or loose terminals, broken switches and damaged
cables will cause voltage losses. Voltage drops (losses) are mea-
sured by connecting a voltmeter across the circuit parts and then
reading the voltage while the circuit is operated.
5. Place the Amp Probe around either analyzer Battery Cable.
For all of these tests, the analyzer battery clamps must be
connected to the vehicle battery to power the voltmeter and
ammeter.
6. Determine the battery load test amperes from the battery
test specification, CCA, or Ah ratings.
7. Turn the Load Control Knob clockwise until the amps reading
gradually reaches the required load. While the load is being
applied, watch the battery voltage. After 15 seconds at the
test amperage, or if the voltage goes below the minimum
value, (Table 2) turn the load off.
KEY SWITCH
TRANSMISSION
SAFETY
SWITCH
BLACK
RED
NOTE: The Time out lamp will light and the beeper will sound
after 15 seconds of the load testing.
STARTER
+
-
8. Test Conclusion : If the battery voltage went below the
minimum voltage from the table during the test the battery is
either discharged or defective. Recharge and test again if
test results are marginal.
BATTERY
CHASSIS
SOLENOID RELAY
Note: MAINTENANCE FREEAND SEALED BATTERIES-can
be tested like any other ordinary battery except for the specific
gravity test. They have a sealed cover and carry a lifetime
supply of electrolyte. One type has the negative and positive
terminals on the top and another has them on the side. The
side terminal type have threaded terminal connections which
are sealed against corrosion where the cables are attached.
Figure 2
Connections For STARTER TEST
DIAGNOSTIC TEST PROCEDURE
1. Engine should be at normal operating temperature.
2. Hook-up the analyzer as described in the general instructions.
This includes having the load “OFF”, the Battery Clamps
connected to the battery, the Battery Volts checked and Amps
(reading) zeroed.
Freedom batteries may be charged or tested on-the-vehicle
using the existing terminals. However, when the battery is
out-of-the-vehicle, adapters for the side terminal models are
required.
3. Perform starter test only with a good battery. Confirm the
condition of the battery by first conducting the Battery Load
Test Procedure as detailed earlier.
Freedom batteries have an indicator built into the battery
cover. The color of this indicator verifies the gravity condition
of the battery.
4. Make sure all lights and accessories are off and vehicle doors
are closed.
EXAMPLE: Top side of battery:
•
If the green ball is visible, the battery is charged.
5. Place the Amp Probe around either of the engines battery
cables.
•
If the indicator is dark and the green ball is not visible,
the battery is partially discharged
6. Set the Volts Selector to Battery Volts.
•
If the indicator is light yellow, the battery is low on fluid
and near the end of its useful life. DO NOT ATTEMPT
RECHARGING OR TESTING IF THE INDICATOR IS
YELLOW.
7. Disable the ignition by either disconnecting its power,
unplugging the coil primary, or grounding the coil secondary
wire.
8. Crank engine for 15 seconds (with ignition key and note the
cranking amperage reading. Also, watch to see that the
battery voltage stays above 9.6V. If a repeat of this test is
required, allow the starter motor several minutes to cool
before retesting.
STARTER CRANKING TESTS
When testing the starting system, first test for battery performance.
With a known good battery, the starter motor, cables and starter
solenoid can be checked by doing the Diagnostic Test Proce-
dure.
TYPICAL STARTER CRANKING DRAW
ENGINE SIZE
The test procedure consists of cranking the engine for 15 sec-
onds while watching the starter draw amperage and the battery
voltage. Starter amps should not exceed the maximum specified
for the vehicle being tested, and the cranking RPM should be
satisfactory. Causes for engines failing the Starter Cranking Test
can be determined by using the following troubleshooting test
procedures. These tests pinpoint high resistance cable connec-
tions to the solenoid, switches and starter. High resistance can
cause slow cranking.
Cubic Inches
Liters
Amperes
100 to 200
1.6 to 3.2
100 to 200
200 to 350
350 to 500
3.2 to 5.6
5.6 to 8.0
125 to 250
150 to 300
NOTE: Higher starter amps may be encountered if engine tem-
peratures are extremely hot or cold.
The starting system’s main electrical circuit is from the battery
POS (+) post, to a starter solenoid relay, to the starter motor, to
frame ground and back to the battery NEG (-) ground post. The
solenoid is controlled by the ignition switch and usually has a
transmission safety switch.
9. Test Conclusion: The system is good if the cranking speed
is satisfactory and the battery voltage stayed above 9.6 volts
If cranking speed was slow, use the following chart.
5
VOLTAGE
AMPS
LIKELY CAUSE
Below 9.6
High
Bad starter or a very hot or
cold engine
Below 9.6
Above 9.6
Low
Low
Bad Battery or Loose Battery
Terminals
Bad Connections at Starter or
Solenoid
RED
INSULATED-POS CIRCUIT TEST
1. Set the Volts Selector to “External” ( 199.9V. scale)
STARTER
BLACK
NEG
-
+
2. Connect Volt test leads as shows in the following (Figure 3).
Clip from battery POS (+) post to the input terminal on the
starter motor.
BATTERY
CHASSIS
Figure 4
Connection For GROUND-NEG CIRCUIT TEST
3. With ignition disabled, crank engine and watch voltmeter to
see that reading is not too high.
4. Test Conclusion: A good circuit will typically have less than
0.2 volt drop. If okay, go to Solenoid Control Switch Test, but
if not, isolate the cause of excess voltage drop by testing
across each circuit part.
BLACK
STARTER
SOLENOID CONTROL SWITCH TEST
1. Selection External 199.9V display
POS +
-
2. Connect Volts test leads to both solenoid switch terminals.
Battery voltage should be seen at this time
BATTERY
CHASSIS
SOLENOID RELAY
3. Disable the ignition so the vehicle will not start.
4. Turn the key switch to crank the engine while reading the
voltage
Figure 3
Connections For INSULATED-POS CIRCUIT TEST
5. Test Conclusion : Less than 0.5 volt drop indicates good
connections. If the voltage drop is higher, measure the
voltage across the switches and wires along the circuit
to further isolate.
1. Disable ignition (as described earlier) to prevent engine from
starting during test.
2. Operate starter and read voltmeter while cranking.
3. Test Conclusion: Good circuits drop less than 0.4 volt on a
6 volt system and less than 0.5 volt on 12 volt systems. If
okay, go to the Ground Circuit Test. If an excessive voltage
drop is detected, further isolate the problem by retesting
across the individual circuit components.
KEY SWITCH
TRANSMISSION
SAFETY
SWITCH
12 VOLT CRANKING CIRCUIT
TYPICAL VOLTAGE DROP MAXIMUMS
Each Cable
Each connection
Solenoid Switch
0.2 volt
0.1 volt
0.3 volt
STARTER
BATTERY
CHASSIS
GROUND-NEG CIRCUIT TEST
SOLENOID RELAY
Trouble can be caused by a poor ground connection, a loosed
starter motor mounting bolt, a bad battery terminal post connec-
tor, or a damaged cable from battery to engine block.
Figure 5
Connection For SOLENOID CONTROL SWITCH TEST
1. Select External Volts ( 199.9V display)
2. Connect Volt test leads to battery NEG (-) post and starter
motor case. Scratch through paint with clip if necessary for
good connection.
6
ALTERNATOR SYSTEM TESTS
E. BATTERY GOES ABOVE 16V.
The following test procedures will determine if there is a problem
in the diode stator, voltage regulator, electrical load requirements,
or in the alternator amperage output. The tests can pinpoint prob-
lems to the wires and connection between the charging output
terminal, the regulator, the field, and the battery.
Regulator not working; field current always on full. If external
regulator, look for a wiring harness short or a bad regulator
ground connection. See REGULATOR GROUND TEST
F. DO AN AMPERAGE OUTPUT TEST
G. DO A LOAD REQUIREMENT TEST
END PROCEDURE
Always compare test results with manufacturer’s specifications
before coming to conclusions regarding the performance or effi-
ciency of charging systems and their components. Look up the
engine’s alternator rating in a service manual. Check the alterna-
tor case for the output amperage rating. Be aware that
remanufactured alternators might not be marked correctly.
AMPERAGE OUTPUT TEST
The key to this test is to run the engine at an adequate speed,
and then load the alternator output to just below the regulated
voltage level so that the regulator applies maximum field current.
An alternator may have output amps nearly to specification even
though it has an open circuit diode. An open diode can overload
the remaining good ones leading to their eventual failure. To avoid
the possibility of overlooking this type of defect, the Analyzer in-
cludes a Diode/Stator indicator which senses missing volt cycles
(called ripple) when at least 20 output amps are being measured.
1. Hook up theAnalyzer as described in the general instructions.
This includes having the Load OFF, the Battery Clamps
connected to the battery and the Amp Meter zeroed. The
battery should also have been verified to be good.
The lamp will come on bright and steady when it senses exces-
sive ripple. Disregard momentary flashes and the normal faint
glow of the lamp.
ALTERNATOR
OUT
FIELD
TERMINAL CAUTION
Never put a wrench on a live battery wire terminal. Burns
may result. Disconnect the battery ground cable first.
REGULATOR
DIAGNOSTIC TEST PROCEDURE
If a cause for charging failure is found, correct it, and then con-
BATTERY
SOLENOID
CHASSIS
RELAY
tinue this sequence to confirm system performance.
Figure 6
A. IF BATTERY HAS LOW CHARGE:
(If okay skip to B.) Always perform battery tests with ignition
switch in “OFF” position.
Connection For AMPERAGE OUTPUT TEST
1. Place the Amp Probe around the alternator output wire. Try
to position the probe away from strong magnetism near the
back (shaft) end of the alternator to avoid measurement error.
Check battery post connections. Check alternator drive belt,
and wire connections.
2. Display Battery Volts on the Analyzer.
Test battery: If OK, Perform AMPERAGE OUTPUT TEST.
If OK, Check for excess (ignition switch OFF) battery drain.
3. Start and run the engine at about 2000 RPM.
4. Turn the Load ON and increase until the battery voltage
decreases to be between 12.5 to 13.5 volts while reading the
output amperage.
B. RUN ENGINE WITH ACCESSORIES OFF:
Measure battery volts and observe car’s Charge Indicator
lamp. First test with engine stopped and ignition in the “RUN”
position, then start engine and observe at 1500 to 2000 rpm.
5. Turn Load OFF and reduce RPM.
6. Test Conclusion
C. BATTERY IS NEVER ABOVE 13V AND CHARGE LAMP IS
ALWAYS ON; (If not; skip to D.)
a. If the Diode/Stator lamp stayed on during the output test,
replace the alternator.
Disconnect charge lamp wire at regulator.
b. If the amperage abruptly decreased during the test, check
for a loose belt.
(This may be in a connector with several wires.), (on Chrysler
cars check the field winding continuity.)
c. If output was less than 90% of rating, go to the Output
Resistance Tests.
Then with engine stopped and ignition switch in RUN” position
If lamp stays on; look for a short to ground on the
disconnected wire.
OUTPUT RESISTANCE TESTS
These tests are appropriate if the Charging Output Amperage is
too low.
If lamp stays off; Check alternator field circuit for a short
circuit, and check regulator for defect.
Circuit voltage drop measurements are made to determine if high
resistance is limiting the system’s amperage. The connections to
test are:
D. BATTERY IS NEVER ABOVE 13V AND CHARGE LAMP
NEVER LIGHTS; (If not; skip to E.)
Check instrument panel fuse.
a. Charging output terminal to the battery POS (+) post.
b. Alternator housing to the grounded battery NEG (-) post.
Check field winding resistance to be between 2 and 10 ohms.
Brushes or winding may be open. Turn rotor while measuring.
Consult wiring diagram for car’s instrument panel to verify
that charge lamp circuit is good.
7
Causes of high voltage drops can be from LOOSE OR COR-
RODED CONNECTIONS at the output terminal of the alternator,
the car’s ammeter, battery terminal connection on the starter so-
lenoid, battery cable connections, faulty wiring from alternator to
regulator, to ammeter, to starter solenoid, or between the alter-
nator and the engine.
REGULATOR GROUND TEST
Perform this test if the charging voltage is too high or varies more
than 0.2V with steady RPM and electrical loading.
1. Set Voltmeter to External 199.9V
2. As shown below in Figure 9, connect the External Volt Leads
from the voltage regulator case ground to the alternator case.
Hook up theAnalyzer as for all of the tests, with the Battery Clamps
on the battery terminals.
ALTERNATOR
CASE
1. Set Volts Selector to external 199.9V.
2. Run engine at about 1500 RPM
3. Turn blower motor and headlights to high.
4. Measure Insulated Circuit voltage drop by connecting
voltmeter from battery POS post to the alternator output
terminal. See Figure 7. Over 0.5V shows bad connections.
CASE
REGULATOR
ALTERNATOR
OUTPUT
BATTERY
SOLENOID
CHASSIS
RELAY
Figure 9
3. Run the engine at idle, but first momentarily boost it to 2000
Rpm to be sure the regulator has “cut in”.
4. Test Conclusion : The voltage reading should be less than
0.1 volt. If not, look for loose bolts, a damaged ground strap
or corrosion.
POS
BATTERY
Figure 7
EXTERNAL REGULATOR CAUTION
Always disconnect the regulator before checking alternator
output with full field jumpers. Always disconnect the con-
nector plug from the regulator before removing the regula-
tor mounting screws. Removing the connection from an
ungrounded regulator with the ignition switch on may de-
stroy the regulator. Be sure to disconnect electric choke wire
from stator terminal of alternator when diagnosing charging
system.
5. Measure Ground Circuit voltage drop by connecting voltmeter
from battery NEG post to the alternator case. Over 0.2V
shows bad connections. See Figure 8.
ALTERNAOR
CASE
Check electric choke wire for a bad ground condition.
LOAD REQUIREMENT TEST
This test indicates if the charging output is enough to supply the
vehicle accessory load requirement.
NEG
BATTERY
SOLENOID
1. While running the car, turn on all lights, air conditioning, fan,
wipers, sound system, and any other accessories that will
run continuously.
CHASSIS
RELAY
Figure 8
2. Operate the engine about 2000 RPM. The Battery Volts
readout must be greater than the battery voltage at rest to
show that all the current is being supplied by the charging
output (over 13.0V is good).
6. Test conclusion : If the circuit resistance voltage drops are
high, repair the bad connections.
Typical ratings for total circuit voltage drops at full output
current:
3. If low, switch off extra loads one at a time to determine the
output shortage.
General Motor
Chrysle
0.7V
0.9V
FULL FIELDING AMPERAGE TEST
This test disconnects the voltage regulator and applies alternator
full field current directly to the battery, to see if the alternator
windings and diodes are okay. External and internal regulator
units can be tested as follows:
Ford Motors
Ford Motors
0.4V with lamp
0.8V w/ammeter
If the voltage drops are not the problem, go to the Regulator
Ground Test.
DO NOT GUESS ABOUT TERMINALS. WRONG CONNEC-
TIONS MAY RUIN AN ALTERNATOR.
8
CIRCUIT ARRANGEMENTS
ALTERNATOR
Most 24 volt circuits utilize combinations of 12 volts batteries to
provide 24 volts to the starter motor, controls and accessories. A
CHASSIS battery (or bank of batteries) is used for the engine’s
12 volt circuits, and a CRANKING battery (or bank of batteries)
is added to the circuit to provide 24 volts to the starter motor.
OUT
FIELD
JUMPER
Occasionally you may encounter banks of six volt batteries, or
even a single 24 volt battery. Six volt batteries may be Load tested
individually or in pairs, if wired in series. NEVER attempt to Load
test a 24 volt battery with the PST-1000.
DISCONNECT
REGULATOR
B
A
RED
-
+
BLACK
BATTERY
The two most common charging/starting arrangements are the
TRANSFORMER-RECTIFIER, used on most newer engines, and
the SERIES-PARALLEL switch.
SOLENOID
RELAY
CHASSIS
Always refer to the engine manufacturer’s instructions prior to
conducting any tests, as some engines may have components
and circuit arrangements that are not included in these examples.
Figure 10
STEPS FOR EXTERNAL REGULATOR (TYPE) ALTERNA-
TOR
1. Make connections according to figure 10 above.
TRANSFORMER RECTIFIER
In a TRANSFORMER-RECTIFIER circuit, the CRANKING bat-
tery is always wired in series with the CHASSIS battery. The
TRANSFORMER-RECTIFIER alternator provides two separate
voltage outputs. A high current 12 volt output charges the CHAS-
SIS battery, and a low current 24 volt output charges the CRANK-
ING battery. The TRANSFORMER-RECTIFIER regulates the
charging voltage to both batteries automatically.
2. With ignition key OFF, unplug regulator or disconnect field
wire.
3. Measure voltage at alternator field terminal. If at battery volts,
jumper the field terminal to the alternator case. If no volts,
jumper to the alternator output terminal. If there is no spark
when making this connection the field circuit is broken.
Continue to step 4.
SERIES PARALLEL SWITCH
While charging, the CHASSIS battery and CRANKING battery
are switched in parallel. During cranking, the SERIES-PARAL-
LEL switch connects the CRANKING battery in series with the
CHASSIS battery, providing 24 volts to the starter motor.
STEPS FOR INTERNAL REGULATOR (TYPE) ALTERNATOR
1. Make connections according to figure 10 (above).
2. This test can only be done if the alternator has a terminal for
full fielding. Be sure to have specific knowledge of the
alternator’s terminals. Grounding the wrong point can
damage some alternators or burn up jumpers. A 10 amp
(inline) fused jumper can help minimize accidental damage.
The following procedures and diagrams apply to circuits with a
negative ground, a CHASSIS battery, a CRANKING battery, and
either a TRANSFORMER-RECTIFIER alternator or a SERIES-
PARALLEL switch.
3. Apply, or prepare to apply the field excitation when the engine
is at idle. Get a helper if necessary.
BATTERY LOAD TEST
Batteries wired in series may be Load tested without disconnect-
ing cables. Those wired in parallel MUST be disconnected prior
to Load testing. Failure to do so will result in loading more than
one battery at a time and will yield inaccurate results. Perform
Load tests described earlier in the PST-1000 manual.
Continued from step 3
4. Start the engine and slowly bring RPM to 2000. Keep battery
voltage between 12.5V and 13.5V by applying loading from
the analyzer.
Never let the voltage exceed 16 volts.
5. Remember the amps reading, and return to idle.
6. Shut off the engine, the battery load, and the alternator field.
7. Test Conclusion
CAUTION
Always be sure that the Load is OFF before connecting the
analyzer’s Load cables to a battery.
To prevent damage to the SERIES-PARALLEL switch by high
current flow, batteries must be disconnected from the cir-
cuit prior to Load testing.
a. If output was less than 90% of rating, go back to the
Output Resistance Test.
b. Otherwise if the output is okay, the problem must be in
the regulator or its wiring.
STARTER DRAW TEST
This test measures the amount of current drawn by the starter
motor during cranking. The procedures apply to both TRANS-
FORMER-RECTIFIER and SERIES-PARALLEL circuits. To pre-
vent the engine from starting, disable the ignition or fuel supply,
as recommended by the engine’s manufacturer.
CAPABILITIES FOR 24V SYSTEM
The PST-1000 is capable of performing Battery Load tests, Starter
Draw tests, and Alternator Current Output tests on 24 volt electri-
cal circuit.
TEST PROCEDURES
CAUTION
1. Connect the analyzer’s Load cables across any 12 volt
battery.
Working with batteries can be hazardous! Please read the
SAFETY PRECAUTIONS on the front page of the PST-1000
manual.
2. Make sure all lights and accessories are off and vehicle doors
are closed
9
3. Place the Amp Probe around the starter cable.
ALTERNATOR OUTPUT CURRENT TEST
4. Connect the external volts positive lead to the positive terminal
of the starter.
TRANSFORMER RECTIFIER
There are two separate output wires. A 12 volt, high current out-
put feeding the CHASSIS battery and a 24 volt, low current out-
put, feeding the CRANKING battery. (See diagram below).
5. Connect the external volts negative lead to the starter ground.
6. Set the Volts Selector to External Volts 199.9 volt range.
TEST PROCEDURE
+ 24V
12 Volt Output
1. Connect the Analyzer’s load cables across the CHASSIS
battery.
+
CRANKING
BATTERY
S
MAG
-
TR
SW
STARTER
2. Place the Amp Probe around the 12 volt output wire.
+ 12V
ALT
+ 24V
+
CHASSIS
BATTERY
+
CRANKING
BATTERY
-
S
MAG
-
TR
SW
STARTER
12V LOADS
+ 12V
ALT
+
CHASSIS
BATTERY
-
12V LOADS
Figure 11
Transformer Rectifier Starter Draw Test
SWITCH
Figure 13
Transformer-Rectifier Alternator Output Test-12V
ALT
SERIES
PARALLEL
SWITCH
3. Set the Volts Selector to Battery Volts.
4. Run the engine at about 2000 RPM.
+
CHASSIS
BATTERY
-
5. Turn the Load ON and increase until the battery voltage is
between 12.5 and 13.5 volts while reading the output
amperage.
+
CRANKING
12V LOADS
BATTERY
STARTER
-
6. Turn the Load OFF and reduce RPM.
TEST CONCLUSIONS
1. If the Diode/Stator lamp stayed on during the output test,
replace the alternator.
Figure 12
2. If the amperage abruptly decreased during the test, check
for a loose belt.
Series-Parallel Switch Starter Draw Test
3. If output was less than 90% of rating, see PST-1000 manual
for output resistance test procedures.
Crank the engine for 15 seconds, and note the cranking amper-
age reading. Also, watch to see that the starter voltage stays
above 19.2 volts. Never crank the engine longer than 30 sec-
onds. Wait at least two minutes for the starter to cool, if the test
is to be repeated.
+ 24V
+
CRANKING
BATTERY
S
MAG
-
TR
SW
STARTER
In some medium-duty applications, where there are two banks of
CRANKING batteries, it may be necessary to connect the Amp
Probe around both wires at once to read total current draw. If the
wires are too far apart for the Amp Probe, simply measure the
draw in each wire and add the results.
+ 12V
ALT
+
CHASSIS
BATTERY
-
12V LOADS
TEST CONCLUSIONS
The circuit is good if cranking speed was satisfactory and battery
voltage at the starter stayed above 19.2 volts. Slow cranking speed
is often caused by poor connections in the cranking circuit. Refer
to the PST-1000 manual for troubleshooting information. In a 24
volt circuit, acceptable voltage drops are twice those for 12 volt
circuits. If testing of the magnetic switch, solenoid, and other
components reveal no problems, the starter should be replaced.
Figure 14
Transformer-Rectifier Alternator Output Test-24V
10
SWITCH
24 Volt Output
The 24 volt TRANSFORMER-RECTIFIER output only charges
the CRANKING battery after the starter motor has drawn current
from the battery. The following procedure should be used to simu-
late a recent starter draw and test for output current.
ALT
SERIES
PARALLEL
SWITCH
1. Stop the engine.
+
CHASSIS
BATTERY
2. Connect the Analyzer’s Load cables across the Cranking
battery.
-
+
3. Place the Amp Probe around either Analyzer Load cable.
12V LOADS
CRANKING
BATTERY
STARTER
-
4. Apply a 200-300 ampere Load to the CRANKING battery for
15 seconds to simulate a recent start attempt. This will ensure
that a charging current is delivered to the battery when engine
is started.
5. Relocate the Amp Probe to be around the 24 volt output
wire.
Figure 15
Series Parallel Switch Alternator Output Test
6. Connect the External Volts positive lead to the CRANKING
battery Positive (+) terminal.
TROUBLESHOOTING
Procedures for troubleshooting cables and connections in the
charging and starting circuits are included in the PST-1000
manual. Always refer to the engine manufacturer’s instructions
before performing any tests with which you may be unfamiliar.
7. Connect the External Volts negative lead to the CHASSIS
battery Negative (-) terminal.
8. Set the Volts Selector to External Volts, 199.9 volt range.
9. Run engine at about 2000 RPM. Current should be at least 5
amps at 25-28 volts.
ANALYZER CARE
• When cleaning the Analyzer and leads, use a mild cleaner such
as waterless hand cleaner. Never use gasoline, lacquer thinner,
carburetor cleaner, or other aromatic solvents.
CAUTION
It is essential that Analyzer’s Load cables are connected to
the proper battery during these tests. The instructions will
clearly state CHASSIS, or CRANKING battery.
• Store Analyzer indoors
• Do not place heavy objects above the case.
UNUSUAL ANALYZER OPERATION
SERIES PARALLEL CIRCUIT
If the analyzer battery clamps are connected to an excessively
high voltage the display may blank out. Disconnect the analyzer
as soon as possible and shut off the engine.
CAUTION
Check the battery terminal connections visually and also with a
Volt meter to verify good connections before the alternator is run.
To prevent drawing high current through the SERIES-PAR-
ALLEL switch, the Load must be applied to the CHASSIS
battery during this test. Do not draw voltage below 12 volt.
This situation can happen on a 12 or 6 volt system if a battery
cable is intermittently loose and the alternator is running. During
the moment that the battery connection opens there may be an
over voltage that can be damaging to anything powered by the
system. A vehicle battery with a bad internal link can do the same
thing, but could also be an explosion hazard if charging gas is
permitted to build up and a spark occurs at the break.
TEST PROCEDURE
1. Connect the Analyzer’s Load cable across the CHASSIS
battery.
2. Place the Amp Probe around the 12 volt output wire.
3. Set the Volts Selector to Battery Volts.
4. Run the engine at about 2000 RPM.
In general, if the analyzer is not reading right, disconnect for a
few seconds and then try it again. This resets the internal protec-
tors.
5. Turn the Load ON and increase until the battery voltage is
between 12.5 and 13.5 volts while reading the output
amperage.
If the carbon pile is used so much it become red hot, (as viewed
through the case side vents), turn it off. Allow the fan to run for
few minutes to cool the carbon pile. The pile plates may have to
be replaced if exposed to red heat too long. If the pile is used
normally it should never reach such an extreme temperature.
6. Turn the Load OFF and reduce RPM.
SHIPPING:
To avoid shipping damage to the Carbon Pile Load during ship-
ment, it is important that the Large Control Knob Be Turned Full
Increase (Clockwise) Before Shipping.
NOTICE:
The information in this manual is true and complete to the best of
our knowledge. Because design matters, Engineering changes
and methods of application are beyond our control. The authors
and publisher disclaim any liability incurred in connection with
the use of this data or specific details.
11
LIMITED WARRANTY
SCHUMACHER ELECTRIC CORPORATION, 801 BUSINESS CENTER DRIVE, MOUNT PROSPECT, ILLINOIS 60056-2179 MAKES
THIS LIMITED WARRANTY TO THE ORIGINAL PURCHASER AT RETAIL OF THIS PRODUCT. THIS LIMITED WARRANTY IS
NOT TRANSFERABLE.
Schumacher Electric Corporation warrants this battery tester for one year from date of purchase at retail against defective material
or workmanship. If such should occur, the unit will be repaired or replaced at the option of the manufacturer. It is the obligation of the
purchaser to forward the unit together with the original sales receipt, transportation and/or mailing charges prepaid to the manufac-
turer or its authorized representative.
This limited warranty is void if the product is misused, subjected to careless handling, or repaired by anyone other than the
manufacturer or its authorized representative.
The manufacturer makes no warranty other than this limited warranty and expressly excludes any implied warranty including any
warranty for consequential damages.
THIS IS THE ONLY EXPRESS LIMITED WARRANTY AND THE MANUFACTURER NEITHER ASSUMES NOR AUTHORIZES
ANYONE TO ASSUME OR MAKE ANY OTHER OBLIGATION TOWARDS THE PRODUCT OTHER THAN THIS EXPRESS LIM-
ITED WARRANTY. THE MANUFACTURER MAKES NO WARRANTY OF MERCHANT ABILITY OR FITNESS FOR PURPOSE OF
THIS PRODUCT AND EXPRESSLY EXCLUDES SUCH FROM THIS LIMITED WARRANTY.
SOME STATES DO NOT ALLOW THE EXCLUSION OR LIMITATION OF INCIDENTAL OR CONSEQUENTIAL DAMAGES OR
LENGTH OF IMPLIED WARRANTY SO THE ABOVE LIMITATIONS OR EXCLUSIONS MAY NOT APPLY TO YOU.
THIS WARRANTY GIVES YOU SPECIFIC LEGAL RIGHTS AND YOU MAY ALSO HAVE OTHER RIGHTS WHICH VARY FROM
STATE TO STATE.
WARNING: Handling the cord on this product or cords associated with accessories sold with this product, will expose you to lead,
a chemical known to the State of California to cause cancer and birth defects or other reproductive harm. Wash hands after handling.
12
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