24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The truck utilizes a 24VDC electrical system which
supplies power for all non-propulsion electrical com-
ponents. The 24VDC is supplied by four 12 volt stor-
age batteries wired in series and parallel. The
batteries are a lead-acid type, each containing six 2-
volt cells. With keyswitch ON, and engine not operat-
ing, power is supplied by batteries. When engine is
operating, electrical power is supplied by a 24 volt
alternator.
BATTERY
During operation, the storage batteries function as an
electrochemical device for converting chemical
energy into the electrical energy required for operat-
ing the accessories when the engine is shut down.
Lead-acid storage batteries contain sulfuric acid,
which if handled improperly may cause serious
burns on skin or other serious injuries to person-
nel. Wear protective gloves, aprons and eye pro-
tection when handling and servicing lead-acid
storage batteries. See the precautions in Section
A of this manual to insure proper handling of bat-
teries and accidents involving sulfuric acid.
Maintenance and Service
The electrolyte level of each cell should be checked
at the interval specified in the Lubrication and Ser-
vice Section P, and water added if necessary. The
proper level to maintain is 3/8-1/2 in. (10-13 mm)
above the plates. To insure maximum battery life,
use only distilled water or water recommended by the
battery manufacturer. After adding water in freezing
weather, operate the engine for at least 30 minutes
to thoroughly mix the electrolyte.
DO NOT SMOKE or allow flame around a dead
battery or during the recharging operation. The
expelled gas from a dead cell is extremely explo-
sive.
D02028 24VDC Electrical Supply System
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operat-
ing eight hours per day is about one to two ounces
per cell per month. For heavy duty operation (24
hour) normal consumption should run about one to
two ounces per cell per week. Any appreciable
increase over these figures should be considered a
danger signal.
Troubleshooting
Two most common troubles that occur in the charg-
ing system are undercharging and overcharging of
the truck's batteries.
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
Possible causes for an undercharged battery are:
‰ Sulfated battery plates
‰ Loose battery connections
‰ Defective wire in electrical system
‰ Loose alternator drive belt
‰ A defective alternator
‰ A defective battery equalizer
Overcharging, which causes battery overheating, is
first indicated by excessive use of water. If allowed to
continue, cell covers will push up at the positive ends
and in extreme cases the battery container will
become distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, bat-
tery carrier and surrounding area. (A slight amount of
corrosion is normal in lead-acid batteries). Inspect
the case, covers and sealing compound for holes,
cracks or other signs of leakage. Check battery hold
down connections to make sure the tension is not
great enough to crack the battery, or loose enough to
allow vibration to open the seams. A leaking battery
should be replaced.
To remove corrosion, clean the battery with a solu-
tion of ordinary baking soda and a stiff, non-wire
brush and flush with clean water. Make sure none of
the soda solution is allowed into the battery cells. Be
sure terminals are clean and tight. Clean terminals
are very important in a voltage regulated system.
Corrosion creates resistance in the charging circuit
which causes undercharging and gradual starvation
of the battery.
NOTE: When washing batteries, ensure cell caps are
tight to prevent cleaning solution from entering the
cells.
D2-3
Addition of acid will be necessary if considerable
electrolyte has been lost through spillage. Before
adding acid, make sure battery is fully charged. This
is accomplished by putting the battery on charge and
taking hourly specific gravity readings on each cell.
When all the cells are gassing freely and three suc-
cessive hourly readings show no rise in specific grav-
ity, the battery is considered charged. Additional acid
may now be added. Continue charging for another
hour and again check specific gravity. Repeat the
above procedure until all cells indicate a specific
gravity of 1.260-1.265 corrected to 80°F (27°C).
NOTE: Use 1.400 strength sulfuric acid when making
specific gravity adjustments. Acid of higher strength
will attack the plates and separators before it has a
chance to diffuse into the solution.
If the temperature of the electrolyte is not reasonably
close to 80°F (27°C) when the specific gravity is
taken, temperature should be corrected to 80°F
(27°C):
• For every 10°F (5°C) below 80°F (27°C), 0.004
should be subtracted from the specific gravity
reading.
• For every 10°F (5°C) above 80°F (27°C), 0.004
should be added to the reading.
Idle batteries should not be allowed to stand unat-
tended. If equipment is to stand unused for more
than two weeks, the batteries should be removed
and placed in a cool, dry place where they may be
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self discharge takes place
even though the battery is not connected in a circuit
and is more pronounced in warm weather than in
cold.
D2-4 24VDC Electrical Supply System
The rate of self-discharge of a battery kept at 100°F
(38°C) is about six times that of a battery kept at
50°F (19°C) and self-discharge of a battery kept at
80°F (27°C) is about four times that one at 50°F
(10°C). Over a thirty day period, the average self-dis-
charge runs about 0.002 specific gravity per day at
80°F (27°C).
To offset the results of self-discharge, idle batteries
should receive a booster charge (not a quick charge)
at least once every thirty days. Batteries allowed to
stand for long periods in a discharged condition are
attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are, in
the majority of cases, irreparably damaged. In less
severe cases, the sulfated battery may be restored to
limited service by prolonged charging at a low rate
(approximately normal rate).
An undercharged battery is extremely susceptible to
freezing when allowed to stand in cold weather.
The electrolyte of a battery in various stages of
charge will start to freeze at temperatures indicated
in the table.
The temperatures in table I indicate the points at
which the first ice crystals appear. Lower tempera-
tures must be reached for a solid freeze. Solid freez-
ing of the electrolyte may crack the battery case and
damage the positive plates. As will be noted, a
charged battery is in no danger of freezing, therefore,
a charge or better is desirable, especially during win-
ter weather.
TABLE 1.
Specific Gravity Freezing Temperature
Corrected to Degrees
80°F (27°C)
1.280 -90°F (-70°C)
1.250 -60°F (-54°C)
1.200 -16°F (-27°C)
1.150 +5°F (-15°C)
1.100 +19°F (-7°C)
D02028
BATTERY CHARGING SYSTEM (Niehoff)
General Description
The Niehoff model N1227 or C609 (Figure 2-1) is a
heavy duty, 24 VDC unit rated at 240 amps. A solid
state voltage regulator (6) mounted externally on the
end housing assembly provides voltage control during
operation. A single output connection (5) is located on
the face of the control unit (4) for connection to the
truck battery positive circuit. The ground circuit cable
can be attached to either of two terminals (10) located
on the front housing. A fan guard (7) protects mainte-
nance personnel from the rotating fan when the
engine is operating.
TROUBLESHOOTING PROCEDURES
(On-Truck)
Most 24 volt charging system problems can be diag-
nosed with the alternator installed on the truck, oper-
ating under normal conditions. Many problems can be
attributed to loose or corroded cable connectors. It is
essential that all battery charging circuit cables are in
satisfactory condition and all connections are clean
and securely tightened.
Equipment Required:
• Belt tension scale
• Voltmeter, 0 - 40 volt range
• Ammeter, 0 - 400 amp range

FIGURE 2-1. ALTERNATOR EXTERIOR

1. Belt Tension Adjustment Capscrew 6. Voltage Regulator

2. Shaft Key 7. Fan Guard
3. Pulley Bushing 8. Cooling Fan Assembly
4. Control Unit 9. Mounting Lugs
5. Battery Positive Terminal 10. Ground Terminals

D02028 24VDC Electrical Supply System D2-5

Preliminary Checks
1. Check the drive belt tension as follows:
a. Apply 20.9 lbs. (9.5 kg) force at center of belt
span.
b. Belt should deflect 0.50 in. (12.7 mm).
c. Adjust tension if necessary.
Insure that an undercharged battery condition has
not been caused by accessories having been left ON
for extended periods.
2. If a battery defect is suspected, check battery
as specified in Battery - Troubleshooting in this
section.
3. Inspect the wiring for defects. Check all connec-
tions for tightness and cleanliness. Remove and
clean battery cables.
4. If truck is equipped with a battery equalizer sys-
tem, verify proper operation of equalizer and
individual battery voltages. Refer to Battery
Equalizer in Section D, 24VDC Electrical Sup-
ply System.
Test Setup
1. Discharge batteries sufficiently to insure ade-
quate loading of alternator when engine is
operated during tests.
2. Open battery disconnect switch. Remove bat-
tery cable from alternator B+ terminal.
Refer to Figure 2-2 for the following steps. Meters
should be installed directly at the alternator as shown
to eliminate variations in readings due to cable
lengths etc.:
3. Install the ammeter (negative lead) to the bat-
tery positive cable removed in step 2. Install the
ammeter positive lead to the alternator B+ ter-
minal.
4. Install a voltmeter between the alternator B+
terminal (positive lead) and the ground terminal
(voltmeter negative lead).
5. Secure all test equipment leads to prevent dam-
age or short circuits when engine is started.
Reconnect battery disconnect switch.
The following tests require working near the
engine when running. Use caution when working
near engine fan, alternator fan and belt.
D2-6 24VDC Electrical Supply System
Test Procedure
1. Start engine, accelerate to high idle and
observe meters.
If voltmeter reading exceeds 30.5 volts, stop
engine immediately and refer to Table 2.
‰ If batteries are sufficiently discharged, amps
should be "high" (220 amps ± 10%) and
voltage should be between 27.2 and 28.8
volts (normal range) or may be less than 23.7
volts if the batteries are significantly
discharged.
2. As the batteries approach full charge, the
amperage should fall as voltage rises.
3. When amps and volts readings stabilize, note
readings and refer to Table 2 to diagnosis sys-
tem condition.
TABLE 2. TROUBLESHOOTING CHART
AMPS VOLTS DIAGNOSIS
HIGH LOW Charging system is OK. Batteries
are not yet fully charged. Wait for
charging system to bring to full
charge; amps should decrease
and voltage should stabilize
between 27.2 and 28.8 volts.
HIGH NORMAL Watch until amps decrease or
voltage exceeds 28.8 volts. If
amps decrease and volts remain
normal, system is OK. If voltage
exceeds 28.9 volts, regulator and/
or alternator defective. Go to
Static Test.
HIGH HIGH STOP TEST! Regulator and/or
alternator defective. Go to Static
Test.
LOW LOW 1. Recheck voltmeter leads. If
connections are OK, alternator
and/or regulator defective.
2. Perform Regulator Bypass Test
per instructions on following page:
a. If volts and/or amps
increase, alternator is OK but reg-
ulator is defective.
b. If no effect, replace alternator
LOW NORMAL Charging system is OK.
LOW HIGH STOP TEST! If battery and volt-
meter check is OK, regulator and/
or alternator defective.
D02028
 FIGURE 2-3. REGULATOR BYPASS TEST

1. Alternator Control Unit

FIGURE 2-2. TEST METER HOOKUP 2. “R” Terminal (Relay)
3. “E” Terminal (Energize)
4. Alternator “B+” Terminal
1. Alternator Under Test 5. Alternator / Voltage Regulator
2. 0 to 400 AMP Ammeter Harness Plug
3. 0 to 40 VDC Voltmeter
4. Alternator “B+” Terminal
5. Alternator Ground Terminal
6. Truck Batteries

Regulator Bypass Test

If the test procedure outlined on the previous page
indicates low current output and low voltage out-
put, perform the following test to determine if the
voltage regulator is defective or if the alternator is
defective.
1. Disconnect alternator/regulator harness plug
(3, Figure 2-3).
2. Momentarily touch the "F-" connector pin on the
alternator connector to ground.
3. Observe meter readings:
‰ If voltage or amperage rises, the alternator is
OK. The regulator is defective and should be
replaced.
‰ If grounding the harness male pin has no
effect, the alternator is defective and should
be replaced.

D02028 24VDC Electrical Supply System D2-7

 ON VEHICLE TROUBLESHOOTING GUIDE

ALTERNATOR ELECTRICAL CONDITIONS - Low Voltage - High Voltage - No Voltage

PRELIMINARY PROCEDURES HIGH VOLTAGE OUTPUT

Common problems, all applications: Causes of high voltage:
Check alternator drive belt (s). Wrong regulator.
Check alternator positive connection High regulator set point.
Check alternator ground connection on alterna- Defective regulator.
tor.
Defective alternator.
Check condition of connector between regulator
and alternator.
Identify model of alternator_______________ NO VOLTAGE OUTPUT

Identify model of regulator________________ Causes of no voltage output:

Record voltage regulator set points stated on No drive belt.

regulator tag: No battery (B+) voltage at alternator's "B+" ter-
1)_______ 2)_______ 3)_______ (if applicable) minal (except isolator type systems).
No "link" from "R" terminal to energize ("E") ter-
minal on alternator when engine operating.
TOOLS AND EQUIPMENT: Defective regulator.
1 - Voltmeter (Digital type preferred.) Defective alternator.
1 - Ammeter (Digital, Inductive type preferred.)
1 - 12 gauge lead, 12 inches long, with alligator clip
at each end.
BATTERY CONDITIONS AND CHARGE
VOLTAGE REACTIONS:
LOW VOLTAGE OUTPUT NOTE: Until electrical system component
Causes of low voltage: temperatures stabilize, these conditions may be
observed during cold start voltage tests.
Loose drive belt.
Maintenance type:
Low state of charge of battery.
Immediately after engine start, system volts are
Current load on system greater than alternator
lower than regulator set-point with medium
can produce.
amps.
Defective wiring or poor ground path.
3-5 minutes into charge cycle, higher system
Low regulator set point. volts and reduced amps.
Defective voltage regulator. 5-10 minutes into charge cycle, system volts are
at, or nearly at, regulator set point, and amps
Defective alternator.
are reduced to a minimum.

Low Maintenance types:

Same as above, except cycle times may be
longer.

D2-8 24VDC Electrical Supply System D02028

Maintenance Free types:
Immediately after engine start, system volts are
lower than regulator set-point with low amps.
15-30 minutes into charge cycle, still low volts
and low amps.
15-30 minutes into charge cycle, volts rise sev-
eral tenths, amps increase gradually then
increase quicker to medium to high amps.
20-35 minutes into charge cycle, volts rise to
set-point and amps lower.
High-Cycle Maintenance Free Types:
These types respond much better than standard
maintenance free types. The charge accep-
tance of these batteries may display character-
istics similar to standard, maintenance type
batteries.
CHARGE VOLT AND AMP VALUES
Voltage and amperage levels are functions of battery
state of charge. If the batteries are charged 95% or
higher when the engine is cranked, the charge volt-
age will be near regulator set-point and the amps will
taper quickly from medium to low. True battery volt-
age is obtained after removing any surface charge
from the battery or after 24 hours of non-use.
DEFINITIONS
NOTE: Charge voltage and amp rates vary from
battery type to battery type, based on battery
construction technology and physical size of battery.
Low amps are the necessary amps that a bat-
tery will take continuously over a period of time
without damage to the battery when the battery
is in an operating system and is constantly
cycling. Batteries such as the Group-8D may
accept rates up to 15 amps over several hours
without raising their internal temperature more
than a few degrees. Group-31 batteries may
accept rates up to 5 amps over several hours
with minimal temperature rise.
D02028 24VDC Electrical Supply System
Medium amps are defined as some multiple of
the low amp value, perhaps 30 amps for the
Group-8D and 10-15 amps for the Group-31.
This rate of amperage will cause a rise in bat-
tery temperature over a long period of time (4-8
hrs) and may lead to an overcharge condition if
temperature elevates too high.
High amps would be 50 to 75 amps for a Group-
8D, and 25 to 35 amps for a Group-31 size.
High amperage rates over a short period of time
(2-3 hrs.) can severely damage any battery by
overheating the battery and causing thermal
runaway. The battery, in effect, forgets its state
of charge and will accept all amps offered. The
electrolyte solution is boiled off as the battery
moves into an excessive gassing stage.
Charge voltage is the voltage delivered to the
battery when the alternator and regulator are
operating properly. This charge voltage value is
the voltage regulator's set-point. At times the
charge voltage value may be less than the regu-
lator's set-point but it will never be higher than
that set-point.
Battery voltage is the steady state voltage of the
battery. The value of this voltage relates directly
to state of charge.
B+ voltage is battery positive voltage, but does
not refer to a specific value as does battery volt-
age.
Surface charge is a higher than normal terminal
voltage a battery has when it comes off a
charger or after extended time in vehicle opera-
tion. The surface charge must be removed to
determine true battery voltage.
D2-9
 ADVANCED SYSTEM TROUBLESHOOTING
NO ALTERNATOR OUTPUT
Static Test - Engine OFF, Key ON, Battery Switch
ON.
Identify and locate "B+", "E", and "R" and ground
("B-") terminals on alternator and check for link from
terminal "R" to "E".
Go To Alternator
Test for battery B+ voltage (__________V) at "B+" ter-
minal on alternator:
‰ If there is no B+ voltage on "B+" terminal,
repair vehicle wiring as necessary. Continue
test.
• If B+ voltage is present on "B+" terminal, continue
test.
Remove strap between "R" and "E" terminal.
Connect a 12 gauge jumper wire from the "B+" termi-
nal on alternator to the "E" terminal on alternator.
D2-10 24VDC Electrical Supply System
DAMAGE WILL OCCUR IF UNIT IS OPERATED
WITH STRAP CONNECTED AND B+ APPLIED!
Hold a steel wrench or screwdriver near alternator
drive pulley: wrench or screwdriver held near drive
pulley will be attracted to pulley by magnetism.
‰ If there is no magnetic attraction, alternator
may not be turned on. Go to "Regulator Test"
that follows and continue test.
• If there is magnetic attraction alternator is good
and regulator should be considered good.
Alternator will produce electricity because
regulator is on. This test only shows regulator as
either on or off.
NOTE: Alternator may not be turned on when engine
is operating. Go to "R" terminal test next, to prove if
vehicle "E" circuit will turn alternator on.
FIGURE 2-4. ALTERNATOR
TERMINALS
1. Control Unit
2. “R” Terminal
3. Strap
4. “E” Terminal
5. “B+” Terminal
6. Ground Terminal
D02028
Go To 'R' Terminal On The Alternator
With engine running, measure value of AC voltage
from "R" terminal to "Ground".
‰ If no AC volts are present, alternator is not
capable of turning on regulator.
NOTE: On a new, first time start up of an
alternator, the alternator may test at less than 5
volts on "R" terminal. The cause of this problem
may be loss of residual magnetism within the
alternator during shipping and handling of the
alternator. To restore the residual magnetism:
With engine off and battery switch on,
momentarily (1-2 seconds) connect a jumper wire
from 'B+' terminal to 'E' terminal. (May spark -
this is OK.) Remove jumper and restart engine.
Alternator should generate properly once the
residual magnetism is restored.
• If AC voltage is approximately 14 Volts, alternator
is properly turned on and output of alternator will
be approximately 28 Volts.
‰ If AC voltage is 3 Volts to 5 Volts, alternator is
NOT turned on (regulator is OFF) but
alternator is capable of turning on a good
regulator. NOTE: This test shows only if
alternator is capable of energizing regulator.
To check harness from alternator to regulator
go to "Regulator Connector On Alternator"
test.Continue testing.
Vehicle Charging Circuit Test Is Now Complete:
Remove all jumper wires from alternator used to test
charging circuit.
Re-test Charging Circuit For Operation With The
Engine Running:
Check charging system voltage with engine running.
‰ If no charge voltage, test for voltage at "E"
terminal of alternator, with engine running.
‰ If no voltage on "E" terminal, shut engine
down and inspect link from "R" terminal to
"E".
Run engine and re-test charging circuit.
D02028 24VDC Electrical Supply System
Go To Regulator (If Required)
Disconnect voltage regulator from alternator. There
are no static tests available for the regulator. Con-
tinue test.
Go To Regulator Connector On The Alternator
Connect a jumper wire from ground on alternator into
"F-" pin of connector attached to alternator.
B+ F- E B-
METRI-PACK™ Connector
Hold a steel wrench or screwdriver near alternator
drive pulley; wrench or screwdriver held near drive
pulley will be attracted to pulley by magnetism.
• If there is no attraction, alternator field is
defective. Replace alternator.
• If there is magnetic attraction, alternator field is
good. Continue test.
With jumper still connected between "B+" terminal
and "E" terminal on alternator: Insert "+" probe of
voltmeter into "E" terminal of connector, and Ground
negative probe of voltmeter to alternator ground ter-
minal.
• If meter shows no voltage, alternator is defective.
Replace alternator.
• If meter shows battery voltage, circuit is good.
Continue test.
Insert "+" probe of voltmeter into "B" pin in connector.
Insert negative probe of voltmeter into "B-" pin in
connector. (This is power circuit for voltage regula-
tor.)
• If circuit shows open (no voltage), alternator is
defective. Replace alternator.
• If circuit shows B+ voltage, regulator is defective.
Replace the regulator, only.
NOTE: Turn key and battery switch OFF before
installing new regulator. Turn battery switch and key
back on AFTER installing new regulator. Continue
test.
Remove all jumper wires from alternator used to test
charging circuit.
Reconnect link from "R" terminal to "E" terminal
D2-11
 NOTES

D2-12 24VDC Electrical Supply System D02028

 24 VDC REMOTE MOUNT PRELUB™ SYSTEM
The HD1500-5 is equipped with an engine pre-lubri-
cation system designed to reduce wear due to dry
starts.
The Prelub™ system automatically fills engine oil fil-
ters and all oil passages prior to cranking at each
engine startup. In addition, the system prevents star-
tup if no oil is present in the engine.
The Prelub™ system includes:
• Prelub pump
• Timer solenoid
• Oil pressure switch
• Oil suction line
• Oil outlet line
• Check valve FIGURE 2-5. REMOTE MOUNT PRELUB PUMP

• Electrical harness. 1. Prelub™ Pump 3. Outlet Line

2. Suction Line 4. Check Valve
OPERATION
(Refer to electrical schematic diagram, Figure 2-7.)
The Prelub™ system is activated when the operator
turns the key switch and holds it in the START posi-
tion. This allows current to flow to the timer solenoid.
Engine oil pressure switch (1, Figure 2-7) provides
the ground for the circuit. The switch contains nor-
mally closed contacts that are set to open when oil
pressure reaches 0.18 kg/cm2 (2.5 psi). While the
contacts are closed, the timer solenoid closes the
contacts that supply power from the alternator to the
prelube motor/pump. The pump has a dedicated
frame ground, and begins pumping oil into the engine
while the timer solenoid circuitry prevents the crank-
ing motors from operating.
When the pressure in the engine cam oil rifle reaches
0.18 kg/cm2 (2.5 psi), the pressure switch contacts
open, disabling the circuit to the timer solenoid. The
solenoid contacts for alternator power to the prelub
pump open, and current is directed to the magnetic
switches that control the cranking motor solenoids.
The cranking motors will then be activated and the FIGURE 2-6. PRELUB TIMER
pinion gears will be engaged into the flywheel ring
gear. Normal cranking will now occur with sufficient 1. Prelub Timer 3. Frame Ground
lubrication to protect the engine bearings and other 2. B+ From Alternator
components.
NOTE: The power circuit from the alternator to the
pump is protected by a 400 amp fusible link. A
clamping diode in the circuit dissipates voltage
spikes.

D02028 24VDC Electrical Supply System D2-13

 FIGURE 2-7. PRELUB SCHEMATIC DIAGRAM

1. Prelub Pump 5. Diode

2. Oil Pressure Switch (N.C.) - 0.18 kg/cm2 (2.5 psi) 6. Prelub Timer Solenoid
3. Cranking Motors 7. Alternator
4. Magnetic Switch 8. 400 Amp Fusible Link

Pressure Switch

Pressure switch (1 Figure 2-8) is a 0.18 kg/cm2 (2.5

psi), normally closed (N.C.) switch, located so that it
can sense oil pressure after the engine oil has
passed through the filters. Normally, this location is
the cam cover at the rear of the engine block just
ahead of engine damper (2).

FIGURE 2-8. ENGINE OIL PRESSURE SWITCH
Check Valve
Check valve (4, Figure 2-5) is installed between the
prelub pump pressure hose and the engine. The oil
flow through the valve (arrow on valve) must be
toward the engine. The check valve prevents back-
flow from the engine back to the prelub pump after
the engine is started. Failure to prevent backflow to
the pump will result in pump failure.

1. Oil Pressure Switch 2. Engine Damper

D2-14 24VDC Electrical Supply System D02028

Timer Solenoid
Timer solenoid (1, Figure 2-6) controls the prelubri-
cation cycle, by completing the power supply circuit
to operate the prelub pump. Current is supplied to
the timer solenoid through the key switch. The
ground path is completed by the normally closed
pressure switch (1, Figure 2-8) which is preset to
open at 0.18 kg/cm2 (2.5 psi).
When the switch opens, current is redirected to the
standard starting system magnetic switches for
engine cranking.
DO NOT attempt to jump start the truck using the
terminals on the timer solenoid. Internal damage
to the timer will result.
MAINTENANCE
Prelub™ System Operation
Verify the system operates according to the two
phases of operation as listed in Troubleshooting Pre-
lub Circuit on the following page. If a problem exists,
refer to the list of problems and possible causes for
troubleshooting system components.
If the system is operating properly, continue with the
inspection of component parts below:
Prelub Pump
1. Open the battery disconnect switches to pre-
vent engine startup.
FIGURE 2-9. MOTOR COVER
1. Capscrew 2. Cover
D02028 24VDC Electrical Supply System
2. Remove a Prelub™ pump capscrew (1) from
the electric motor. Remove the capscrew that is
nearest the six o’clock position.
3. Inspect the capscrew for any signs of oil. Oil
may be present in large amounts or as a light
mist. Oil in any quantity in the housing indicates
a failed motor and repair or replacement is nec-
essary. Proceed to the next step to determine
what components require repair.
Brush dust will be present in all motors. Do not
confuse brush dust with oil. Brush dust will
appear as a black/brown, dry coating within the
motor.
4. If oil is present in the motor, disconnect output
line (3, Figure 2-5) from the pump. Place the
hose in a oil capture container, and secure. Use
care when securing the hose. Oil may exit the
line at normal operating pressures.
Use extreme caution when performing the follow-
ing step. Hot oil can cause severe burns.
5. Close the battery disconnect switches. Start the
engine, and observe the output line while the
engine is operating to verify that check valve (4)
is functioning properly.
a. If there is no indication of oil flow/pressure,
only the Prelub™ pump must be replaced.
b. If there is any indication of oil flow/pressure,
the check valve is faulty, and the Prelub™
pump and check valve must be replaced.
Check Valve
Verify no internal leakage exists in the check valve
when the engine is running. Check valve leakage
back to the Prelub™ pump will cause extensive dam-
age to the pump.
If check valve replacement is required, ensure the
valve is installed with the arrow pointed toward the
engine, not toward the pump.
Timer Solenoid
Inspect the timer solenoid for physical damage and
to verify wiring is in good condition.
D2-15
 TROUBLESHOOTING PRELUB CIRCUIT
Two distinct phases are involved in a complete prelubrication cycle. The two phases are:
1. Prelubrication phase- Begins when the key switch is held in the start position. A circuit is provided to ground
through the normally closed pressure switch. The circuit is interrupted upon opening of the pressure switch when
the oil pressure reaches 0.18 kg/cm2 (2.5 psi).
2. Crank phase- Begins when the engine oil pressure switch opens, and cranking occurs.

PROBLEM POSSIBLE CAUSES

System prelubricates only. Cranking is inoperable.
Oil pressure is not sufficient to open the pressure
switch.
a. No oil or low oil in engine. The pump can not
build sufficient pressure to open switch.
b. Pump failure.
c. Pressure switch has failed (closed) and is
grounding circuit.
d. Oil pressure switch wire chafed and shorting
to block.
Possible timer failure, or a cranking motor problem.
a. Install a jumper cable to the cranking motor
solenoid "S" post. If the engine starts to crank,
replace the prelub timer solenoid.
b. If the engine fails to crank when the "S" post is
energized with voltage; check cranking motors
and solenoids.

System prelubricates continuously regardless of key
switch position.
Indicates prelub timer solenoid contacts have welded.
a. Low voltage can cause relay failure.
b. Jump starting of the vehicle with a voltage that
is higher than was designed for the system,
can cause solenoid contacts to weld.

Cranking motor “bounces” when cranking.
Check for low or dead batteries.
Check alternator output.
Check for bad ground strap or missing ground wire
from the starter battery ground post to "G" terminal of
starter bendix solenoid.
Check for bad starter safety relays.

System prelubricates, but does not crank.
Indication is either a timer failure, or a starter problem.
a. Place a jumper wire to the starter solenoid "S"
post. If the engine starts to crank, replace the
prelub timer solenoid.
b. If the engine fails to crank when the "S" post is
energized with voltage, check out starter ben-
dix solenoid and starter pinion drive.

D2-16 24VDC Electrical Supply System D02028

 PROBLEM
No prelubrication mode, but cranking still operable.
System has very long prelubrication cycle.
No prelubrication and no crank.
D02028 24VDC Electrical Supply System
POSSIBLE CAUSES
Indicates that a ground connection to the pressure
switch has been broken. Without a ground path, the
prelubrication unit will proceed to crank phase.
a. Check the wire to the pressure switch. If the
wire is removed or cut, replace it.
b. Check the ground strap to engine block. If the
ground strap is missing the block is not
grounded.
c. Check the pressure switch for an open circuit.
Remove the wire, then check for an open cir-
cuit between the switch terminal and the
switch base. If open, replace the pressure
switch.
Except for severe cold weather starts, the Prelub cycle
should not exceed 45 seconds.
a. Low oil pressure.
b. Make sure oil of the proper viscosity is being
used in respect to outside temperature. (Refer
to engine manufacturer's specifications).
c. Check for suction side air leaks, loose con-
nections, cracked fittings, pump casting, or
hose kinks and blockage.
d. Make sure the suction hose is the correct
diameter. Reducing hose diameter will reduce
pump output, dramatically.
e. Check the oil pressure switch for the correct
location. Be certain that it has not been
moved into a metered oil flow, as in a bypass
filter or governor assembly.
Indicates a possible failure of the prelubrication timer
solenoid. Remove the wire from the pressure switch
(ground wire) and attempt to start the machine.
a. If the cranking motor now cranks, the prelub
timer solenoid is bad. Replace the timer sole-
noid assembly.
b. If the cranking motors do not crank, ensure all
relays, circuit breakers, switches, etc. are in
working condition. Repair as necessary.
D2-17
 NOTES

D2-18 24VDC Electrical Supply System D02028

 24 VDC ELECTRIC START SYSTEM
CRANKING MOTORS
Operation
Heavy duty batteries supply 24VDC to each of the
two cranking motors through magnetic switches acti-
vated by the key switch on the instrument panel.
When the keyswitch is moved to the START position,
the Prelub™ system is activated. (Refer to 24VDC
Remote Mount Prelub™ System.) The Prelub™ sys-
tem lubricates internal engine components with oil to
prevent excessive wear due to dry starts. When oil
pressure reaches 0.18 kg/cm2 (2.5 psi), current flow
is diverted to the cranking system by the Prelub™
timer solenoid. The magnetic switches close, con-
necting the motor solenoid "S" terminals to the bat-
teries. When the solenoid windings are energized, FIGURE 2-10. STARTER MOTORS
plunger (56, Figure 2-9) is pulled in, moving starter
drive (71) assembly forward in the nose housing to 1. Mounting Capscrews 3. Solenoid
engage the engine flywheel ring gear. Also, when the 2. Cranking Motor
solenoid plunger is pulled in, the main solenoid con-
tacts close to provide current to the motor armature
and cranking occurs. After the engine starts, an over-
running clutch in the drive assembly protects the
armature from excessive speed until the keyswitch is
released. When the keyswitch is released, a return
spring causes the drive pinion to disengage.
After the engine is running, a normally closed pres- Installation
sure switch senses engine oil pressure and opens
the electrical circuit to prevent actuation of the 1. Align motor (2, Figure 2-7) housing with the fly-
motor(s) after the engine has started. wheel housing adaptor mounting holes and
slide into position.
Removal 2. Insert motor mounting capscrews (1).
1. Disconnect battery power: 3. Connect marked wires and cables to motors
and solenoid terminals.
a. Open the battery disconnect switch to
remove power from the system. 4. Install in the following sequence:

b. Remove the battery cables using the follow- a. Install the battery negative (-) cables first.
ing sequence: b. Install the battery positive (+) cables.
1.) Remove the battery positive (+) cables c. Close the battery disconnect switch.
first.
2.) Remove the negative (-) cables last.
2. Mark wires and cables and remove from motor
(2, Figure 2-7) and solenoid terminals.
3. Remove motor mounting capscrews (1).
4. Remove motor assembly from flywheel hous-
ing.

D02028 24VDC Electrical Supply System D2-19

 No-Load Test
Refer to Figure 2-8 for the following test setup.

Be certain the switch is open before connections

or disconnections are made during the following
procedures.
1. Setup the motor for test as follows:
a. Connect a voltmeter from the motor terminal
to the motor frame.
b. Use an rpm indicator to measure armature
speed.
c. Connect a carbon pile across one battery to
FIGURE 2-11. NO-LOAD TEST CIRCUIT limit battery voltage to 20 VDC.

CRANKING MOTOR
TROUBLESHOOTING
Do not apply voltages in excess of 20 volts.
If the cranking system is not functioning properly,
Excessive voltage may cause the armature to
check the following to determine which part of the
throw windings.
system is at fault:
d. Connect the motor and an ammeter in series
• Batteries- Verify the condition of the batteries,
with two fully charged 12 volt batteries.
cables, connections and charging circuit.
e. Connect a switch in the open position from
• Wiring- Inspect all wiring for damage or loose
connections at the keyswitch, magnetic switches, the solenoid battery terminal to the solenoid
solenoids and cranking motor(s). Clean, repair or switch terminal.
tighten as required. 2. Close the switch and compare the rpm, current,
If the above inspection indicates the starter motor to and voltage reading to the following specifica-
be the cause of the problem, remove the motor and tions:
perform the following tests prior to disassembly to • RPM: 5500 Minimum to 7500 Maximum
determine the condition of the motor and solenoid
• AMPS: 95 Minimum to 120 Maximum
and repairs required.
• VOLTS: 20 VDC

Interpreting Results of Tests

Preliminary Inspection
1. Rated current draw and no-load speed indi-
1. Check the cranking motor to be certain the cates normal condition of the cranking motor.
armature turns freely.
2. Low free speed and high current draw indi-
a. Insert a flat blade screwdriver through the cates:
opening in the nose housing.
a. Too much friction; tight, dirty, or worn bear-
b. Pry the pinion gear to be certain the arma- ings, bent armature shaft or loose pole
ture can be rotated. shoes allowing armature to drag.
2. If the armature does not turn freely, the motor b. Shorted armature. This can be further
should be disassembled, immediately. checked on a growler after disassembly.
3. If the armature can be rotated, perform the No-
c. Grounded armature or fields. Check further
Load Test before disassembly.
after disassembly.

D2-20 24VDC Electrical Supply System D02028

 3. Failure to operate with high current draw indi-
cates:
a. A direct ground in the terminal or fields.
b. "Frozen" bearings (this should have been
determined by turning the armature by
hand).
4. Failure to operate with no current draw indi-
cates:
a. Open field circuit. This can be checked after
disassembly by inspecting internal connec-
tions and tracing circuit with a test lamp.
b. Open armature coils. Inspect the commuta-
tor for badly burned bars after disassembly.
c. Broken brush springs, worn brushes, high
insulation between the commutator bars or
other causes which would prevent good con-
tact between the brushes and commutator.
5. Low no-load speed and low current draw indi-
cates:
a. High internal resistance due to poor connec-
tions, defective leads, dirty commutator and
causes listed under Number 4.
6. High free speed and high current draw indicates
shorted fields. If shorted fields are suspected,
replace the field coil assembly and check for
improved performance.
Disassembly
The cranking motor should be disassembled only as
far as necessary to repair or replace defective parts.
1. Note the relative position of the solenoid (53,
Figure 2-9), lever housing (78), nose housing
(69), and C.E. frame (1) so the motor can be
reassembled in the same manner.
2. Disconnect field coil connector (42) from sole-
noid motor terminal, and lead from solenoid
ground terminal.
3. Remove the brush inspection plates (52), and
brush lead screws(15).
4. Remove the attaching bolts (34) and separate
the commutator end frame (1) from the field
frame (35).
5. Separate the nose housing (69) and field frame
(35) from lever housing (78) by removing
attaching bolts (70).
6. Remove armature (45) and drive assembly (71)
from lever housing (78).
7. Separate solenoid (53) from lever housing by
pulling apart.
D02028 24VDC Electrical Supply System
Cleaning and Inspection
1. The drive (71), armature (45) and fields (46)
should not be cleaned in any degreasing tank,
or with grease dissolving solvents, since these
would dissolve the lubricant in the drive and
damage the insulation in the armature and field
coils.
2. All parts except the drive should be cleaned
with mineral spirits and a clean cloth.
3. If the commutator is dirty, it may be cleaned
with No. 00 sandpaper.
NOTE: Never use emery cloth to clean the
commutator.
4. Inspect the brushes (13, Figure 2-9) for wear.
a. If worn excessively when compared with a
new brush, they should be replaced.
b. Ensure the brush holders (10) are clean and
the brushes are not binding in the holders.
c. The full brush surface should ride on the
commutator. Check by hand to insure that
the brush springs (16) are giving firm contact
between the brushes (13) and commutator.
d. If the springs (16) are distorted or discolored,
they must be replaced.
Armature Servicing
If the armature commutator is worn, dirty, out of
round, or has elevated insulation, armature (45)
should be put on a lathe and the commutator turned
down. The insulation should then be undercut 0.031
in. (0.79 mm) wide and 0.031 in. (0.79 mm) deep,
and the slots cleaned out to remove any trace of dirt
or copper dust. As a final step in this procedure, the
commutator should be sanded lightly with No. 00
sandpaper to remove any burrs left as a result of the
undercutting procedure.
The armature should be checked for opens, short cir-
cuits and grounds as follows:
1. Opens are usually caused by excessively long
cranking periods. The most likely place for an
open to occur is at the commutator riser bars.
Inspect the points where the conductors are
joined to the commutator bars for loose connec-
tions. Poor connections cause arcing and burn-
ing of the commutator as the cranking motor is
used. If the bars are not too badly burned,
repair can often be effective by soldering or
welding the leads in the riser bars (using rosin
flux), and turning down the commutator in a
lathe to remove the burned material. The insula-
tion should then be undercut.
D2-21
 2. Short circuits in the armature are located by use
of a growler. When the armature is revolved in FIGURE 2-9 CRANKING MOTOR ASSEMBLY
the growler with a steel strip such as a hacksaw
blade held above it, the blade will vibrate above 1. C.E. Frame 42. Connector
the area of the armature core in which the short 2. Washers 43. Lock Washer
circuit is located. Shorts between bars are 3. O-Ring 44. Nut
sometimes produced by brush dust or copper 4. Insulator 45. Armature
between the bars. These shorts can be elimi- 5. Support Plate 46. Field Coil (6 Coils)
nated by cleaning out the slots. 6. Brush Plate Insulator 47. Shoe
3. Grounds in the armature can be detected by the 7. Washers 48. Insulator
use of a 110-volt test lamp and test points. If the 8. Plate & Stud 49. Screw
lamp lights when one test point is placed on the 9. Plate 50. Washer
commutator with the other point on the core or 10. Brush Holder 51. O-Ring
shaft, the armature is grounded. Grounds occur 11. Lock Washer 52. Inspection Plug
as a result of insulation failure which is often 12. Screw 53. Solenoid Housing
brought about by overheating of the cranking 13. Brush (12 req'd) 54. Lock Washer
motor produced by excessively long cranking 14. Lock Washer 55. Screw
periods or by accumulation of brush dust 15. Screw 56. Plunger
between the commutator bars and the steel 16. Brush Spring 57. Washer
commutator ring. 17. Screw 58. Boot
18. Screw 59. Washer
19. Screw 60. Spring
Field Coil Checks 20. Lock Washers 61. Retainer
21. Plate 62. Snap Ring
Field coils (46, Figure 2-9) can be checked for 22. Brush Holder Insulator 63. Shift Lever
grounds and opens by using a test lamp. 23. Screw 64. Nut
1. Grounds- The ground connections must be dis- 24. Lock Washer 65. O-Ring
connected during this check. Connect one lead 25. Washer 66. O-Ring
of the 110 volt test lamp to field frame (35) and 26. O-Ring 67. Snap Ring
the other lead to field connector (42). If the lamp 27. Bushing 68. Lever Shaft
lights, at least one field coil is grounded and 28. Insulator 69. Drive Housing
must be repaired or replaced. 29. Washer 70. Screw
30. Lock Washer 71. Drive Assembly
2. Opens- Connect test lamp leads to ends of field
31. Nut 72. Gasket
coils (46). If lamp does not light, the field coils
32. Nut 73. Plug
are open.
33. Lock Washer 74. Gasket
34. Screw 75. Brake Washer
35. Field Frame 76. Screw
Field Coil Removal 36. Stud Terminal 77. Lock Washer
Field coils can be removed from the field frame 37. Bushing 78. Lever Housing
assembly by using a pole shoe screwdriver. A pole 38. Gasket 79. Washer
shoe spreader should also be used to prevent distor- 39. Washers 80. O-Ring
tion of the field frame. Careful installation of the field 40. Washer
coils is necessary to prevent shorting or grounding of 41. Nut
the field coils as the pole shoes are tightened into
place. Where the pole shoe has a long lip on one
side and a short lip on the other, the long lip should
be assembled in the direction of armature rotation so
it becomes the trailing (not leading) edge of the pole
shoe.

D2-22 24VDC Electrical Supply System D02028

 FIGURE 2-12. CRANKING MOTOR ASSEMBLY

D02028 24VDC Electrical Supply System D2-23

Solenoid Checks
A basic solenoid circuit is shown in Figure 2-10.
Solenoids can be checked electrically using the fol-
lowing procedure.

Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the sole-
noid, the switch terminal and the second switch
terminal "G", to check the hold-in winding (Fig-
ure 2-11).
2. Use the carbon pile to decrease battery voltage
to 20 volts. Close the switch and read current.
a. The ammeter should read 6.8 amps max.
3. To check the pull-in winding, connect from the
solenoid switch terminal "S" to the solenoid
motor "M" or "MTR" terminal (Figure 2-12).

To prevent overheating, do not leave the pull-in

winding energized more than 15 seconds. The FIGURE 2-14. SOLENOID HOLD-IN WINDING
current draw will decrease as the winding tem- TEST
perature increases.
4. Use the carbon pile to decrease battery voltage
to 5 volts. Close the switch and read current.
a. The ammeter should read 9.0 to 11.5 amps.
NOTE: High readings indicate a shorted winding.
Low readings indicate excessive resistance.
5. To check for grounds, move battery lead from
"G" (Figure 2-11) and from "MTR" (Figure 2-12)
to the solenoid case. Ammeter should read
zero. If not, the winding is grounded.

FIGURE 2-15. SOLENOID PULL-IN

WINDING TEST
FIGURE 2-13. SIMPLIFIED SOLENOID CIRCUIT

D2-24 24VDC Electrical Supply System D02028

Assembly
Lubricate all bearings, wicks and oil reservoirs with
SAE No. 20 oil during assembly.

Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before
pressing into place.
2. Install wick, soaked in oil, prior to installing
bearings.
3. Do not attempt to drill or ream sintered bear-
ings. These bearings are supplied to size. If
drilled or reamed, the I.D. will be too large and
the bearing pores will seal over.
4. Do not cross-drill bearings. Because the bear-
ing is so highly porous, oil from the wick touch-
ing the outside bearing surface will bleed
through and provide adequate lubrication.
5. The middle bearing is a support bearing used to
prevent armature deflection during cranking.
The clearance between this bearing and the
armature shaft is large compared to the end
frame bearings.

Motor Assembly:
1. Install the end frame (with brushes) onto the FIGURE 2-16. PINION CLEARANCE CHECK
field frame as follows: CIRCUIT

a. Insert the armature (45, Figure 2-9) into the

field frame (35). Pull the armature out of the
field frame just far enough to permit the
brushes to be placed over the commutator.
b. Place the end frame (1) on the armature
shaft. Slide end frame and armature into
place against the field frame.
c. Insert screws (34) and washers (33) and
tighten securely.
2. Assemble lever (63) into lever housing (78) If
removed.
3. Place washer (79) on armature shaft and install
new O-ring (80). Position drive assembly (71) in
lever (63) in lever housing. Apply a light coat of
lubricant (Delco Remy Part No. 1960954) on
washer (75) and install over armature shaft.
Align lever housing with field frame and slide
assembly over armature shaft. Secure with
screws (76) and washers (77).
4. Assemble and install solenoid assembly
through lever housing and attach to field frame.
Install nut (64) but do not tighten at this time.
Install brush inspection plugs (52).
5. Using a new gasket (72), install drive housing
(69) and secure with screws (70).
6. Assemble field coil connector (42) to solenoid.
7. Adjust pinion clearance per instructions on the
following page.
8. After pinion clearance has been adjusted, install
gasket (74) and plug(73).
Pinion Clearance
To adjust pinion clearance, follow the steps listed
below.
1. Make connections as shown in Figure 2-13.
2. Momentarily flash a jumper lead from terminal
"GC to terminal "MTR". The drive will now shift
into cranking position and remain so until the
batteries are disconnected.
3. Push the pinion or drive back towards the com-
mutator end to eliminate slack movement.
4. The distance between the drive pinion and
housing should be between 0.330 - 0.390 in.
(8.3 - 9.9 mm) as shown in Figure 2-14.
5. Adjust clearance by turning shaft nut (64, Fig-
ure 2-9).

D02028 24VDC Electrical Supply System D2-25

 Coil Test
1. Using an ohmmeter, measure the coil resis-
tance across the coil terminals.
a. The coil should read approximately 28W at
72°F (22.2° C).
b. If the ohmmeter reads OL, the coil is open
and the switch must be replaced.
c. If the ohmmeter reads 0 Ω, the coil is shorted
and the switch must be replaced.
2. Place one of the ohmmeter probes on a coil ter-
minal and another on the switch mounting
bracket. If the meter displays any resistance
reading, the coil is grounded and the switch
must be replaced.
3. The ohmmeter should display OL when the
probes are placed across the switch terminals.

FIGURE 2-17. CHECKING PINION CLEARANCE NOTE: The switch terminals should show continuity
when 24 VDC is applied to the coil terminals,
however high resistance across the internal switch
Magnetic Switch contacts due to arcing etc. could prevent the switch
from delivering adequate current to the cranking
The magnetic switch is a sealed unit and not repair-
motor. If the coil tests are satisfactory, but the switch
able.
is still suspect, it should be replaced with a new part.
Removal
1. Remove battery power as described in Crank-
ing Motor - Removal.
2. Disconnect cables from the switch terminals
and wires from coil terminals (Figure 2-15).
NOTE: If the magnetic switch being removed has a
diode across the coil terminals, mark the leads prior
to removal to ensure correct polarity during
installation.
3. Remove mounting capscrews and washers.
Remove switch from mounting bracket.
4. The switch coil circuit can be tested as
described below.

Installation
1. Attach magnetic switch to the mounting bracket
using the capscrews and lockwashers removed
previously. FIGURE 2-18. MAGNETIC SWITCH ASSEMBLY
2. Inspect cables and switch terminals. Clean as
required and install cables.
3. Install the diode across the coil terminals if
required. Be certain diode polarity is correct.
(Refer to the wiring diagram, Figure 2-7.) Attach
wires from the truck harness to the coil termi-
nals (See Figure 2-15).
4. Connect battery power as described in Crank-
ing Motor - Installation.

D2-26 24VDC Electrical Supply System D02028