sensor DODGE TRUCK 1993 Service User Guide

REAR
SUSPENSION
AND
AXLE
3 - 59

TORQUE
SPECIFICATIONS

REAR
SUSPENSION
COMPONENTS 8 3/8 AND 9 1/4 INCH
AXLE

REAR
SUSPENSION
COMPONENTS
DESCRIPTION
TORQUE
Jounce Bumper to Bracket 20 N-m (180 in. lbs.)
Jounce Bumper/Bracket to Frame (Round) 41 N-m (30 ft. lbs.)
Jounce Bumper/Bracket to Frame (Block)......... 23 N-m (200 ft. lbs.)

Shock
Lower Nut 82 N-m (60 ft. lbs.)

Shock
Upper Nut 82 N-m (60 ft. lbs.)

Spring
Center Bolt 20 N-m (15 ft. lbs.)

Spring
U-Bolt Nut
(1/2-20)
88 N-m (65 ft. lbs.)

Spring
U-Bolt Nut
(9/16-18)
149 N-m (110 ft. lbs.)

Spring
Front and Rear Pivot Bolt/Nut
(1/2-20)
88 N-m (65 ft. lbs.)

Spring
Front and Rear Pivot Bolt/Nut(5/8-18).... 135 N-m
(100ft.
lbs.)

Spring
Front and Rear Pivot Bolt/Nut
(3/4-16)
183 N-m (135 ft. lbs.)

Spring
Pad to Frame (Aux) 41 N-m (30 ft. lbs.)
J9203-82
DESCRIPTION

TORQUE

8-3/8 Axle
Differential
Bearing Cap Bolt
9-1/4 Axle
Differential
Bearing Cap Bolt
Brake
Backing
Plate ,

Differential
Housing
Cover

Bolt

Pinion Yoke Nut (Minimum Torque)

Ring
Gear Bolt...

RWAL
Brake
Sensor
95 N*m (70 ft. lbs.)
136
N*m(100
ft. lbs.)
... 64 N*m (48 ft. lbs.)
47 N*m (35 ft. lbs.;

285Ntti
(210 ft. lbs.)
... 95 N*m (70 ft. lbs.) ... 24 N*m (18 ft. lbs.)

J9203-69
MODEL
60 AND 70
AXLE

REAR
AXLE
MODEL
60 and 70

DESCRIPTION
TORQUE

Axle Flange to Hub Bolts. Bearing Cap Bolts 95 N-m (70 ft. lbs.)
... 95 to 122 N-m (70 to 90 ft. lbs.)

Case
Half
Bolts
(Powr-Lok) ..

Case
Half
Bolts
Heavy Duty (Powr-Lok)

Differential
Cover Bolts
Fill
Hole Plug

Ring
Gear
Bolts
(Grade 8)

Ring
Gear
Bolts
(Grade 9)

RWAL
Brake
Sensor
89 to 94 N-m
(65 to 70 ft. lbs.)
122 to 136 N-m
(90 to 100 ft. lbs.)
47 N-m (35 ft. lbs.) 34 N-m (25 ft. lbs.) 136 to 163 N-m
(100 to 120 ft. lbs.) 169 to 183 N-m
(125 to 135 ft. lbs.)
24 N-m (18 ft. lbs.)
J9203-83

TUBE ASSEMBLY MASTER
CYLINDER TO BRAKE
VALVE REAR (SECONDARY)
BRACKET
AND SHIELD

BRAKE
HOSE AND RWAL
SENSOR
WIRING LET.
TORQUE
LET. POUNDS NEWTON

METRES

x!^ 145 IN.
16
XX 35 FT.
47
170 IN. 19
100 IN.
11

125
IN.
14
BRAKE
VALVE TUBE
TO RIGHT FRONT
BRAKE
HOSE
VIEW IN DIRECTION OF ARROW A
SCREW
<§>
GASKET

8905-54

Fig. 11
Brake
Lines—Two-Wheel
Drive
Models

•

BRAKES
5 - 23
VACUUM PUMP OPERATION

Vacuum pump output is transmitted to the power
brake booster through a supply hose. The hose is con­ nected to an outlet port on the pump housing and to
the check valve in the power brake booster.
Pump output ranges from a minimum of 8.5 to 25
inches vacuum. The pump rotor and vanes are rotated by the pump
drive gear. The drive gear is operated by the cam­
shaft gear. Booster vacuum level is monitored by a warning
switch (Fig. 2). The switch consists of a vacuum
chamber that measures vacuum level and a sensor in
circuit with the brake warning light. The vacuum chamber is connected to the booster
check valve by a vacuum supply hose. A wire har­
ness connects the switch sensor to the brake warning
light. If booster vacuum falls below 8.5 inches for 8-10 seconds or more, the switch sensor completes
the circuit to the warning light causing it to illumi­

nate.

VACUUM PUMP DIAGNOSIS
Vacuum pump diagnosis involves checking pump
output with a vacuum gauge. The low vacuum warn­
ing switch can also be checked with a vacuum gauge.
Refer to the diagnosis procedure in this section. A standard vacuum gauge can be used to check
pump output when necessary. Simply disconnect the
pump supply hose and connect a vacuum gauge to
the outlet port for testing purposes. Vacuum should
hold steady in a range of approximately 8.5 to 25 inches at various engine speeds.
DIAGNOSING LOW VACUUM OUTPUT CONDITION A low booster vacuum condition or a faulty low
vacuum warning switch will cause the brake warn­ ing light to illuminate. If the light does go on and in­
dicates the existence of a low vacuum condition,
check the vacuum pump, booster and warning switch
as follows:
(1) Check vacuum pump oil feed line. Verify that
line connections are secure and not leaking. If leak­ age is noted and pump is noisy, replace pump.
(2) Disconnect supply hose to booster. Connect vac­
uum gauge to this hose and run engine at various
throttle openings. Output should range from 8.5 to 25 inches vacuum. If vacuum is consistently below
8.5 inches, problem is with vacuum hoses or pump
component. If output is within specified limits, con­
tinue testing.
(3) Check booster operation as described in diagno­
sis section. Replace check valve, vacuum hoses, or
booster if necessary. However, if booster operation is correct but warning light is still on, continue testing. (4) Disconnect vacuum hose at warning switch.
Plug hose and connect hand vacuum pump to switch. (5) Start and run engine.
(6) Apply 8.5 to 9 inches of vacuum to warning
switch and observe warning light. If light goes out,
switch vacuum hose is either loose or leaking. If
light remains on, leave engine running and continue
testing.
(7) Apply 20-25 inches vacuum to switch and ob­
serve warning light operation. If light now goes out,
switch is at fault and should be replaced. If light re­
mains on, continue testing.
(8) Reconnect vacuum hoses and replace original
warning switch with known good switch. Run engine and observe warning light operation. If light is now
off, old switch is faulty. If light remains on, problem
is in wiring between switch and warning light.

VACUUM-STEERING PUMP
ASSEMBLY
REMOVAL
(1) Disconnect battery negative cable.
(2) Position drain pan under power steering pump.
(3) Disconnect vacuum and steering pump hoses
from respective pumps (Fig. 3).

Fig.
3
Vacuum
And Steering
Pump Hose
Connections

(4) Disconnect oil pressure sender wires at sender
(Fig. 4).
(5) Remove oil pressure sender (Fig. 4).
(6) Disconnect lubricating oil feed line from fitting
at underside of vacuum pump (Fig. 5).
(7) Remove lower bolt that attaches pump assem­
bly to engine block (Fig. 6).
(8) Remove bottom, inboard nut that attaches
adapter to steering pump (Fig. 6). This nut secures a
small bracket to engine block. Nut and bracket must
be removed before pump assembly can be removed from block.

•

BRAKES
5 - 59
REAR
WHEEL
ANTILOCK
(RWAL) BRAKES

page

Antilock
Component Service
63

Antilock
Service Diagnosis
62
Checking
Speed
Sensor
Air
Gap .............
64

Clearing
A
Fault
Code .....................
63
Electronic
Control
Module Replacement
........
64

Fault Code Capacity
62

Fault Code
Identification
62
page

General
Information
59
Hydraulic Valve Replacement
63

Speed
Sensor
Replacement
................
64

System
Components
......................
59

System
Fault
Codes
......................
62

System
Operation
61

GENERAL
INFORMATION
A rear wheel antilock brake system
is
standard
equipment
on all AD
models.
It is an
electronically operated system designed
to
retard rear wheel lockup
during periods
of
high wheel slip
and
deceleration.
Retarding lockup
is
accomplished
by
modulating
fluid pressure
to the
rear brake units. Rear brake fluid apply pressure
is
modulated
ac­

cording
to
wheel speed, degree
of
wheel slip
and
rate
of deceleration.
A
sensor located
in the
rear axle
housing converts differential rotating speed into elec­
tronic signals.
The
signals
are
transmitted
to the
electronic brake control module
for
processing.
The

control unit determines rate
of
deceleration
and

wheel slip from these signals.
SYSTEM
COMPONENTS

Basic system components include
an
electronic
brake control module,
a
hydraulic pressure control
valve,
a
speed sensor
and
exciter ring
and an
anti- lock warning lamp (Fig.
1).
A standard master cylinder
and
vacuum power
brake booster
are
used
for all
applications.

ANTILOCK ELECTRONIC CONTROL MODULE
The electronic module controls
all
phases
of
anti-
lock mode brake operation.
The
module
is
separate
from other electrical circuits
in the
vehicle
and
oper­ ates independently.
The module
is
located
on the
passenger side cowl
panel under
the
dash
(Fig.
2).
The
system hydraulic
valve, speed sensor
and
indicator lamps
are all in cir-
SPEED

SENSOR

EXCITER RING j3l
a

RWAL
ELECTRONIC

CONTROL MODULE AXLE

HOUSING HYDRAULIC
VALVE

J9005-96
Fig.
1
Rear
Wheel
Antilock
Brake
System
(RWAL)

5
- 60
BRAKES

Fig.
2
Antilock
Electronic Control
Module
RWAL
HYDRAULIC
VALVE
The hydraulic valve is a pressure controlling device
and is operated by the electronic module. The valve
controls fluid apply pressure to the rear brake units
during antilock mode braking (Fig. 3). The valve is
mounted on the driver side frame rail at the front of
the vehicle.
The valve contains an accumulator, an isolation
valve and a dump valve. The accumulator is operated
by fluid and spring pressure. The two valves are op­ erated by electrical solenoids. The solenoids are oper­
ated by the antilock control module.
The hydraulic valve components are inactive dur­
ing periods of normal braking effort. The valve com­
ponents are activated only when braking effort and rate of wheel slip and deceleration are high (antilock

mode).

During normal braking the valve allows free flow
of brake fluid to the rear brake units. In antilock
mode, the valve will decrease, hold or increase fluid
apply pressure as needed. •

CONNECTOR
J9005-99
Fig. 3 RWAL Hydraulic Valve
SPEED
SENSOR
AND EXCITER RING
A single pole, variable reluctance speed sensor is
used to transmit speed and rate of deceleration in­
puts to the control module (Fig. 4). The sensor is ac­
tuated by an exiter ring on the differential case.
The sensor is mounted at the top of the rear axle
housing directly over the gear-type exiter ring (Fig.
1).
The exciter ring is pressed onto the differential
case next to the ring gear.
The exciter ring is the sensor trigger mechanism.
As the ring rotates, the teeth on the ring will inter­
rupt the magnetic field around the sensor pole. The rate of interruption is converted into speed signals
which are transmitted to the control module.

Fig.
4
RWAL Speed Sensor

ANTILOCK INDICATOR LAMP The amber colored indicator lamp is located in the
instrument panel. The lamp alerts the driver if a sys­
tem fault occurs.
The antilock and brake warning lamps are both in
circuit with the electronic module. The module will
cuit with the module. The module contains a micro­
processor that operates the system and performs system diagnostic checks. Speed sensor inputs are continuously monitored
and interpreted by the module. The module deter­
mines wheel speed and rate of deceleration from
these inputs and activates the appropriate solenoid in the hydraulic valve when necessary.
The module microprocessor also contains a self test
program. The program is activated when the ignition switch is turned to the On position. In this mode, the
module checks indicator light operation, the system
electrical circuits and the pressure limiting valve so­
lenoids.
The brake warning and antilock indicator lamps
are illuminated for approximately two seconds dur­
ing the system self test cycle.

•

BRAKES
5 - 61 cause the two lamps to illuminate or flash to alert
the driver that system operation is either normal or
that a fault has occurred.

SYSTEM
OPERATION
During light brake applications, rear wheel decel­
eration and/or slip is not sufficient to activate the an­
tilock system. Brake fluid apply pressure at the rear
wheels is normal. However, when braking effort, de­ gree of wheel slip and rate of deceleration approach
programmed limits, sensor inputs will cause the module to activate the system.

Normal
Braking
Mode
In normal braking mode, the hydraulic valve com­
ponents are inactive. The isolation valve is open and
the dump valve and accumulator are closed. Fluid
flows unimpeded through the isolation valve directly
to the rear wheel cylinders (Fig. 5).
ACCUMULATOR
CLOSED

ACCUMULATOR
CLOSED

0 m
m
0 UUb Ft

L DUMP
VALVE

CLOSED
SPRING
ISOLATION
VALVE
OPEN
FROM

MASTER

CYLINDER TO
REAR
BRAKES

J9005-93

Fig.
5
Valve
Position And Fluid Flow-Normal
Braking

Start
Of
Antilock
Mode
Braking
When high pedal effort braking occurs, the de­
crease in exiter wheel rotating speed is converted
into an electronic signal by the sensor. This signal is
transmitted to and processed by, the control module.
The module determines that acceptable limits of wheel slip/deceleration are about to be exceeded. The
module activates the hydraulic valve at this point.
The control module transmits a signal to the isola­
tor valve solenoid which closes the valve (Fig. 6). Closing the valve prevents further fluid flow to the
rear wheel cylinders. This action isolates the rear
brakes from the master cylinder. The net effect is to decrease rear brake apply pressure to the point
where the wheels will continue to rotate and not lock.

Additional
Pressure
Relief
During
Antilock
Mode
Braking
The dump valve and accumulator are hydraulically
connected and serve as additional pressure limiting
ISOLATION
VALVE

CLOSED

FROM

MASTER

CYLINDER
DUMP
VALVE

CLOSED

TO
REAR
BRAKES
J9005-94

Fig.
6
Valve
Position And Fluid Flow At
Start
Of
Anti-Lock
Mode
Braking

devices. The accumulator and dump valve remain
closed during initial closing of the isolation valve.
However, if pressure exerted by fluid captured in the
wheel cylinders and lines is high enough to lock the
wheels, the dump valve and accumulator are acti­ vated (Fig. 7).
When captured fluid pressure is high, the control
module opens the dump valve (Fig. 7). Since the
dump valve is connected to the accumulator, a por­
tion of the captured fluid is diverted through the
valve and into the accumulator. The amount of fluid diverted is sufficient to reduce apply pressure to an­
tilock levels.
When rear brake pressure requirements return to
normal levels, the accumulator spring closes the ac­ cumulator. Fluid in the accumulator is forced out
and back into the hydraulic system.

ACCUMULATOR OPEN DUMP
VALVE
OPEN ISOLATION
VALVE

CLOSED

FROM

MASTER

CYLINDER
FROM
REAR
BRAKES
TO ACCUMULATOR
J9005-95

Fig.
7 Dump
Valve
And
Accumulator
Position In
Pressure
Relief
Mode

i - 62
BRAKES

•
Isolation/Dump
Valve Cycle Times
Activation (opening/closing) of the isolation and
dump valves is continuous during antilock operation.
The valves cycle rapidly in response to speed sensor inputs and control module signal commands. Cycle
times are measured in milliseconds.
As the demand for antilock mode brake operation
is decreased, the module deactivates the hydraulic
valve components to restore normal brake operation.

ANTILOCK
SERVICE
DIAGNOSIS
GENERAL INFORMATION An antilock system malfunction will be indicated
by illumination of the amber antilock warning lamp.
The red brake warning lamp may also illuminate.
If a problem occurs, system diagnosis should begin
with a fluid level check followed by a visual exami­
nation of the system electrical and hydraulic connec­

tions.
If obvious defects (low fluid, leaks, loose connections, etc.) are not evident, road test the vehi­

cle.
A road test should help determine if a malfunc­
tion is actually related to an antilock component.
During the road test, note if other conditions are
evident such as a low pedal, pull, grab, or similar condition. Remember that brake malfunctions such as low fluid, system leaks, parking brakes partially
applied, will also affect the antilock system. The idea
is to determine if a malfunction is actually related to
an anti-lock component.
If a road test does reveal a problem, repeat the
road test with the owner driving. Make sure the owner is not riding the brake pedal, or has forgotten
to release the parking brakes. Either situation will
generate a fault and cause the antilock light to illu­
minate.

SYSTEM FAULT
CODES
The antilock control module generates flash codes
to help identify the cause of an antilock system fault. Two different control modules are used with the
1992/1993 RWAL system. A type I module is used in
some early production models. All remaining produc­
tion models are equipped with a type II module. The type I and II modules are identified by the way
fault codes 9 and 11 are processed. If the vehicle has a type I module, codes 9 and 11 are not erased when
the ignition switch is turned to Off position. If the vehicle has a type II module, codes 9 and 11 are
erased when the switch is turned to Off.
FAULT CODES WITH TYPE I CONTROL
MODULE
The microprocessor in the electronic control module
has a memory and a self test feature. The self test
feature is activated whenever the ignition switch is
turned to Accessory or Run position. If a system fault is detected, the control module il­
luminates the antilock light and stores the fault code
in memory. Fault codes are retained in memory even after turning the ignition switch to Off position.
FAULT CODES WITH TYPE II CONTROL
MODULE The microprocessor in the electronic control module
has a memory and a self test feature. The self test
feature is activated whenever the ignition switch is
turned to Accessory or Run position.
If a system fault is detected, the control module
will illuminate the antilock indicator lamp and store
fault codes 1 through 8, 10 and 12 through 15 in the
microprocessor memory. When one of these fault
codes is generated, the control module will retain the code after the ignition switch is turned to the Off po­
sition.
When fault code 9 is generated, the code only re­
mains in microprocessor memory while the ignition switch is in Run position. Turning the ignition
switch to Off position erases fault code 9. However, if
the problem still exists when the switch is turned
back to Run position, code 9 will reappear in memory after 20 seconds and the antilock light will illumi­
nate once again.
When fault code 11 is generated, the antilock light
will illuminate when vehicle speed exceeds approxi­ mately 60.35 km/h (37.5 mph). Code 11 only remains in memory while the ignition switch is in the Run
position and the fault is present.
When the cause of a fault code 11 is corrected, the
antilock light goes off. Code 11 is erased when the ig­
nition switch is turned to Off position. However, if
the problem cause still exists when the ignition switch is turned to Run position, code 11 will reap­
pear when vehicle speed exceeds approximately 60.35 km/h (37.5 mph).

FAULT
CODE
CAPACITY
The microprocessor memory will store and display
only one fault code at a time. The stored code can be
displayed by grounding the RWAL diagnostic connec­
tor.

FAULT
CODE
IDENTIFICATION
To determine what the fault code is, momentarily
ground the RWAL diagnostic connector and count
the number of times the amber antilock lamp flashes. Fault codes and typical malfunctions are out­lined in Figure 8. Note that when a fault code is gen­
erated, the red brake warning lamp will also
illuminate. The initial flash will be a long flash followed by a
number of short flashes. The long flash indicates the
beginning of the fault number sequence and the short flashes are a continuation of that sequence.

•

BRAKES
5 - 63 You must count the long flash along with the
short flashes for an accurate fault code count.

CLEARING
A
FAULT CODE
To clear a fault code, disconnect the control module
connector or disconnect the battery for a minimum of
five seconds. During system retest, wait 30 seconds
to be sure the fault code does not reappear.

FAULT
CODE

NUMBER
TYPICAL
FAILURE
DETECTED

1
Not used.
2
Open
isolation valve wiring
or
bad control
module.

3
Open
dump valve wiring
or
bad control
module.
4
Closed
RWAL
valve switch.

5
Over 16 dump pulses generated
in
2WD
vehicles (disabled
for
4WD).
6 Erratic speed sensor reading while rolling.
7 Electronic control module fuse
pellet
open,
isolation output
missing,
or
valve wiring
shorted to ground.
8
Dump
output
missing
or
valve wiring shorted
to

ground.

9
Speed
sensor wiring/resistance (usually high
reading).
10
Sensor
wiring/resistance (usually
low
reading).

11
Brake switch always on.
RWAL
light comes
on

when speed exceeds
40
mph.
12 Not used.
13 Electronic control module phase lock loop
failure.
14 Electronic control module program check
failure.
15 Electronic control module
RAM
failure.

J9005-101

Fig.
8
RWAL
System
Fault
Codes ANTILOCK COMPONENT SERVICE
GENERAL SERVICE INFORMATION
The rear wheel antilock (RWAL) components are
serviced as assemblies only. The module, hydraulic
control valve, speed sensor and exciter ring are not
repairable. These components must be replaced if di­ agnosis indicates a fault.

HYDRAULIC VALVE REPLACEMENT VALVE REMOVAL
(1) Raise vehicle.

(2)
Disconnect valve-to-sensor harness connector
(Fig. 9). (3) Disconnect brake lines connecting hydraulic
valve to rear brakes and to combination valve.
(4) Remove hydraulic valve attaching screws and
remove valve from frame bracket (Fig. 9).

VALVE INSTALLATION
(1) Start brake lines in hydraulic valve.

(2)
Position valve on frame bracket. (3) Install and tighten valve attaching nuts to
22-34 N-m (16-25 ft. lbs.) torque. (4) Tighten valve brake lines.
(5)
Bleed hydraulic valve and brakes. Refer to pro­
cedure in Service Adjustments section.
(6)
Lower vehicle.
J9005-112

Fig.
9
RWAL
Hydraulic
Valve
Attachment

5
- 64
BRAKES

•
Fig.
10
Checking
CHECKING SPEED SENSOR
AIR GAP (1) Remove sensor from differential.
(2) Measure and record distance from underside of
sensor flange to end of sensor pole piece (Fig. 10).
Distance should be 27.17 to 27.43 mm (1.07 to 1.08

in.).
This measurement represents dimension B.
(3) Measure distance between sensor mounting
surface of differential case and teeth at top of exciter
ring (Fig. 10). Distance should be 27.56 to 28.45 mm (1.085 to 1.12 in,). This distance represents dimen­
sion A.
(4) Subtract dimension B from dimension A to de­
termine sensor air gap which is dimension C (Fig.
10).
(5) Air gap should be minimum of 0.12 mm (0.005
in.) and a maximum of 1.27 mm (0.050 in.). (6) If air gap is not within stated limits, proceed
as follows: (a) Replace sensor if dimension B is not within
limits specified in step (2). (b) Replace exciter wheel or repair differential if
dimension A is not within limits specified in step
(3).
(c) Replace sensor and exciter wheel if both com­
ponents are out of tolerance.

SPEED
SENSOR REPLACEMENT
SENSOR
REMOVAL
(1) Raise vehicle on hoist.
(2) Remove bolt securing sensor to differential
housing.
(3) Remove sensor shield and sensor from differen­
tial housing. (4) Disconnect sensor wiring and remove sensor.

SENSOR
INSTALLATION
(1) Connect wires to sensor. Be sure seal is se­
curely in place between sensor and wiring con­
nector. (2) Install O-ring on sensor (if removed). (3) Insert sensor in differential housing.
SENSOR
FLANGE
DIMENSION A

-
DIMENSION
B
DIMENSION C

SENSOR
POLE
PIECE
8905-34

Sensor
Air Gap (4) Install sensor shield.
(5) Install and tighten sensor attaching bolt to
19-29 Nnn (170-230 in. lbs.).
(6) Lower vehicle.

ELECTRONIC CONTROL MODULE REPLACEMENT
The RWAL control module is at the passenger side
of the vehicle. On models with A/C, the module is at­
tached to the dash panel near the defroster duct and
resistor board (Fig. 11). To remove the module, remove the attaching
screws, disconnect the module harness connector and
remove the module. After installing the new module,
tighten the module attaching screws to 2.3 N»m (21 in. lbs.) torque.
Fig.
11
Anti-Lock
Control
Module
Mounting

8A
- 6
ELECTRICAL

•

Fig.
10
Load
50%
Cold
Crank
Rating Note Voltage
LOAD TEST TEMPERATURE

Minimum
Voltage
Temperature

Minimum
Voltage

P c°
9.6 70 and
above
21 and
above

9.5 60
16
9.4 50 10
9.3 40 4
9.1 30 -1
8.9 20 -7
8.7 10 -12
8.5 0
•
18

J908A-4

BATTERY
CHARGING
A battery is completely charged when it has:
• an open circuit voltage of 12.4 volts or more.
• has enough cranking capacity (minimum 9.6 volts
when loaded for 15 seconds to 50% of cold cranking amperage rating at 21°C/70°F). A green color, in the test indicator on the top of the
battery, indicates the battery is charged enough for
further testing. A black color indicates the battery
voltage state of charge is below 75%. A yellow or
bright color indicates the battery has excessively low electrolyte level. The battery cannot be refilled or
charged, it must be replaced.

WARNING:
DO NOT
CHARGE
A
BATTERY
THAT
HAS
EXCESSIVELY
LOW
ELECTROLYTE LEVEL.
BATTERY MAY ARC INTERNALLY AND EXPLODE.
WARNING: EXPLOSIVE GASES FORM OVER BAT­

TERY,
DO NOT
SMOKE, USE FLAME,
OR
CREATE
SPARKS
NEAR BATTERY.
WARNING:
DO
NOT ASSIST BOOST
OR
CHARGE
A
FROZEN BATTERY, CASING MAY FRACTURE. WARNING: POISON, CAUSES SEVERE BURNS.
BATTERY CONTAINS SULFURIC ACID, AVOID CON­

TACT WITH
SKIN,
EYES,
OR
CLOTHING.
IN
EVENT OF CONTACT, FLUSH
WITH
WATER
AND
CALL PHYSICIAN IMMEDIATELY. KEEP
OUT OF
REACH
OF CHILDREN.
CAUTION:
Disconnect
the
vehicle's
battery
negative

cable
before
charging
battery to
avoid
damage
to

electrical
systems.
Do not
exceed
16.0
volts
while
charging
battery.
Battery electrolyte will bubble inside of case while
being charged properly. If the electrolyte boils vio­ lently or is discharged from the vent holes while
charging, immediately reduce charging rate or turn
off charger and evaluate battery condition.
Some battery chargers are equipped with polarity
(+ to +/- to -) sensing devices to protect the charger
or battery from being damaged if improperly con­
nected. If the battery state of charge is too low for
the polarity sensor to detect, the sensor must be by­
passed for charger to operate. Refer to operating in­ structions provided with battery charger being used.

CAUTION:
Charge
battery
until
test
indicator
ap­

pears
green.
Do not
overcharge.

It may be necessary to jostle the battery or vehicle
to bring the green ball into view in the test indicator
when the state-of-charge has reached 75%.
BATTERY CHARGING TIME TABLE

Charging
Amperage
5 Amps
10 Amps
20 Amps

Open
Circuit
Voltage
Hours
Charging
at21°C
(70°F)

12.25
to
12.39
6Hrs.
3Hrs.
1.5
Hr.

12.00
to
12.24
8Hrs.
4Hrs.
2Hrs

11.95
to
12.09
12Hrs.

6Hrs.
3Hrs.

10.00
to
11.95
14Hrs.

7Hrs.
3.5 Hrs.
10.00 to
0
See
Charging
Completely

Discharged
Battery

928A-19

After the battery has been charged, green indica­
tor, perform a load test to determine cranking capac­ ity. If the battery will endure a load test, return the
battery to use. If battery will not endure a load test, it must be replaced. Clean and inspect battery hold
downs, tray, terminals, posts, and top before complet­
ing service, see Group 8B - Battery/Starter/Generator Service.
CHARGING TIME REQUIRED The time required to charge a battery will vary de­
pending upon the following factors: