Replaced my faulty alternator with new bosch alternator last week. The alternator is charging but red battery light is still there. When engine running I have 14.2V and 12V when engine stop. Sent the car back to the workshop to get it checked and they replace with new alternator but still same problem. Left the car at the workshop and collected it next day after they said the car was fixed. I scanned the car with pasoft and reset. But I still have "Communication with Dynamo" or "Generator BSD" error. Checked the connection and found the connector was cut and the wire is connected to pin 2 instead of pin 1 originally on the Alternator. WTF :facepalm:. So now I'm driving the car for almost a week with Alternator that doesn't communicate with DME. Do you think I'm going to have problem with battery overchaging or the alternator overheat and things like that? Thanks.
zbi701
Info
Found this info on the net.
BSD interface to the alternator
The alternator with BSD interface can actively communicate with the engine control unit. The alternator is not linked to the charge indicator lamp, only to the engine control unit. The alternator can detect a variety of faults.
Function
The following functions have been implemented in the engine control unit for the alternator with BSD interface:
-Activating/deactivating the alternator on the basis of appliable parameters
-Specification of the maximum permitted degree of utilisation of the alternator
-Control of the alternator's load response
-Calculation of the alternator moment degree of utilisation
-Diagnosis of the data line between the alternator and the engine control
-Filing of alternator faults in the defect code memory
Activating the load control lamp in instrument cluster via CAN
In comparison to alternators used so far, the display strategy of the load control lamp does not change when the alternator with BSD interface.
The basic function of the alternator is also ensured if the communication between the alternator and the engine control is interrupted.
Possible faults
The following possible faults can be distinguished from fault entries:
High temperature control: The alternator is overloaded; to be safe, the alternator voltage is reduced until the alternator has cooled down again. The charge indicator lamp does not light up.
-Mechanical fault: The alternator is mechanically blocked or the belt drive has failed.
-Electrical fault: Exciter diode defect, excite interruption, overvoltage due to controller defect.
-Communication failure: Line defect between the engine control and alternator.
The following cannot be detected: Coil interruption or short-circuit
Battery charge indicator lamp
The signal for the charge indicator lamp to light up is transferred across CAN to the instrument cluster. The charge indicator lamp lights up if there is mechanical and electrical fault (see above).
Detection
The above-mentioned calculation of the alternator moment and the rate of utilisation of the alternator are heavily dependent on the type (performance) and manufacturer.
This is why the alternator provides the engine control with this data. The engine control adapts its calculation and set values to the exact type.
Aim
The precise calculation of the alternator moment and control of the load response function enables good idling of the engine.
Control of the alternator voltage based on nominal values from the engine control enables a good charge balance of the battery.
Found this info on the net.
BSD interface to the alternator
The alternator with BSD interface can actively communicate with the engine control unit. The alternator is not linked to the charge indicator lamp, only to the engine control unit. The alternator can detect a variety of faults.
Function
The following functions have been implemented in the engine control unit for the alternator with BSD interface:
-Activating/deactivating the alternator on the basis of appliable parameters
-Specification of the maximum permitted degree of utilisation of the alternator
-Control of the alternator's load response
-Calculation of the alternator moment degree of utilisation
-Diagnosis of the data line between the alternator and the engine control
-Filing of alternator faults in the defect code memory
Activating the load control lamp in instrument cluster via CAN
In comparison to alternators used so far, the display strategy of the load control lamp does not change when the alternator with BSD interface.
The basic function of the alternator is also ensured if the communication between the alternator and the engine control is interrupted.
Possible faults
The following possible faults can be distinguished from fault entries:
High temperature control: The alternator is overloaded; to be safe, the alternator voltage is reduced until the alternator has cooled down again. The charge indicator lamp does not light up.
-Mechanical fault: The alternator is mechanically blocked or the belt drive has failed.
-Electrical fault: Exciter diode defect, excite interruption, overvoltage due to controller defect.
-Communication failure: Line defect between the engine control and alternator.
The following cannot be detected: Coil interruption or short-circuit
Battery charge indicator lamp
The signal for the charge indicator lamp to light up is transferred across CAN to the instrument cluster. The charge indicator lamp lights up if there is mechanical and electrical fault (see above).
Detection
The above-mentioned calculation of the alternator moment and the rate of utilisation of the alternator are heavily dependent on the type (performance) and manufacturer.
This is why the alternator provides the engine control with this data. The engine control adapts its calculation and set values to the exact type.
Aim
The precise calculation of the alternator moment and control of the load response function enables good idling of the engine.
Control of the alternator voltage based on nominal values from the engine control enables a good charge balance of the battery.
There are two cable connected to Alternator - big cable (screw in type) is for battery and probably 2-pin or 3-pin type small connector (small signal cable) depending on type of engine and Alternator (Bosch or Valeo) for BSD. You need to check this small connector first if it's properly secured and no corrosion/oil deposit.
My problem was fixed after I updated the DME software - it seems that the old DME (pre-2002) will not recognised new alternator. Voltage threshold setpoint in DME didn't match.
This is the only picture I have....
My problem was fixed after I updated the DME software - it seems that the old DME (pre-2002) will not recognised new alternator. Voltage threshold setpoint in DME didn't match.
This is the only picture I have....
Attachments
For the voltage setpoint - you can't check this, it is all in the software.
I actually went to local indy to update the auto transmission EGS software because some noise (thud) when down shift, so the guy updated the DME software for me as well. After finished updating, restarted the engine the Battery warning light disappeared. I've been driving with this light for months.
A workshop with GT1 scanner should be able to confirm if you have the latest firmware and update the DME for you. Mind you, I've totally different engine than yours
I actually went to local indy to update the auto transmission EGS software because some noise (thud) when down shift, so the guy updated the DME software for me as well. After finished updating, restarted the engine the Battery warning light disappeared. I've been driving with this light for months.
A workshop with GT1 scanner should be able to confirm if you have the latest firmware and update the DME for you. Mind you, I've totally different engine than yours
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