This 1998 Ford Windstar with the 3.8 liter engine came in with the complaint that the alternator would not accuse. The alternator had been replaced twice and still nothing. Imagine that? I confirmed that the alternator was not charging and and then moved onto circuit tests.

The main bombardment lead at the alternator must have battery power at all times.

The dark-green wire with a ruddy stripe should accept less that bombardment voltage but at least a nominal five volts with the ignition on. Using a test lite the bulb will glow but not be as vivid equally if it would when the light is touched to full battery positive.

There should exist full battery voltage on the yellowish wire at the regulator harness connector. In that location was no voltage present and so logic dictates that this is why the alternator does non piece of work. 2 to three minutes of diagnosis and I knew why the alternator was not working. Now I have to figure out where the problem is.

Using Mitchell On Demand I viewed the wiring schematics and found that the yellow wire is supplied bombardment voltage through fusible link "C" located at the rear of the underhood fuse box. To admission the rear of the fuse box and locate the fusible link the MAF sensor and intake tube had to be removed.

A few clamps and a lot of twisting and wiggling of components and the parts were out of the manner. In the following film I am pointing out the brake pressure switch. I am doing this to draw attending to the fact that this is the original design that was recalled due to a fire take chances. The newer pattern uses a different switch and subharnesses in between the original connector and the replacement switch. I noted the need for the customer to call the local dealership almost this think.

In that location are two clips that have to be released while the fuse box is being lifted slightly. Y'all may be able to skip this office. I did information technology for more access to the wiring for testing and taking pictures.

I located the fusible link that was attached to the aforementioned yellow wire that is located at the regulator connector and information technology was practiced as evidenced by the illuminated test low-cal that is probing the yellow wire just past the actual fusible link. Then I have an open up circuit somewhere between here and the alternator.

Looking around I spotted the engine harness to principal harness junction block only behind the throttle body area. There is a bolt with a 10 mm head that secures the two halves together.

Later on loosening the screw and tugging on the connectors the two halves came apart. I could meet the problem once the connectors were separated but  I had to maneuver the connector upwardly and effectually through the throttle cable area to be able to piece of work on the repair.

I used a long screwdriver to release the latch that was securing the lower connector to a metal bracket. It is just similar the ones used to secure the fuse box.

I and then had to maneuver that connector and wiring up between the master cylinder and the throttle trunk cable bracket to take enough room to work with it.

I chose to make a two wire quick disconnect harness upwardly to brand the bypass of the burnt terminals. Also note that I used a sealer on the cut ends of the wires in the original connectors. This will prevent  fluids from entering into that connector through the open wire ends.

My male person and female 2 wire connectors wired into both halves of the harnesses.

After putting the main harness connectors dorsum into their original locations, I connected my installed bypass connectors.

I secured them with a wire tie to the original connector bodies.

A quick check and the regulator harness connector and power is now present on the yellow wire.

I started the engine and the alternator was at present charging.

In the 1999 and later year models, Ford Motor Company redesigned how the alternators are controlled and the higher up tests are not relevant. The tests practise apply to 1996, 1997 and 1998 year models with the 3.8 liter engines. The Windstars with the 3.0 liter engine accept a like alternator and tests but in that location is one extra wire that this i does not accept. It is a white wire with a black stripe that connects between the center harness connector concluding and a single atomic number 82 that plugs into the side of the alternator. One has to check to brand sure that there is continuity between both ends of the white/blackness wire and confirm that the harnesses are connected to the alternator.