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Yes, more on the 2007 engines: they will be hotter and heavier, and these changes will affect the electrical systems.  

The increased weight is causing truck manufacturers to build lighter-weight components to offset the extra weight, yet hold the line on fuel consumption. 

The increased amount of heat means the components of the electrical system will have to be able to withstand this increased heat to meet the product’s lifetime requirement, especially the alternator.  

The new engines  are estimated to operate around 200 to 225 degrees centigrade. Current engines run around 93C. The inlet continuous temperature is expected to increase to 105 degrees C vs. the 93C of the previous engines.  

Further, the importance of circuit integrity will go up because of a low voltage system and voltage drop issues, the condition of the battery, a very complicated troubleshooting process and some technicians not fully understanding the inter-related issues which, for instance, can mask the source of a no-crank or low-crank condition.  

There are two other important things to remember: the alternator output from highway trucks required 10 years ago compared to today’s level. Back then, alternators were in the 85 amp range maximum. Today there are outputs of 165 amps and greater… and the number keeps going up. All the new electronics, and keeping their batteries charged, require a lot more work from the alternators.  

In addition, aerodynamic advances have reduced the available space under the hood, making the engineer’s task of creating a higher output even harder… and increasing high temperature concerns in the alternator. The problem is the room to mount a starting motor. These used to be mounted low on the frame rail and were accessible. Now they are designed into smaller packages because of all the plumbing and cables.
 
Also, some engines are getting larger in size to meet horsepower and fuel economy targets. This could change the cranking performance the starter needs to get its job done. 

As other electrical requirements are added to a vehicle, such as anti-idling systems, they require tremendous electrical loads and add electrical complications. If not sized properly with the alternator, they tend to overwork the alternator or damage the battery causing future problems. Thus, a requirement by most vehicles increases the alternator output at idle, compared to years ago when it was required at road speed.
 
Starter Failures  
According to Remy, Inc., formerly Delco-Remy, the leading causes of starter failures in a heavy-duty vehicle include a degraded, inadequate electrical circuit resulting in voltage drop or low system voltage; thermal damage because of operator error, engine issues or cold weather starting conditions; and solenoid-related mechanical failure resulting from contact-welding caused by low system voltage. 

And, just recently, the company is offering its Delco-Remy Intelli-CheckII System Analyzer, an all-in-one hand-held digital testing unit providing performance data for heavy-duty alternators and batteries and measuring voltage drop in multiple circuits, a leading cause of electrical system problems. The unit can store and retrieve data from up to 200 system tests.  
The tester is designed for use with starter, alternator and control/mag switch circuits and accurately measures cable voltage drop to TMC specifications.
 
LEDs....LEDs....LEDs
That LEDs are becoming more popular is an understatement. More and more drivers are specifying them, realizing their life cost savings will overcome the initial higher price. 

As an aside, homeowners are turning to light-emitting diodes for ceiling fixtures, pendant lights and even driveway pavers. All for the same reasons, truckers use them: they typically produce about 30 or more lumens per watt, last more than 50,000 hours and generate very little heat.  

And, the suppliers of LEDs are offering new products to meet the demand.  
For example, Truck-Lite has added two new Signal-Stat LED backup lamps in 4-in. round and 6-in. oval sizes. Both lamps have an extensive pattern of multiple diodes and use standard industry plug connections making them retrofitable to virtually all existing heavy-duty trucks and trailers. The 6-in. oval can be mounted horizontally or vertically. 

Both new lamps offer these features and benefits: exceed legal requirements for better vision; a two-year warranty lets users buy with confidence; they are completely sealed in epoxy to be less susceptible to shock and vibration and to better resist corrosion and moisture; and draw less current allows more power for other vehicle requirements. 

And to reduce the theft of these popular lamps, Grote has just introduced a new snap-in, theft-resistant  flange for its 4-in. round LED lamps. Available in stainless steel and tough polycarbonate (gray, black or chrome), these flanges eliminate concerns about replacement cost as a result of theft.  

The new flange is held in place by locking tabs as opposed to the standard screw holes, saving time for quick and easy installation. The installation requires no drilling. Locking tabs on the exterior of the flange snap the flange into place on the trailer, locking it into place and keeping it from being pulled out of the hole.  

Finally, for dome lamps, Phillips Industries offers a LED dome light it says provides 100,000 hours of light in the most extreme temperature conditions, from -50 to + 180 degrees. The lamp incorporates a 6-diode in-line pattern, which provides whiter, longer-lasting and more consistently diffused light than incandescents. The carbonate housing makes it more impact resistant and lighter weight than other lamps and it’s lightly-frosted lens disburses a softer glow which is easier on the eyes. BRO - Alternators and New LEDs.