i have a tiger cat and something is making it blow a 20 amp fuse and keeps draining the battery. i replaced pto switch and voltage regulator.i put a slow charge on battery to a full charge an ran the mower for a while until it killed the pto and blew a 20 amp fuse . i jumped it because it drained battery again . does anyone know what this could be??? i checked wires no bare wires . could it be the clutch going bad to be draining battery or just needing a adjustment.
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tiger cat
- Thread starter mmf103
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Export threadunplug the clutch and put each lead of a ohm meter on each wire. And get the resistance reading. Should be 2.4-3.4 ohms. then move the black lead to the case of the clutch. Do you have continuity. Continuity indicates a short.
Mad Mackie
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ILENGINE and mmf103,
Scag is still using the keyswitch for the path of the charging system output. Under recommendation from both ILENGINE and a buddy at Briggs & Stratton, I have disconnected the yellow wire from the keyswitch, insulated it and rewired the charging system output from the keyswitch side of the charging system fuse directly to the battery terminal on the start solenoid. This removes the keyswitch, the engine harness connector and several other electrical connectors from the electrical path of the charging system output.
For a while I have had a small digital voltmeter temporarily installed on my Scag Tiger Cub and I have noticed a slight increase in system voltage during machine operation since I rewired the charging system output directly to the battery and I'm happy with this.
Scag has finally started to update their electrical systems, but so far only on their line of Freedom Z and Liberty Z machines.
The charging system voltage affects the hourmeter on some Scag machines as when the system voltage drops below the threshold voltage of the hourmeter it stops clocking time although the battery is still getting sufficient voltage to charge it and keep the clutch operating properly.
Just some thoughts from Mad Mackie in CT:smile::biggrin::laughing:
Scag is still using the keyswitch for the path of the charging system output. Under recommendation from both ILENGINE and a buddy at Briggs & Stratton, I have disconnected the yellow wire from the keyswitch, insulated it and rewired the charging system output from the keyswitch side of the charging system fuse directly to the battery terminal on the start solenoid. This removes the keyswitch, the engine harness connector and several other electrical connectors from the electrical path of the charging system output.
For a while I have had a small digital voltmeter temporarily installed on my Scag Tiger Cub and I have noticed a slight increase in system voltage during machine operation since I rewired the charging system output directly to the battery and I'm happy with this.
Scag has finally started to update their electrical systems, but so far only on their line of Freedom Z and Liberty Z machines.
The charging system voltage affects the hourmeter on some Scag machines as when the system voltage drops below the threshold voltage of the hourmeter it stops clocking time although the battery is still getting sufficient voltage to charge it and keep the clutch operating properly.
Just some thoughts from Mad Mackie in CT:smile::biggrin::laughing:
Good to know Mack about Scag. Several companies are still operating under the old voltage regulator concept. The main problem may not be the the charging system through the key switch as much a deterioration of the wiring, and corrosion of electrical terminals. They tend to use the smallest wire they can to make the system work, and then you add outside elements to the equation and that wire is now not large enough.