Guardian Technologies 4451, 4582, 4583, 5308, 4986 User Manual

...
Page 1
PORTABLES
MODELS:
4451 & 4986 (12,500 Watt) 4582 & 4987 (15,000 Watt) 4583 (17,500 Watt)
5209 (15,000 Watt) 5308 (17,500 Watt)
DIAGNOSTIC REPAIR MANUAL
www.guardiangenerators.com
Page 2
SAFETY
Throughout this publication, "DANGER!" and "CAUTION!" blocks are used to alert the mechanic to special instructions concerning a particular service or operation that might be hazardous if performed incorrectly or carelessly. PAY CLOSE ATTENTION TO THEM.
DANGER! UNDER THIS HEADING WILL BE FOUND SPECIAL INSTRUCTIONS WHICH, IF NOT COMPLIED
*
WITH, COULD RESULT IN PERSONAL INJURY OR DEATH.
CAUTION! Under this heading will be found special instructions which, if not complied with, could result
in damage to equipment and/or property.
*
These "Safety Alerts" alone cannot eliminate the hazards that they signal. Strict compliance with these spe­cial instructions plus "common sense" are major accident prevention measures.
NOTICE TO USERS OF THIS MANUAL
This SERVICE MANUAL has been written and published by Generac to aid our dealers' mechanics and com­pany service personnel when servicing the products described herein.
It is assumed that these personnel are familiar with the servicing procedures for these products, or like or similar products manufactured and marketed by Generac. That they have been trained in the recommended servicing procedures for these products, including the use of common hand tools and any special Generac tools or tools from other suppliers.
Generac could not possibly know of and advise the service trade of all conceivable procedures by which a service might be performed and of the possible hazards and/or results of each method. We have not under­taken any such wide evaluation. Therefore, anyone who uses a procedure or tool not recommended by Generac must first satisfy themselves that neither his nor the products safety will be endangered by the ser­vice procedure selected.
All information, illustrations and specifications in this manual are based on the latest product information available at the time of publication.
When working on these products, remember that the electrical system and engine ignition system are capa­ble of violent and damaging short circuits or severe electrical shocks. If you intend to perform work where electrical terminals could be grounded or touched, the battery cables should be disconnected at the battery.
Any time the intake or exhaust openings of the engine are exposed during service, they should be covered to prevent accidental entry of foreign material. Entry of such materials will result in extensive damage when the engine Is started.
During any maintenance procedure, replacement fasteners must have the same measurements and strength as the fasteners that were removed. Metric bolts and nuts have numbers that indicate their strength. Customary bolts use radial lines to indicate strength while most customary nuts do not have strength mark­ings. Mismatched or incorrect fasteners can cause damage, malfunction and possible injury.
REPLACEMENT PARTS
Components on Generac recreational vehicle generators are designed and manufactured to comply with Recreational Vehicle Industry Association (RVIA) Rules and Regulations to minimize the risk of fire or explo­sion. The use of replacement parts that are not in compliance with such Rules and Regulations could result in a fire or explosion hazard. When servicing this equipment, it is extremely important that all components be properly installed and tightened. If improperly installed and tightened, sparks could ignite fuel vapors from fuel system leaks.
Page 3
Table of Contents
SAFETY .................. INSIDE FRONT COVER (IFC)
NOTICE TO USERS OF THIS MANUAL ..............................IFC
REPLACEMENT PARTS .....................................................IFC
TABLE OF CONTENTS ...................................... 1-2
SECTION 1:
GENERATOR FUNDAMENTALS ....................... 3-5
MAGNETISM ..................................................................... 3
ELECTROMAGNETIC FIELDS ..............................................
ELECTROMAGNETIC INDUCTION ......................................
A SIMPLE AC GENERATOR ................................................
A MORE SOPHISTICATED AC GENERATOR .........................
SECTION 2:
MEASURING ELECTRICITY ............................. 6-8
METERS .......................................................................... 6
THE VOM ........................................................................
MEASURING AC VOLTAGE ..............................................
MEASURING DC VOLTAGE ..............................................
MEASURING AC FREQUENCY .........................................
MEASURING CURRENT ....................................................
MEASURING RESISTANCE ................................................
ELECTRICAL UNITS ..........................................................
OHM'S LAW
.................................................................... 8
SECTION 3:
DESCRIPTION AND COMPONENTS ............. 9-15
INTRODUCTION .............................................................. 9
ENGINE-GENERATOR DRIVE SYSTEM ...............................
THE AC GENERATOR .......................................................
ROTOR ASSEMBLY ..........................................................
STATOR ASSEMBLY
BRUSH HOLDER AND BRUSHES .....................................
OTHER AC GENERATOR COMPONENTS ........................
EXCITATION CIRCUIT BREAKER
VOLTAGE REGULATOR ..............................................
ADJUSTMENT PROCEDURE .......................................
CIRCUIT BREAKERS ................................................... 12
ROTOR RESIDUAL MAGNETISM ..................................... 12
FIELD BOOST CIRCUIT ...................................................
OPERATION ...................................................................
STARTUP ................................................................... 12
ON-SPEED OPERATION .............................................. 12
FIELD EXCITATION .....................................................
AC POWER WINDING OUTPUT ..................................
BATTERY CHARGE WINDING OUTPUT .......................
10 AMP BATTERY CHARGE WINDING OUTPUT
INSULATION RESISTANCE ..............................................
THE MEGOHMMETER ...................................................
GENERAL ..................................................................
TESTING STATOR INSULATION ...................................
TESTING ROTOR INSULATION ....................................
HI-POT TESTER .......................................................... 13
........................................................ 10
10 10
.................................. 10
11 11
12 12
12 12 12
.......... 12
13 13
13 13 13
STATOR INSULATION RESISTANCE TEST ..........................
GENERAL ..................................................................
TESTING ALL STATOR WINDINGS TO GROUND ..........
TEST BETWEEN WINDINGS: .......................................
ROTOR INSULATION RESISTANCE TEST ..........................
CLEANING THE GENERATOR .........................................
DRYING THE GENERATOR .............................................
13 13 14 14
15 15 15
SECTION 4:
ENGINE DC CONTROL SYSTEM .................. 16-27
3 3 4 4
6 6 6 6 7 7 8
PRINTED CIRCUIT BOARD .............................................. 16
GENERAL ..................................................................
CIRCUIT BOARD CONNECTIONS ...............................
DIP SWITCH POSITIONS .............................................
BATTERY .......................................................................
RECOMMENDED BATTERY ........................................
CONTROL PANEL COMPONENT IDENTIFICATION ......
OPERATIONAL ANALYSIS ..........................................
CIRCUIT CONDITION - REST ......................................
CIRCUIT CONDITION - START ....................................
CIRCUIT CONDITION - RUN .......................................
CIRCUIT CONDITION - STOP ...................................... 26
FAULT SHUTDOWN ...................................................
16 16 16
16
16 17-18 20-27
20
22
24
27
SECTION 5:
TROUBLESHOOTING FLOWCHARTS .......... 28-36
INTRODUCTION ............................................................ 28
IF PROBLEM INVOLVES AC OUTPUT
9 9 9
PROBLEM 1 -
VOLTAGE & FREQUENCY ARE BOTH HIGH OR LOW ..
PROBLEM 2 -
GENERATOR PRODUCES ZERO VOLTAGE
OR RESIDUAL VOLTAGE (2-12 VAC) ......................
PROBLEM 3 -
EXCESSIVE VOLTAGE/FREQUENCY
DROOP WHEN LOAD IS APPLIED ...............................
PROBLEM 4 -
NO BATTERY CHARGE OUTPUT .................................
PROBLEM 5 -
NO 10 AMP BATTERY CHARGE OUTPUT ...................
PROBLEM 6 -
ENGINE WILL NOT CRANK ........................................
PROBLEM 7 -
ENGINE CRANKS BUT WILL NOT START .....................
PROBLEM 8 -
ENGINE STARTS HARD AND RUNS ROUGH ................
PROBLEM 9 -
ENGINE STARTS THEN SHUTS DOWN ........................
PROBLEM 10 -
10 AMP FUSE (F1) BLOWING .....................................
PROBLEM 11 -
UNIT OVERSPEEDS ....................................................
PROBLEM 12 -
IDLE CONTROL “RPM DOES NOT DECREASE” ...........
PROBLEM 13 -
IDLE CONTROL “RPM DOES NOT INCREASE
WHEN LOAD IS APPLIED” ..........................................
PROBLEM 14 -
ENGINE “HUNTS” / ERRATIC IDLE ..............................
............................... 28
28
29-30
30
31
31
32
33
34
34
35
36
36
36
36
Page 1
Page 4
Table of Contents
SECTION 6:
DIAGNOSTIC TESTS ...................................... 37-65
INTRODUCTION .............................................................. 37
TEST 1 - CHECK NO-LOAD VOLTAGE AND FREQUENCY ..
TEST 2 - CHECK MAIN CIRCUIT BREAKER ........................
TEST 3- TEST EXCITATION CIRCUIT BREAKER ...................
TEST 4 - FIXED EXCITATION TEST/ROTOR AMP DRAW .....
TEST 5 - CHECK STEPPER MOTOR CONTROL ................... 40
TEST 6 - WIRE CONTINUITY .............................................
TEST 7 - CHECK FIELD BOOST .........................................
TEST 8 - DIODE/RESISTOR ................................................
TEST 9 - TEST STATOR ..................................................... 43
TEST 10 - SENSING LEADS ...............................................
TEST 11 - EXCITATION WIRING ........................................
TEST 12 - CHECK BRUSH LEADS ......................................
TEST 13 - CHECK BRUSHES & SLIP RINGS ........................
TEST 14 - CHECK ROTOR ASSEMBLY ...............................
TEST 15 - CHECK LOAD VOLTAGE & FREQUENCY ...........
TEST 16 - CHECK LOAD WATTS & AMPERAGE ................
TEST 17 - CHECK BATTERY CHARGE OUTPUT .................
TEST 18 - CHECK 10 AMP BATTERY CHARGE OUTPUT ....
TEST 19 - CHECK BATTERY CHARGE RECTIFIER ...............
TEST 20 - CHECK 10 AMP CIRCUIT BREAKER ..................
TEST 21- CHECK 10 AMP FUSE .......................................
TEST 22- CHECK BATTERY & CABLES ..............................
TEST 23- CHECK VOLTAGE AT STARTER CONTACTOR .....
TEST 24 - CHECK STARTER CONTACTOR .........................
TEST 25 - CHECK STARTER MOTOR .................................
CONDITIONS AFFECTING STARTER MOTOR
PERFORMANCE: ..........................................................
CHECKING THE PINION: ..............................................
TOOLS FOR STARTER PERFORMANCE TEST: ................. 50
MEASURING CURRENT: ...............................................
TACHOMETER: ............................................................
TEST BRACKET: ...........................................................
REMOVE STARTER MOTOR: .........................................
TESTING STARTER MOTOR: .........................................
TEST 26 - TEST STARTER CONTACTOR RELAY (SCR) .........
TEST 27- CHECK START-RUN-STOP SWITCH ...................
TEST 28- CHECK START-RUN-STOP (SW1) WIRING ...........
TEST 29 - CHECK IGNITION SPARK ..................................
TEST 30 - CHECK SPARK PLUGS ......................................
TEST 31 - REMOVE WIRE 18 / SHUTDOWN LEAD ............
TEST 32 - TEST START STOP RELAY ..................................
TEST 33- TEST WIRE 167 .................................................
TEST 34 - TEST START STOP RELAY WIRING .....................
TEST 35 - CHECK AND ADJUST IGNITION MAGNETOS ....
TEST 36: TEST FUEL SHUTOFF SOLENOID .........................
TEST 37: TEST FUEL SHUTOFF SOLENOID VOLTAGE .........
TEST 38: CHECK FUEL PUMP ........................................... 57
37 37 38 38
41 41 42
44 45 45 45 46 46 46 47 47 47 48 48 48 49 49 49
49 50
50 50 51 51 51
51 52 52 53 53 54 54 55 56 56 57 57
TEST 39 - CHECK CARBURETION .....................................
TEST 40 - VALVE ADJUSTMENT ........................................
TEST 41 - CHECK ENGINE / CYLINDER LEAK
DOWN TEST / COMPRESSION TEST .................................
TEST 42 - CHECK OIL PRESSURE SWITCH AND WIRE 86 ..
TEST 43: CHECK START STOP RELAY (SSR) .......................
TEST 44: TEST STARTER CONTACTOR RELAY (SCR) ..........
TEST 45: CHECK WIRE 15 CIRCUIT ..................................
TEST 46: CHECK WIRE 14 CIRCUIT ..................................
TEST 47: CHECK FUEL SHUTOFF SOLENOID .....................
TEST 48: CHECK HOURMETER ........................................ 62
TEST 49: CHECK WIRE 15B .............................................
TEST 50: CHECK WIRE 167 .............................................
TEST 51: CHECK WIRES 11S & 44S ..................................
TEST 52: CHECK IDLE CONTROL SWITCH (SW2) ..............
TEST 53: CHECK IDLE CONTROL WIRING ........................
TEST 54: CHECK IDLE CONTROL TRANSFORMERS ...........
TEST 55: CHECK TR1 & TR2 WIRING ...............................
TEST 56: CHOKE TEST ...................................................
58 58
59 60 60 61 61 61 61
62 62 62 63 63 64 64
65
SECTION 7:
DISASSEMBLY AND EXPLODED VIEWS ..... 66-71
MAJOR DISASSEMBLY ..................................................... 66
GENERATOR – FIGURE A ................................................
FRAME, HANDLE & WHEELS – FIGURE B .........................
68 70
SECTION 8:
ELECTRICAL DATA ......................................... 72-79
WIRING DIAGRAM 12.5 & 15 KW (UNITS WITHOUT
HOURMETER) – DRAWING NO. 0E0228 ..........................
ELECTRICAL SCHEMATIC 12.5 & 15 KW (UNITS
WITHOUT HOURMETER) – DRAWING NO. 0E0229-A .......
WIRING DIAGRAM 12.5 & 15 KW (UNITS WITH HOURMETER) – DRAWING NO. 0D4609-D ..
ELECTRICAL SCHEMATIC 12.5 & 15 KW (UNITS WITH
HOURMETER) – DRAWING NO. 0D6297-A ......................
WIRING DIAGRAM 17.5 KW UNITS –
DRAWING NO. 0G0731 ..................................................
ELECTRICAL SCHEMATIC 17.5 KW UNITS –
DRAWING NO. 0G0733 ..................................................
WIRING DIAGRAM, 17.5 KW MANUAL
TRANSFER SWITCH – DRAWING NO. 0G1065 ................
INTERCONECTION DRAWING – 17.5 KW GENERATOR ....
72
74
76
78
80
82
83 84
SECTION 9:
SPECIFICATIONS & CHARTS ....................... 86-87
GENERATOR SPECIFICATIONS .......................................... 86
ENGINE
SPECIFICATIONS ................................................. 86
ENGINE SPEEDS AND VOLTAGE SPECIFICATIONS .............
TORQUE SPECIFICATIONS ................................................
TRIM TORQUE SPECIFICATIONS .......................................
86 87 87
Page 2
Page 5
Section 1
GENERATOR FUNDAMENTALS
MAGNETISM
Magnetism can be used to produce electricity and electricity can be used to produce magnetism.
Much about magnetism cannot be explained by our present knowledge. However, there are certain pat­terns of behavior that are known. Application of these behavior patterns has led to the development of gen­erators, motors and numerous other devices that uti­lize magnetism to produce and use electrical energy.
See Figure 1-1. The space surrounding a magnet is permeated by magnetic lines of force called “flux”. These lines of force are concentrated at the magnet's north and south poles. They are directed away from the magnet at its nor th pole, travel in a loop and re-enter the magnet at its south pole. The lines of force form definite patterns which vary in intensity depending on the strength of the magnet. The lines of force never cross one another. The area surround­ing a magnet in which its lines of force are effective is called a “magnetic field”.
Like poles of a magnet repel each other, while unlike poles attract each other.
Figure 1-1. – Magnetic Lines of Force
ELECTROMAGNETIC FIELDS
NOTE: The “right hand rule” is based on the “cur­rent flow” theory which assumes that current flows from positive to negative. This is opposite the “electron” theory, which states that current flows from negative to positive.
Figure 1-2. – The Right Hand Rule
ELECTROMAGNETIC INDUCTION
An electromotive force (EMF) or voltage can be pro­duced in a conductor by moving the conductor so that it cuts across the lines of force of a magnetic field.
Similarly, if the magnetic lines of force are moved so that they cut across a conductor, an EMF (voltage) will be produced in the conductor. This is the basic principal of the revolving field generator.
Figure 1-3, below, illustrates a simple revolving field generator. The permanent magnet (Rotor) is rotated so that its lines of magnetic force cut across a coil of wires called a Stator. A voltage is then induced into the Stator windings. If the Stator circuit is completed by connecting a load (such as a light bulb), current will flow in the circuit and the bulb will light.
All conductors through which an electric current Is flowing have a magnetic field surrounding them. This field is always at right angles to the conductor. If a compass is placed near the conductor, the compass needle will move to a right angle with the conductor. The following rules apply:
• The greater the current flow through the conductor, the stronger the magnetic field around the conductor.
• The increase in the number of lines of force is directly proportional to the increase in current flow and the field is distributed along the full length of the conductor.
• The direction of the lines of force around a conduc tor can be determined by what is called the “right hand rule”. To apply this rule, place your right hand around the conductor with the thumb pointing in the direction of current flow. The fingers will then be pointing in the direction of the lines of force.
-
Figure 1-3. – A Simple Revolving Field Generator
Page 3
Page 6
Section 1
S
TATOR
ROT
OR
MAGNETIC FIEL
D
CURRENT
VOLTAGE
ONE CYCLE
0
180
360
(+)
(-)
S
TAT
OR
BRUSHE
S
120
V
120
V
SLIP
RIN
GS
OU
TP
U
T
CU
RRENT
S
TAT
OR
240
V
GENERATOR FUNDAMENTALS
A SIMPLE AC GENERATOR
Figure 1-4 shows a very simple AC Generator. The generator consists of a rotating magnetic field called a ROTOR and a stationary coil of wire called a STATOR. The ROTOR is a permanent magnet which consists of a SOUTH magnetic pole and a NORTH magnetic pole.
As the MOTOR turns, its magnetic field cuts across the stationar y STATOR. A voltage is induced Into the STATOR windings. When the magnet's NORTH pole passes the STATOR, current flows in one direc­tion. Current flows in the opposite direction when the magnet's SOUTH pole passes the STATOR. This con­stant reversal of current flow results in an alternating current (AC) waveform that can be diagrammed as shown in Figure 1-5.
The ROTOR may be a 2-pole type having a single NORTH and a single SOUTH magnetic pole. Some ROTORS are 4-pole type with two SOUTH and two NORTH magnetic poles. The following apply:
1. The 2-pole ROTOR must be turned at 3600 rpm to produce
an AC frequency of 60 Hertz, or at 3000 rpm to deliver an AC
frequency of 50 Hertz.
2. The 4-pole ROTOR must operate at 1800 rpm to deliver a 60
Hertz AC frequency or at 1500 rpm to deliver a 50 Hertz AC
frequency.
Figure 1-5. – Alternating Current Sine Wave
A MORE SOPHISTICATED AC GENERATOR
Figure 1-6 represents a more sophisticated generator. A regulated direct current is delivered into the ROTOR windings via carbon BRUSHES AND SLIP RINGS. This results in the creation of a regulated magnetic field around the ROTOR. As a result, a regulated volt­age is induced into the STATOR. Regulated current delivered to the ROTOR is called “EXCITATION” cur­rent.
Page 4
Figure 1-4. – A Simple AC Generator
Figure 1-6. – A More Sophisticated Generator
See Figure 1-7 (next page). The revolving magnet­ic field (ROTOR) is driven by the engine at a con­stant speed. This constant speed is maintained by a mechanical engine governor. Units with a 2-pole rotor require an operating speed of 3600 rpm to deliver a 60 Hertz AC output.
Generator operation may be described briefly as fol­lows:
1. Some “residual” magnetism is normally present in the Rotor
and is sufficient to induce approximately 7 to 12 volts AC Into
the STATOR's AC power windings.
Page 7
Section 1
ENGINE ­DIRECT DRIVE
CB2
BCR2
BCR1
BCR1 & BCR2 = BATTERY CHARGE RECTIFIER
FIELD BOOST FROM START/STOP RELAY (SSR)
CB1
CB2 = EXCITATION CIRCUIT BREAKER
12V DC
OUTLET
10A STATOR
BATTERY CHARGE
WINDING
STATOR
BATTERY CHARGE
WINDING
STATOR
DPE
WINDING
STATOR POWER
WINDING
STATOR POWER
WINDING
ROTOR
VOLTAGE
REGULATOR
GENERATOR FUNDAMENTALS
Figure 1-7. – Generator Operating Diagram
2. During startup, printed circuit board action controls the START/
STOP RELAY to deliver battery voltage to the ROTOR, via the
brushes and slip rings.
a. The battery voltage is called “Field Boost”. b. Flow of direct current through the ROTOR
increases the strength of the magnetic field above that of “residual” magnetism alone.
3. “Residual” plus “Field Boost” magnetism induces a voltage into
the Stator excitation (DPE), battery charge and AC Power wind-
ings.
4. Excitation winding unregulated AC output is delivered to an
electronic Voltage Regulator, via an Excitation Circuit Breaker.
a. A “Reference” voltage has been preset into
the Voltage Regulator.
b. An “Actual” (“sensing”) voltage is delivered
to the Voltage Regulator via sensing leads from the Stator AC power windings.
c. The Regulator “compares” the actual (sens-
ing) voltage to its pre-set reference voltage.
(1) If the actual (sensing) voltage is great-
er than the pre-set reference voltage, the Regulator will decrease the regulated cur­rent flow to the Rotor.
(2) If the actual (sensing) voltage is less
than the pre-set reference voltage, the Regulator will increase the regulated current flow to the Rotor.
(3) In the manner described, the Regulator
maintains an actual (sensing) voltage that is equal to the pre-set reference voltage.
NOTE: The Voltage Regulator also changes the Stator excitation windings alternating current (AC) output to direct current (DC).
5. When an electrical load is connected across the Stator power
windings, the circuit is completed and an electrical current will
flow.
6. The Rotor's magnetic field also induces a voltage into the
Stator battery charge windings.
a. Battery charge winding AC output is deliv
ered to the battery charge rectifiers (BCR) which changes the AC to direct current (DC).
b. The rectified DC is then delivered to the
units battery and battery charge outlet, to maintain the battery in a charged state.
-
Page 5
Page 8
Section 2 MEASURING ELECTRICITY
METERS
Devices used to measure electrical properties are called meters. Meters are available that allow one to measure (a) AC voltage, (b) DC voltage, (c) AC frequency, and (d) resistance in ohms. The following apply:
• To measure AC voltage, use an AC voltmeter.
• To measure DC voltage, use a DC voltmeter.
• Use a frequency meter to measure AC frequency in “Hertz” or “cycles per second”..
• Use an ohmmeter to read circuit resistance, in “ohms”.
THE VOM
A meter that will permit both voltage and resistance to be read is the “volt-ohm-milliammeter” or “VOM”.
Some VOMs are of the “analog” type (not shown). These meters display the value being measured by physically deflecting a needle across a graduated scale. The scale used must be interpreted by the user.
“Digital” VOM's (Figure 2-1) are also available and are generally very accurate. Digital meters display the measured values directly by converting the values to numbers.
NOTE: Standard AC voltmeters react to the AVERAGE value of alternating current. When working with AC, the effective value is used. For that reason a different scale is used on an AC voltmeter. The scale is marked with the effective or “rms” value even though the meter actually reacts to the average value. That is why the AC voltmeter will give an incorrect reading if used to measure direct current (DC).
MEASURING AC VOLTAGE
An accurate AC voltmeter or a VOM may be used to read the generator's AC output voltage. The following apply:
1. Always read the generator's AC output voltage only at the unit's
rated operating speed and AC frequency.
2. The generator's Voltage Regulator can be adjusted for correct
output voltage only while the unit is operating at its correct
rated speed and frequency.
3. Only an AC voltmeter may be used to measure AC voltage. DO
NOT USE A DC VOLTMETER FOR THIS PURPOSE.
DANGER!: GENERATORS PRODUCE HIGH
*
AND DANGEROUS VOLTAGES. CONTACT WITH HIGH VOLTAGE TERMINALS WILL RESULT IN DANGEROUS AND POSSIBLY LETHAL ELECTRICAL SHOCK.
MEASURING DC VOLTAGE
A DC voltmeter or a VOM may be used to measure DC voltages. Always observe the following rules:
1. Always observe correct DC polarity.
a. Some VOM's may be equipped with a polar-
ity switch.
b. On meters that do n ot have a polar-
ity switch, DC polarity must be reversed by reversing the test leads.
2. Before reading a DC voltage, always set the meter to a higher
voltage scale than the anticipated reading. If in doubt, start at
the highest scale and adjust the scale downward until correct
readings are obtained.
Page 6
Figure 2-1. – Digital VOM
3. The design of some meters is based on the “current flow”
theory while others are based on the “electron flow” theory.
a. The “current flow” theory assumes that
direct current flows from the positive (+) to the negative (-).
b. The “electron flow” theory assumes that cur-
rent flows from negative (-) to positive (+).
NOTE: When testing generators, the “current flow” theory is applied. That is, current is assumed to flow from positive (+) to negative (-).
MEASURING AC FREQUENCY
The generator's AC output frequency is proportional to Rotor speed. Generators equipped with a 2-pole Rotor must operate at 3600 rpm to supply a frequency of 60 Hertz. Units with 4-pole Rotor must run at 1800 rpm to deliver 60 Hertz.
Correct engine and Rotor speed is maintained by an
Page 9
Section 2
1.00 A
BATTERY
+-
RELAY
MEASURING ELECTRICITY
engine speed governor. For models rated 60 Hertz, the governor is generally set to maintain a no-load fre­quency of about 62 Hertz with a corresponding output voltage of about 124 volts AC line-to-neutral. Engine speed and frequency at no-load are set slightly high to prevent excessive rpm and frequency droop under heavy electrical loading.
MEASURING CURRENT
CLAMP-ON: To read the current flow, in AMPERES, a clamp-on
ammeter may be used. This type of meter indicates current flow through a conductor by measuring the strength of the magnetic field around that conductor. The meter consists essentially of a current trans­former with a split core and a rectifier type instrument connected to the secondary. The primary of the cur­rent transformer is the conductor through which the current to be measured flows. The split core allows the instrument to be clamped around the conductor without disconnecting it.
Current flowing through a conductor may be mea­sured safely and easily. A line-splitter can be used to measure current in a cord without separating the conductors.
NOTE: If the physical size of the conductor or ammeter capacity does not permit all lines to be measured simultaneously, measure current flow in each individual line. Then, add the individual readings.
IN-LINE: Alternatively, to read the current flow in AMPERES,
an in-line ammeter may be used. Most Digital Volt Ohm Meters (VOM) will have the capability to mea­sure amperes.
This usually requires the positive meter test lead to be connected to the correct amperes plug, and the meter to be set to the amperes position. Once the meter is properly set up to measure amperes the circuit being measured must be physically broken. The meter will be in-line or in series with the component being mea­sured.
In Figure 2-4 the control wire to a relay has been removed. The meter is used to connect and supply voltage to the relay to energize it and measure the amperes going to it.
Figure 2-4. – A VOM as an In-line meter
MEASURING RESISTANCE
The volt-ohm-milliammeter may be used to measure the resistance in a circuit. Resistance values can be
Figure 2-2. – Clamp-On Ammeter
Figure 2-3. – A Line-Splitter
very valuable when testing coils or windings, such as the Stator and Rotor windings.
When testing Stator windings, keep in mind that the resistance of these windings is very low. Some meters are not capable of reading such a low resistance and will simply read CONTINUITY.
If proper procedures are used, the following condi­tions can be detected using a VOM:
• A “short-to-ground” condition in any Stator or Rotor winding.
• Shorting together of any two parallel Stator wind ings.
• Shorting together of any two isolated Stator wind ings.
• An open condition in any Stator or Rotor winding.
Page 7
-
-
Page 10
Section 2
-
+
AMPERE - Unit measuring rate of
current flow (number of electrons past a given point)
OHM - Unit measuring resistance
or opposition to flow
VOLT - Unit measuring force or
difference in potential causing current flow
Conductor of a Circuit
VOLTS
(E)
AMPS
(I)
OHMS
(R)
MEASURING ELECTRICITY
Component testing may require a specific resis­tance value or a test for INFINITY or CONTINUITY. Infinity is an OPEN condition between two electrical points, which would read as no resistance on a VOM. Continuity is a CLOSED condition between two elec­trical points, which would be indicated as very low resistance or “ZERO” on a VOM.
ELECTRICAL UNITS
AMPERE: The rate of electron flow in a circuit is represented
by the AMPERE. The ampere is the number of elec­trons flowing past a given point at a given time. One AMPERE is equal to just slightly more than six thou­sand million billion electrons per second (6.25 x 1018).
With alternating current (AC), the electrons flow first in one direction, then reverse and move in the oppo­site direction. They will repeat this cycle at regular intervals. A wave diagram, called a “sine wave” shows that current goes from zero to maximum positive value, then reverses and goes from zero to maximum negative value. Two reversals of current flow is called a cycle. The number of cycles per second is called frequency and is usually stated in “Hertz”.
VOLT: The VOLT is the unit used to measure electrical
PRESSURE, or the difference in electrical potential that causes electrons to flow. Very few electrons will flow when voltage is weak. More electrons will flow as voltage becomes stronger. VOLTAGE may be consid­ered to be a state of unbalance and current flow as an attempt to regain balance. One volt is the amount of EMF that will cause a current of 1 ampere to flow through 1 ohm of resistance.
OHM: The OHM is the unit of RESISTANCE. In every circuit
there is a natural resistance or opposition to the flow of electrons. When an EMF is applied to a complete circuit, the electrons are forced to flow in a single direction rather than their free or orbiting pattern. The resistance of a conductor depends on (a) its physical makeup, (b) its cross-sectional area, (c) its length, and (d) its temperature. As the conductor's tempera­ture increases, its resistance increases in direct pro­portion. One (1) ohm of resistance will permit one (1) ampere of current to flow when one (1) volt of electro­motive force (EMF) is applied.
OHM'S LAW
A definite and exact relationship exists between VOLTS, OHMS and AMPERES. The value of one can be calculated when the value of the other two are known. Ohm's Law states that in any circuit the current will increase when voltage increases but resistance remains the same, and current will decrease when resistance Increases and voltage remains the same.
Page 8
Figure 2-5. – Electrical Units
Figure 2-6. – Ohm's Law
If AMPERES is unknown while VOLTS and OHMS are known, use the following formula:
OHMS
If VOLTS is unknown while AMPERES and OHMS are known, use the following formula:
If OHMS is unknown but VOLTS and AMPERES are known, use the following:
AMPERES
AMPERES =
VOLTS = AMPERES x OHMS
OHMS
VOLTS
VOLTS
=
Page 11
Section 3
STATOR
ENGINE
ENGINE
ADAPTOR
REAR BEARING
CARRIER
BRUSH HOLDER
ASSEMBLY
ROTOR
DESCRIPTION & COMPONENTS
INTRODUCTION
The generator revolving field (rotor) is driven by an air-cooled engine at about 3600 rpm.
The generator may be used to supply electrical power for the operation of 120 and/or 240 volts, 1-phase, 60 Hz, AC loads.
ENGINE-GENERATOR DRIVE SYSTEM
The generator revolving field is driven by an air­cooled, horizontal crankshaft engine. The generator is directly coupled to the engine crankshaft (see Figure
1). Both the engine and generator rotor are driven at approximately 3600 rpm, to provide a 60 Hz AC out­put.
THE AC GENERATOR
Figure 3-1 shows the major components of the AC generator.
ROTOR ASSEMBLY
The 2-pole rotor must be operated at 3600 rpm to supply a 60 Hertz AC frequency. The term “2-pole” means the rotor has a single north magnetic pole and a single south magnetic pole. As the rotor rotates, its lines of magnetic flux cut across the stator assem­bly windings and a voltage is induced into the stator windings. The rotor shaft mounts a positive (+) and a negative (-) slip ring, with the positive (+) slip ring nearest the rear bearing carrier (Figure 3-2). The rotor bearing is pressed onto the end of the rotor shaft. The tapered rotor shaft is mounted to a tapered crankshaft and is held in place with a single through bolt.
Figure 3-1. – AC Generator Exploded View
Page 9
Page 12
Section 3
11
44
22
77A
55
77
6
2
66
66A
55A
44S
11S
4
0
DESCRIPTION & COMPONENTS
Figure 3-2. – The 2-Pole Rotor Assembly
STATOR ASSEMBLY
The stator can houses and retains (a) dual AC power windings, (b) an excitation winding, and (c) two bat­tery charge windings. A total of thirteen (13) stator leads are brought out of the stator can as shown in Figure 3-3.
The stator can is sandwiched between an engine adapter and a rear bearing carrier. It is retained in that position by four stator studs.
Wire 4 connects to the positive (+) brush and Wire 0 to the negative (-) brush. Wire 0 connects to frame ground. Rectified and regulated excitation current, as well as current from a field boost circuit, are delivered to the rotor windings via Wire 4, and the positive (+) brush and slip ring. The excitation and field boost cur­rent passes through the windings and to frame ground via the negative (-) slip ring and brush, and Wire 0. This current flow creates a magnetic field around the rotor having a flux concentration that is proportional to the amount of current flow.
Figure 3-3. – Stator Assembly Leads
BRUSH HOLDER AND BRUSHES
The brush holder is retained to the rear bearing car­rier by means of two Taptite screws. A positive (+) and a negative (-) brush are retained in the brush holder, with the positive (+) brush riding on the slip ring near­est the rotor bearing.
Page 10
Figure 3-4. – Brush Holder and Brushes
OTHER AC GENERATOR COMPONENTS
Some AC generator components are housed in the generator control panel enclosure. These are (a) an Excitation Circuit Breaker, (b) a Voltage Regulator, and (c) a main line circuit breaker.
EXCITATION CIRCUIT BREAKER: The Excitation Circuit Breaker (CB2) is housed in the
generator control panel enclosure and electrically connected in series with the excitation (DPE) wind­ing output to the Voltage Regulator. The breaker is self-resetting, i.e.; its contacts will close again when excitation current drops to a safe value.
If the circuit breaker has failed open, excitation current flow to the Voltage Regulator and, subsequently, to the rotor windings will be lost. Without excitation cur­rent flow, AC voltage induced into the stator AC power windings will drop to a value that is commensurate with the rotor residual magnetism (see Figure 3-5).
Page 13
2
162
Figure 3-5. – Excitation Circuit Breaker
VOLTAGE REGULATOR: A typical Voltage Regulator is shown in Figure 3-6
(12.5 & 15 kW Units) or Figure 3-7 (17.5 kW Units). Unregulated AC output from the stator excitation winding is delivered to the regulator’s DPE termi­nals, via Wire 2, the Excitation Circuit Breaker and Wire 162, and Wire 6. The Voltage Regulator recti­fies that current and, based on stator AC power winding sensing, regulates it. The rectified and regulated excitation current is then delivered to the rotor windings from the positive (+) and negative (-) regulator terminals, via Wire 4 and Wire 0. Stator AC power winding “sensing” is delivered to the reg­ulator “SEN” terminals via Wires 11S and 44S.
The regulator provides “over-voltage” protection, but does not protect against “under-voltage”. On occur­rence of an “over-voltage” condition, the regulator will “shut down” and complete loss of excitation current to the rotor will occur. Without excitation current, the generator AC output voltage will drop to approximately one-half (or lower) of the unit’s rated voltage.
Section 3
DESCRIPTION & COMPONENTS
Figure 3-7. – Typical Voltage Regulator Found on 17.5
Units
ADJUSTMENT PROCEDURE (12.5 AND 15 KW UNITS): The Voltage Regulator is equipped with three light
emitting diodes (LED’s). These LED’s are normally on during operation with no faults in the system The RED regulator LED is on when the regulator is on and functioning. The Yellow sensing LED is powered by sensing input to the regulator from the stator AC power windings. The GREEN excitation LED is pow­ered by stator excitation winding output.
Four adjustment potentiometers are provided. They are VOLTAGE ADJUST, GAIN, STABI LITY, and UNDERFREQUENCY ADJUST.
1. Connect an AC Voltage/Frequency meter across wires 11 & 44
at the 50A Main circuit breaker. Verify frequency is between
59-61Hz.
2. On the regulator, set the adjustment pots as follows.
a. Voltage Adjust – Pot-turn fully counterclockwise
b. Gain – turn to midpoint (12 O’clock)
c. Stability – turn to midpoint (12 O’clock)
d. Under Frequency – turn to midpoint (12 O’clock)
3. Start the generator. This adjustment will be done under a no-
load condition.
Figure 3-6. – Typical Voltage Regulator Found on 12.5
kW and 15 kW Units
4. Turn the regulator’s Voltage Adjust pot clockwise to obtain a line
to line voltage of 238-242 VAC.
5. If the red regulator LED is flashing, slowly turn the stability pot
either direction until flashing stops.
ADJUSTMENT PROCEDURE (17.5 KW UNITS): A single red lamp (LED) glows during normal opera-
tion. The lamp will become dim if excitation winding AC output diminishes. It will go out on occurrence of an open condition in the sensing AC output circuit.
An adjustment potentiometer permits the stator AC power winding voltage to be adjusted. Perform this adjustment with the generator running at no-load, and
Page 11
Page 14
Section 3 DESCRIPTION & COMPONENTS
with a 62 Hz AC frequency (62 Hz equals 3720 rpm). At the stated no-load frequency, adjust to obtain a line-to-line AC voltage of about 252 volts.
CIRCUIT BREAKERS: Each individual outlet on the generator is protected by
a circuit breaker to prevent overload.
ROTOR RESIDUAL MAGNETISM
The generator revolving field (rotor) may be consid­ered to be a permanent magnet. Some “residual” magnetism is always present in the rotor. This residu­al magnetism is sufficient to induce a voltage into the stator AC power windings that is approximately 2-12 volts AC.
FIELD BOOST CIRCUIT
When the engine is cranked during star t-up, the START/STOP RELAY (SSR) will be energized. The normally open contacts of the SSR will close and Wire 15 will supply 12 VDC to Wire 14. Connected to Wire 14 is a resistor (R1) and a diode (D1). The resistor will limit current flow, and the diode will block Voltage Regulator DC output. Once through the resistor and diode it becomes Wire 4, and Wire 4 then connects to the positive brush. The effect is to “flash the field” every time the engine is cranked. Field boost current helps ensure that sufficient “pickup” voltage is avail­able on every startup to turn the Voltage Regulator on and build AC output voltage.
Notice that field boost current is always available dur­ing cranking and running, this is because the SSR is energized the whole time. The diode (D1) prevents or blocks the Voltage Regulators higher DC output from reaching the Wire 14 run circuit.
Field boost voltage is reduced from that of battery voltage by the resistor (R1), and when read with a DC voltmeter will be approximately 9 or 10 volts DC.
OPERATION
STARTUP: When the engine is started, residual plus field boost
magnetism from the rotor induces a voltage into (a) the stator AC power windings, (b) the stator excitation or DPE windings, (c) the stator battery charge wind­ings. In an “on-speed” (engine cranking) condition, residual plus field boost magnetism are capable of creating approximately one-half the unit’s rated volt­age.
ON-SPEED OPERATION: As the engine accelerates, the voltage that is induced
into the stator windings increases rapidly, due to the increasing speed at which the rotor operates.
FIELD EXCITATION: An AC voltage is induced into the stator excitation
(DPE) windings. The DPE winding circuit is completed to the Voltage Regulator, via Wire 2, Excitation Circuit Breaker, Wire 162, and Wire 6. Unregulated alternat­ing current can flow from the winding to the regulator.
The Voltage Regulator “senses” AC power winding output voltage and frequency via stator Wires 11S and 44S.
The regulator changes the AC from the excitation winding to DC. In addition, based on the Wires 11S and 44S sensing signals, it regulates the flow of direct current to the rotor.
The rectified and regulated current flow from the regu­lator is delivered to the rotor windings, via Wire 4, and the positive brush and slip ring. This excitation current flows through the rotor windings and is directed to ground through the negative (-) slip ring and brush, and Wire 0.
The greater the current flow through the rotor wind­ings, the more concentrated the lines of flux around the rotor become.
The more concentrated the lines of flux around the rotor that cut across the stationary stator windings, the greater the voltage that is induced into the stator windings.
Initially, the AC power winding voltage sensed by the regulator is low. The regulator reacts by increasing the flow of excitation current to the rotor until volt­age increases to a desired level. The regulator then maintains the desired voltage. For example, if voltage exceeds the desired level, the regulator will decrease the flow of excitation current. Conversely, if voltage drops below the desired level, the regulator responds by increasing the flow of excitation current.
AC POWER WINDING OUTPUT: A regulated voltage is induced into the stator AC
power windings. When electrical loads are connected across the AC power windings to complete the cir­cuit, current can flow in the circuit. The regulated AC power winding output voltage will be in direct propor­tion to the AC frequency. For example, on units rated 120/240 volts at 60 Hz, the regulator will try to main­tain 240 volts (line-to-line) at 60 Hz. This type of regu­lation system provides greatly improved motor starting capability over other types of systems.
BATTERY CHARGE WINDING OUTPUT: A voltage is induced into the battery charge winding.
Output from these windings is delivered to a Battery Charge Rectifier (BCR2), via Wires 55A, 66A and 77A. The resulting direct current from the BCR is delivered to the unit battery, via Wire 15, a 10 amp fuse, and Wire 13. This output is used to maintain bat­tery state of charge during operation.
10 AMP BATTERY CHARGE WINDING OUTPUT: A voltage is induced into the battery charge winding.
Output from these windings is delivered to a Battery Charge Rectifier (BCR1), via Wires 55, 66 and 77.
Page 12
Page 15
Section 3
DESCRIPTION & COMPONENTS
The resulting direct current from the BCR is delivered to the 12 VDC receptacle, via Wire 13A, CB1, and Wire 15A. This receptacle allows the capability to recharge a 12 volt DC storage battery with provided battery charge cables.
INSULATION RESISTANCE
The insulation resistance of stator and rotor wind­ings is a measurement of the integrity of the insulat­ing materials that separate the electrical windings from the generator steel core. This resistance can degrade over time or due to such contaminants as dust, dir t, oil, grease and especially moisture. In most cases, failures of stator and rotor windings is due to a breakdown in the insulation. In many cases, a low insulation resistance is caused by moisture that collects while the generator is shut down. When problems are caused by moisture buildup on the windings, they can usually be corrected by drying the windings. Cleaning and drying the windings can usu­ally eliminate dirt and moisture built up in the genera­tor windings.
THE MEGOHMMETER
GENERAL: A megohmmeter, often called a “megger”, consists of
a meter calibrated in megohms and a power supply. Use a power supply of 500 volts when testing stators or rotors. DO NOT APPLY VOLTAGE LONGER THAN ONE (1) SECOND.
TESTING STATOR INSULATION: All parts that might be damaged by the high meg-
ger voltages must be disconnected before testing. Isolate all stator leads (Figure 3-9) and connect all of the stator leads together. FOLLOW THE MEGGER MANUFACTURER’S INSTRUCTIONS CAREFULLY.
Use a megger power setting of 500 volts. Connect one megger test lead to the junction of all stator leads, the other test lead to frame ground on the stator can. Read the number of megohms on the meter.
The MINIMUM acceptable megger reading for stators may be calculated using the following formula:
windings as outlined “Stator Insulation Tests”. Also test between parallel windings. See “Test
Between Windings” on next page.
TESTING ROTOR INSULATION: Apply a voltage of 500 volts across the rotor positive
(+) slip ring (nearest the rotor bearing), and a clean frame ground (i.e. the rotor shaft). DO NOT EXCEED 500 VOLTS AND D O NOT APPLY VOLTAGE LON GER THA N 1 SEC OND. FOL LOW T HE MEGGER MANUFACTURER’S INSTRUCTIONS CAREFULLY.
ROTOR MINIMUM INSULATION RESISTANCE:
1.5 megohms
CAUTION: Before attempting to measure
*
Insulation resistance, first disconnect and Isolate all leads of the winding to be tested. Electronic components, diodes, surge protec
­tors, relays, Voltage Regulators, etc., can be destroyed if subjected to high megger volt­ages.
HI-POT TESTER: A “Hi-Pot” tester is shown in Figure 3-8. The model
shown is only one of many that are commercially available. The tester shown is equipped with a voltage selector switch that permits the power supply voltage to be selected. It also mounts a breakdown lamp that will illuminate to indicate an insulation breakdown dur­ing the test.
MINIMUM INSULATION RESISTANCE = (in “Megohms”)
GENERATOR RATED VOLTS
__________________________
1000
+1
EXAMPLE: Generator is rated at 120 volts AC. Divide “120” by “1000” to obtain “0.12”. Then add “1” to obtain “1.12” megohms. Minimum insulation resistance for a 120 VAC stator is 1.12 megohms.
If the stator insulation resistance is less than the cal­culated minimum resistance, clean and dry the stator. Then, repeat the test. If resistance is still low, replace the stator.
Use the Megger to test for shorts between isolated
Figure 3-8. – One Type of Hi-Pot Tester
STATOR INSULATION RESISTANCE TEST
GENERAL: Units with air-cooled engines are equipped with (a)
center tapped AC power windings, (b) an excitation
Page 13
Page 16
Section 3
11
44
22
77A
55
77
6
2
66
66A
55A
44S
11S
PIN
LOCATION
6
PIN
LOCATION
7
PIN
LOCATION
1
PIN
LOCATION
12
2
77A
66A
55A
44S
11S
0
4
77
66
55
6
DESCRIPTION & COMPONENTS
or DPE winding, (c) a center tapped battery charge winding and (d) a 10 Amp center tapped battery charge winding. Insulation tests of the stator con­sist of (a) testing all windings to ground, (b) testing between isolated windings, and (c) testing between parallel windings. Figure 3-9 is a pictorial representa­tion of the various stator leads on units with air-cooled engine.
TESTING ALL STATOR WINDINGS TO GROUND:
1. Disconnect stator output leads Wire 11 and Wire 44 from the
generator 50A circuit breaker.
2. Remove stator output lead Wire 22 from the neutral terminal
on the back of the 50A outlet.
3. Disconnect the C1 connector from the bottom of the control
panel. See Figure 3-10. The C1 connector is on the right when
facing the control panel.
cleaning and drying, the stator fails the second test, the stator assembly should be replaced.
6. Now proceed to th e C1 connector ( Fem ale side – Just
removed). Each winding will be individually tested for a short
to ground. Insert a large paper clip (or similar item) into the C1
connector at the following pin locations:
Pin
Location
1 11S Sense Lead Power
2 44S Sense Lead Power
3 55A Battery Charge
4 66A Battery Charge
5 77A Battery Charge
6 2 Excitation
7 6 Excitation
8 55 10 Amp Battery Charge
9 66 10 Amp Battery Charge
10 77 10 Amp Battery Charge
11 4
12 0
Wire
Number
Winding
(Positive lead to Brush)
(Negative lead to Brush)
Figure 3-9. – Stator Winding Leads
4. Connect the terminal ends of Wires 11, 22, and 44 together.
Make sure the wire ends are not touching any part of the gen-
erator frame or any terminal.
5. Connect the red test probe of the Hi-Pot tester to the joined
terminal ends of stator leads 11, 22, and 44. Connect the black
tester lead to a clean frame ground on the stator can. With tes
ter leads connected in this manner, proceed as follows:
a. Turn the Hi-Pot tester switch OFF. b. Plug the tester cord into a 120 volt AC wall sock
et and set its voltage selector switch to “1500 volts”.
c. Turn the tester switch ON and observe the
breakdown lamp on tester. DO NOT APPLY VOLTAGE LONGER THAN 1 SECOND. After one (1) second, turn the tester switch OFF.
If the breakdown lamp comes on during the one-sec­ond test, the stator should be cleaned and dried. After cleaning and drying, repeat the insulation test. If, after
Page 14
Next refer to Steps 5a through 5c of the Hi-Pot proce­dure.
Example: Insert paper clip into Pin 1, Hi-Pot from Pin 1 (Wire 11S) to ground. Proceed to Pin 2, Pin 3, etc. through Pin 10.
-
Figure 3-10. – C1 Connector Pin Location Numbers
(Female Side, Located to the Right When Facing the
-
Control Panel)
TEST BETWEEN WINDINGS:
1. Insert a paper clip into Pin Location 3 (Wire 55A). Connect
the red tester probe to the paper clip. Connect the black tes-
ter probe to Stator Lead 11. Refer to Steps 5a through 5c of
“TESTING ALL STATOR WINDINGS TO GROUND”.
2. Repeat Step 1 at Pin Location 6 (Wire 2) and Stator Lead 11.
Page 17
Section 3
POSITIVE (+) TEST LEAD
DESCRIPTION & COMPONENTS
3. Repeat Step 1 at Pin Location 8 (Wire 55) and Stator Lead 11.
For the following steps (4 through 6) an additional paper clip (or similar item) will be needed:
4. Insert a paper clip into Pin Location 3 (Wire 55A). Connect the
red tester probe to the paper clip. Insert additional paper clip
into Pin Location 6 (Wire 2). Connect the black tester probe to
this paper clip. Refer to Steps 5a through 5c of “TESTING ALL
STATOR WINDINGS TO GROUND” on the previous page.
5. Insert a paper clip into Pin Location 3 (Wire 55A). Connect the
red tester probe to the paper clip. Insert additional paper clip
into Pin Location 8 (Wire 55). Connect the black tester probe to
this paper clip. Refer to Steps 5a through 5c of “TESTING ALL
STATOR WINDINGS TO GROUND” on the previous page.
6. Insert a paper clip into Pin Location 6 (Wire 2). Connect the red
tester probe to the paper clip. Insert the additional paper clip
into Pin Location 8 (Wire 55). Connect the black tester probe to
this paper clip. Refer to Steps 5a through 5c of “TESTING ALL
STATOR WINDINGS TO GROUND” on the previous
page.
ROTOR INSULATION RESISTANCE TEST
Before attempting to test rotor insulation, the brush holder must be completely removed. The rotor must be completely isolated from other components before starting the test. Attach all leads of all stator windings to ground.
1. Connect the red tester lead to the positive (+) slip ring (nearest
the rotor bearing).
2. Connect the black tester probe to a clean frame ground, such
as a clean metal part of the rotor shaft.
3. Turn the tester switch OFF.
4. Plug the tester into a 120 volts AC wall socket and set the volt
age switch to “1500 volts”.
5. Turn the tester switch “On” and make sure the pilot light has
turned on.
6. Observe the breakdown lamp, then turn the tester switch OFF.
DO NOT APPLY VOLTAGE LONGER THAN ONE (1) SECOND.
If the breakdown lamp came on during the one (1) second test, cleaning and drying of the rotor may be necessary. After cleaning and drying, repeat the insu­lation breakdown test. If breakdown lamp comes on during the second test, replace the rotor assembly.
CLEANING THE GENERATOR
Caked or greasy dirt may be loosened with a soft brush or a damp cloth. A vacuum system may be used to clean up loosened dirt. Dust and dirt may also be removed using dry, low-pressure air (25 psi maximum).
CAUTION: Do not use sprayed water to clean
*
the generator. Some of the water will be retained on generator windings and terminals, and may cause very serious problems.
DRYING THE GENERATOR
To dry a generator, proceed as follows:
1. Open the generator main circuit breaker. NO ELECTRICAL
LOADS MUST BE APPLIED TO THE GENERATOR WHILE
DRYING.
-
Figure 3-10. – Testing Rotor Insulation
2. Provide an external source to blow warm, dry air through the
generator interior (around the rotor and stator windings. DO
NOT EXCEED 185° F. (85° C.).
3. Start the generator and let it run for 2 or 3 hours.
4. Shut the generator down and repeat the stator and rotor insula
tion resistance tests.
Page 15
-
Page 18
Section 4
DIP SWITCH
1) ON
2) OFF
J2 CONNECTOR
J1 CONNECTOR
POTENTIOMETERS
RESPONSE
RECOVERY
DAMPEN
SENSING
LED
21
ON
ENGINE DC CONTROL SYSTEM
PRINTED CIRCUIT BOARD
GENERAL: The printed board is responsible for cranking, startup,
running and shutdown operations. The board intercon­nects with other components of the DC control system to turn them on and off at the proper times. It is pow­ered by fused 12 VDC power from the unit battery.
CIRCUIT BOARD CONNECTIONS: The circuit board mounts a 12-pin receptacle (J2) and
a 5-pin receptacle (J1). Figure 4-2 shows the 12-pin receptacle (J2), the associated wires and the function of each pin and wire.
DIP SWITCH POSITIONS:
Note: These switches must remain in the positions set at the factory.
1. Stepper Motor Rotation
a. Switch set to ON for clockwise rotation (Factory
Position).
b. Switch set to OFF for counterclockwise rotation.
2. Frequency Setting
a. Switch set to OFF fo r 60 Her tz (Factor y
Position).
b. Switch set to ON for 50 Hertz.
TERMINAL WIRE FUNCTION
1 15B 12 VDC input when the Start Stop Relay
2 83 Ground input when the idle control switch
3 TR1 AC voltage input from the idle control
4 0 Common ground for the PCB
5 167 12 VDC input when SW1 is placed in the
6 TR2 AC voltage input from the idle control
7 86 Fault shutdown circuit. When grounded
8 229 Switched to ground for Start Stop Relay
9 NOT USED
10 44S AC input for frequency control.
11 NOT USED
12 11S AC input for frequency control. 11S/44S
Note: J1 Connector is utilized for governor control.
(SSR) is energized.
(SW2) is placed in the closed position
transformers.
Start position. Ground input when SW1 is placed in the Stop position.
transformers.
by closure of the Low Oil pressure switch (LOP) engine will shut down.
(SSR) operation.
11S/44S 240VAC
240VAC
Figure 4-2. – Receptacle J2
BATTERY
RECOMMENDED BATTERY: When anticipated ambient temperatures will be con-
sistently above 32° F. (0° C.), use a 12 volts Type U1 storage battery capable of delivering at least 300 cold cranking amperes.
Page 16
Figure 4-1. – Printed Circuit Board
Page 19
ENGINE DC CONTROL SYSTEM
VOLTAGE
REGULATOR
TERMINAL BOARD
(TB1)
TERMINAL BOARD
(TB2)
START STOP RELAY
(SSR)
STARTER CONTACTOR RELAY
(SCR)
IDLE CONTROL
TRANSFORMERS
(ICT)
PRINTED CIRCUIT
BOARD
10 AMP FUSE (F1)
LOCATED IN REAR OF CONTROL PANEL
DIODE (D1)
RESISTOR (R1)
CONNECTOR
(C2)
CONNECTOR
(C1)
50 AMP CIRCUIT BREAKER
EXCITATION CIRCUIT
BREAKER (CB2)
10 AMP AUTO RESET
BREAKER (CB1)
BATTERY CHARGE RECTIFIERS
(BCR1 & BCR2)
CONTROL PANEL COMPONENT IDENTIFICATION
Section 4
Page 17
Page 20
Section 4
PIN
LOCATION
6
PIN
LOCATION
7
C1 FEMALE SIDE
C2 FEMALE SIDE
C1 MALE SIDE
C2 MALE SIDE
PIN
LOCATION
1
PIN
LOCATION
12
2
77A
66A
55A
44S
11S
0
4
77
66
55
6
PIN
LOCATION
7
PIN
LOCATION
6
0
4
77
66
55
6
2
77A
66A
55A
44S
11S
PIN
LOCATION
6
PIN
LOCATION
7
PIN
LOCATION
1
PIN
LOCATION
12
13
86
167
0
15
18
0
13
15
16
17
14
PIN
LOCATION
7
PIN
LOCATION
6
0
13
15
16
17
14
13
86
167
0
15
18
TERMINAL BLOCK
(TB1)
TERMINAL BLOCK
(TB2)
86 15B
167
BLK
0 229
83
BLK
TR2
TR1
44S
11S
ENGINE DC CONTROL SYSTEM
Page 18
Page 21
NOTES
Page 19
Page 22
Section 4
VOLTAGE
ELECTRONIC
REGULATOR
11S
162
0
6
44S
4
6
5
4
3
2
1
BCR2
77A
15
66A
564
1012
SSR
9
18
PRINTED CIRCUIT
BOARD
CONTROL
12 1011 9 278 6 45 3J21
J1
15B83TR10167
TR286229
44S
11S
ACTUATOR
GOVERNOR
11B
0
22
50A
C.B.
30A
C.B.
FIELD
BATTERY CHARGE WINDING
55A
10A BATTERY CHARGE WINDING
77
55
11S
112244
44S
66
77A 66A
62 4 0
C1-12C1-11C1-7C1-6C1-1
C1-2
C1-4
C1-9
C1-8
C1-10
C1-5
C1-3
77
66
BCR1
13A
CB2
83
167
229
15B
0
86
SW2
C2-8
C2-3
C2-4
C2-10
C2-5
C2-7
C2-1
C2-2
C2-12
16
SC
CB1
15A 0
C2-6
C2-11
C2-9
13
13
F1
SCR
22914
15B
18
01515 15
0
0
0
167
15
15
86
0
14
17
18
13
13
16
14
14
14
14
86
13
15
15
1515
15
15
15
15
14
18 18
167167
8686
4
4
162
11S
44S
22
11
0
44
11
0
22
4444
77A
77
66A
66
77
0
2
2
2
6
6
6
11S 4 044S
RED
BLK
BLK
83 0
0
00
0
229
15B
15
15
15
0
17
17
4
120/240V
POWER WINDING
DPE WINDING
I.C.T.
I.C.T.
I.C.
R1D1
TB1
TB2
12Vdc
BA
13
14
13
ENGINE DC CONTROL SYSTEM
Battery voltage is supplied to components of the control system from the unit BATTERY via the RED battery cable connected to the contacts of the starter contactor (SC), wire 13, a 10 Amp fuse (F1), and Wire 15.
Wire 13 is unfused battery supply voltage and is connected to the contacts of the Starter Contactor Relay (SCR). Wire 15 12 VDC fused battery supply voltage is supplied to the SCR coil, it goes through the coil and comes out
as wire 17 12 VDC, wire 17 is connected to the Start-Run-Stop switch (SW1) and is held open to ground. No cur­rent flows through the circuit and the SCR is de-energized.
Wire 15 12 VDC fused battery supply voltage is supplied to SW1 and is held open to Wire 167. Wire 15 12 VDC fused battery supply voltage is supplied to the Start-Stop Relay (SSR) it goes through the coil
and comes out as wire 229 12 VDC, wire 229 is connected to the printed circuit board and is held open to ground. No current flows through the circuit and the SSR is de-energized.
Page 20
CIRCUIT CONDITION - REST:
Page 23
Section 4
RESET
RESET
TEST
TEST
18
IM2
SP2
IM1
SP1
0 0 44C2211C22
C.B.
0000
222222
44D11D44B
11B
11B
0
11A44A
22
20A
C.B. 20A30A
C.B.
30A
C.B.
30A
C.B.
50A
C.B.
30A
C.B.
0
167
SW1
FSS
LOP
0
15
17
0
17
15
0
0
86
14
C2-8
C2-3
C2-4
C2-10
C2-5
C2-7
C2-1
C2-2
15
C2-12
0
0
16
SC
BATTERY
BLACK
RED
SC
SM
12V
C2-6
C2-11
C2-9
13
13
SCR
0
0
167
15
15
86
0
14
17
18
13
13
16
86
15
15
22
11
0
44
11
0
22
44
11
0
22
44
17
17
SCR - STARTER CONTACTOR RELAY
SW1 - START-RUN-STOP SWITCH
SSR - START / STOP RELAY
SP2 - SPARK PLUG, CYL. 2
SP1 - SPARK PLUG, CYL. 1
SM - STARTER MOTOR
SC - STARTER CONTACTOR
R1 - 25 OHM, 25W RESISTOR
IM2 - IGNITION MODULE, CYL. 2
FSS - FUEL SHUT OFF SOLENOID
CB1 - 10AMP AUTO RESET BREAKER
LOP - LOW OIL PRESSURE
IM1 - IGNITION MODULE, CYL. 1
GND - GROUND BAR
F1 - 10A FUSE
D2, D3 - ENGINE SHUTDOWN DIODE
BA - BRUSH ASSEMBLY
LEGEND
120/240V
50A
TWISTLOK TWISTLOK
120V/30A
TWISTLOK
120V/30A
DUPLEX
120V 120V
GFCI
30A
120/240V
D2
D3
CB2 - 5AMP AUTO RESET BREAKER D1 - 600V 12A DIODE
BCR2 - BATTERY CHARGE RECTIFIER
BCR1 - BATTERY CHARGE RECTIFIER, 10A
I.C.T. - IDLE CONTROL TRANSFORMER
SW2 - IDLE CONTROL SWITCH TB1, TB2 - TERMINAL BLOCK
13
= 12 VDC SUPPLY
= 12 VDC CONTROL
= AC POWER
= GROUND
ENGINE DC CONTROL SYSTEM
Wire 15 12 VDC fused battery supply voltage is supplied to the normally open contacts of the SSR. One set of normally open contacts are connected to Wire 15B, the other set of normally open contacts are connected to Wire
14. The SSR is de-energized and no voltage is available through the contacts. Wire 15 12 VDC fused battery supply voltage is supplied to the Battery Charge Rectifier number 2 (BCR2). This is
a return current path for battery charging. No current flows at this time. Wire 18 connects to the ignition magnetos and to the normally closed contacts of the SSR. The normally closed
contacts are also connected to Wire 0, Wire 0 is frame ground. The SSR is de-energized and the magnetos are grounded out at this time, no spark is available.
Page 21
Page 24
Section 4
VOLTAGE
ELECTRONIC
REGULATOR
11S
162
0
6
44S
4
6
5
4
3
2
1
BCR2
77A
15
66A
564
1012
SSR
9
18
PRINTED CIRCUIT
BOARD
CONTROL
12 1011 9 278 6 45 3J21
J1
15B83TR10167
TR286229
44S
11S
ACTUATOR
GOVERNOR
11B
0
22
50A
C.B.
30A
C.B.
FIELD
BATTERY CHARGE WINDING
55A
10A BATTERY CHARGE WINDING
77
55
11S
112244
44S
66
77A 66A
62 4 0
C1-12C1-11C1-7C1-6C1-1
C1-2
C1-4
C1-9
C1-8
C1-10
C1-5
C1-3
77
66
BCR1
13A
CB2
83
167
229
15B
0
86
SW2
C2-8
C2-3
C2-4
C2-10
C2-5
C2-7
C2-1
C2-2
C2-12
16
SC
CB1
15A 0
C2-6
C2-11
C2-9
13
13
F1
SCR
22914
15B
18
01515 15
0
0
0
167
15
15
86
0
14
17
18
13
13
16
14
14
14
14
86
13
15
15
1515
15
15
15
15
14
18 18
167167
8686
4
4
162
11S
44S
22
11
0
44
11
0
22
4444
77A
77
66A
66
77
0
2
2
2
6
6
6
11S 4 044S
RED
BLK
BLK
83 0
0
00
0
229
15B
15
15
15
0
17
17
4
120/240V
POWER WINDING
DPE WINDING
I.C.T.
I.C.T.
I.C.
R1D1
TB1
TB2
12Vdc
BA
13
14
13
ENGINE DC CONTROL SYSTEM
With the Start-Run-Stop Switch (SW1) held in the start position, Wire 17 from the Starter Contactor Relay (SCR) is now connected to Wire 0 which is frame ground. This allows current to flow and the SCR is energized. The SCR contacts close connecting Wire 13 battery power to Wire 16. Wire 16 now supplies battery power to the starter contactor (SC) on the Starter Motor (SM), the SC is energized and its contacts close, battery power is available to the Starter Motor (SM) and the engine is cranking.
Page 22
CIRCUIT CONDITION - START:
Page 25
Section 4
RESET
RESET
TEST
TEST
18
IM2
SP2
IM1
SP1
0 0 44C2211C22
C.B.
0000
222222
44D11D44B
11B
11B
0
11A44A
22
20A
C.B. 20A30A
C.B.
30A
C.B.
30A
C.B.
50A
C.B.
30A
C.B.
0
167
SW1
FSS
LOP
0
15
17
0
17
15
0
0
86
14
C2-8
C2-3
C2-4
C2-10
C2-5
C2-7
C2-1
C2-2
15
C2-12
0
0
16
SC
BATTERY
BLACK
RED
SC
SM
12V
C2-6
C2-11
C2-9
13
13
SCR
0
0
167
15
15
86
0
14
17
18
13
13
16
86
15
15
22
11
0
44
11
0
22
44
11
0
22
44
17
17
SCR - STARTER CONTACTOR RELAY
SW1 - START-RUN-STOP SWITCH
SSR - START / STOP RELAY
SP2 - SPARK PLUG, CYL. 2
SP1 - SPARK PLUG, CYL. 1
SM - STARTER MOTOR
SC - STARTER CONTACTOR
R1 - 25 OHM, 25W RESISTOR
IM2 - IGNITION MODULE, CYL. 2
FSS - FUEL SHUT OFF SOLENOID
CB1 - 10AMP AUTO RESET BREAKER
LOP - LOW OIL PRESSURE
IM1 - IGNITION MODULE, CYL. 1
GND - GROUND BAR
F1 - 10A FUSE
D2, D3 - ENGINE SHUTDOWN DIODE
BA - BRUSH ASSEMBLY
LEGEND
120/240V
50A
TWISTLOK TWISTLOK
120V/30A
TWISTLOK
120V/30A
DUPLEX
120V 120V
GFCI
30A
120/240V
D2
D3
CB2 - 5AMP AUTO RESET BREAKER D1 - 600V 12A DIODE
BCR2 - BATTERY CHARGE RECTIFIER
BCR1 - BATTERY CHARGE RECTIFIER, 10A
I.C.T. - IDLE CONTROL TRANSFORMER
SW2 - IDLE CONTROL SWITCH TB1, TB2 - TERMINAL BLOCK
13
= 12 VDC SUPPLY
= 12 VDC CONTROL
= AC POWER
= GROUND
ENGINE DC CONTROL SYSTEM
With the Start-Run-Stop Switch (SW1) held in the start position, Wire 15 is now connected to Wire 167. Wire 15 supplies fused battery power via Wire 167 to the Printed Circuit Board. This 12 VDC input signals the Printed Circuit Board to internally ground Wire 229 which is connected to the coil of the Start-Stop-Relay (SSR). This action allows current to flow and the SSR is energized. The normally open contacts close supplying battery power from Wire 15 to Wire 14. Wire 14 supplies power to the Fuel Shutoff Solenoid (FSS), it is energized and fuel is available to the engine. Wire 14 supplies power through Resistor (R1) and Diode (D1) to Wire 4, Wire 4 connects to the field or the Rotor assembly and is used as Field Boost. The second set of normally open contacts also close connecting Wire 15 12 VDC battery supply to Wire 15B. Wire 15B now supplies 12 VDC to the printed circuit board for use with the governor control system. The normally closed contacts now open, Wire 18 is no longer con­nected to Wire 0 and the magnetos are no longer grounded out and can produce spark.
Page 23
Page 26
Section 4
VOLTAGE
ELECTRONIC
REGULATOR
11S
162
0
6
44S
4
6
5
4
3
2
1
BCR2
77A
15
66A
564
1012
SSR
9
18
PRINTED CIRCUIT
BOARD
CONTROL
12 1011 9 278 6 45 3J21
J1
15B83TR10167
TR286229
44S
11S
ACTUATOR
GOVERNOR
11B
0
22
50A
C.B.
30A
C.B.
FIELD
BATTERY CHARGE WINDING
55A
10A BATTERY CHARGE WINDING
77
55
11S
112244
44S
66
77A 66A
62 4 0
C1-12C1-11C1-7C1-6C1-1
C1-2
C1-4
C1-9
C1-8
C1-10
C1-5
C1-3
77
66
BCR1
13A
CB2
83
167
229
15B
0
86
SW2
C2-8
C2-3
C2-4
C2-10
C2-5
C2-7
C2-1
C2-2
C2-12
16
SC
CB1
15A 0
C2-6
C2-11
C2-9
13
13
F1
SCR
22914
15B
18
01515 15
0
0
0
167
15
15
86
0
14
17
18
13
13
16
14
14
14
14
86
13
15
15
1515
15
15
15
15
14
18 18
167167
8686
4
4
162
11S
44S
22
11
0
44
11
0
22
4444
77A
77
66A
66
77
0
2
2
2
6
6
6
11S 4 044S
RED
BLK
BLK
83 0
0
00
0
229
15B
15
15
15
0
17
17
4
120/240V
POWER WINDING
DPE WINDING
I.C.T.
I.C.T.
I.C.
R1D1
TB1
TB2
12Vdc
BA
13
14
13
ENGINE DC CONTROL SYSTEM
Once the engine has started the Start-Run-Stop Switch (SW1) is released and will be in the run position, at this point SW1 is not activated. This action will de-energize the Starter Contactor Relay (SCR) causing the Starter Motor to disengage.
Printed circuit board action keeps Wire 229 held to ground this action holds the Start-Stop Relay (SSR) energized. With the SSR energized Wire 14 maintains 12 VDC to the Fuel Shutoff Solenoid. Once the Voltage Regulator starts functioning the field boost circuit is no longer a factor in operation. With the SSR energized Wire 15B main­tains 12 VDC to the printed circuit board. With the SSR energized Wire 18 is not grounded and the magnetos con­tinue to produce spark.
The two independent battery charge windings are now producing AC voltage and supplying this to BCR1 and BCR2. The AC voltage is rectified through BCR1 and used to supply DC voltage to the 12 VDC accessory outlet. The AC voltage is rectified through BCR2 and used to supply DC voltage to the battery for battery charging.
Page 24
CIRCUIT CONDITION - RUN:
Page 27
Section 4
RESET
RESET
TEST
TEST
18
IM2
SP2
IM1
SP1
0 0 44C2211C22
C.B.
0000
222222
44D11D44B
11B
11B
0
11A44A
22
20A
C.B. 20A30A
C.B.
30A
C.B.
30A
C.B.
50A
C.B.
30A
C.B.
0
167
SW1
FSS
LOP
0
15
17
0
17
15
0
0
86
14
C2-8
C2-3
C2-4
C2-10
C2-5
C2-7
C2-1
C2-2
15
C2-12
0
0
16
SC
BATTERY
BLACK
RED
SC
SM
12V
C2-6
C2-11
C2-9
13
13
SCR
0
0
167
15
15
86
0
14
17
18
13
13
16
86
15
15
22
11
0
44
11
0
22
44
11
0
22
44
17
17
SCR - STARTER CONTACTOR RELAY
SW1 - START-RUN-STOP SWITCH
SSR - START / STOP RELAY
SP2 - SPARK PLUG, CYL. 2
SP1 - SPARK PLUG, CYL. 1
SM - STARTER MOTOR
SC - STARTER CONTACTOR
R1 - 25 OHM, 25W RESISTOR
IM2 - IGNITION MODULE, CYL. 2
FSS - FUEL SHUT OFF SOLENOID
CB1 - 10AMP AUTO RESET BREAKER
LOP - LOW OIL PRESSURE
IM1 - IGNITION MODULE, CYL. 1
GND - GROUND BAR
F1 - 10A FUSE
D2, D3 - ENGINE SHUTDOWN DIODE
BA - BRUSH ASSEMBLY
LEGEND
120/240V
50A
TWISTLOK TWISTLOK
120V/30A
TWISTLOK
120V/30A
DUPLEX
120V 120V
GFCI
30A
120/240V
D2
D3
CB2 - 5AMP AUTO RESET BREAKER D1 - 600V 12A DIODE
BCR2 - BATTERY CHARGE RECTIFIER
BCR1 - BATTERY CHARGE RECTIFIER, 10A
I.C.T. - IDLE CONTROL TRANSFORMER
SW2 - IDLE CONTROL SWITCH TB1, TB2 - TERMINAL BLOCK
13
= 12 VDC SUPPLY
= 12 VDC CONTROL
= AC POWER
= GROUND
= IDLE CONTROL TRANSFORMER OUTPUT
ENGINE DC CONTROL SYSTEM
The printed circuit board is supplied with AC voltage from Wires 11S and 44S, this voltage /frequency signal is used by the printed circuit board for governor control operation.
When the Idle Control Switch (SW2) is activated to the “ON” position Wire 83 from the printed circuit board will be connected to Wire 0 frame ground. There are two Idle Control Transformers (ICT) that sense current flow off the main power windings. The voltage signal from the ICT’s connect to the Printed Circuit Board via Wires TR1/TR2 and are used for sensing load on the generator. With no-load on the generator there is no current supplied from the ICT’s and the engine will run at a lower RPM. When a load is applied to the generator the ICT’s supply a voltage signal to the Printed Circuit Board and the engine RPM will be increased to running RPM approximately 3600RPM.
Page 25
Page 28
Section 4
VOLTAGE
ELECTRONIC
REGULATOR
11S
162
0
6
44S
4
6
5
4
3
2
1
BCR2
77A
15
66A
564
1012
SSR
9
18
PRINTED CIRCUIT
BOARD
CONTROL
12 1011 9 278 6 45 3J21
J1
15B83TR10167
TR286229
44S
11S
ACTUATOR
GOVERNOR
11B
0
22
50A
C.B.
30A
C.B.
FIELD
BATTERY CHARGE WINDING
55A
10A BATTERY CHARGE WINDING
77
55
11S
112244
44S
66
77A 66A
62 4 0
C1-12C1-11C1-7C1-6C1-1
C1-2
C1-4
C1-9
C1-8
C1-10
C1-5
C1-3
77
66
BCR1
13A
CB2
83
167
229
15B
0
86
SW2
C2-8
C2-3
C2-4
C2-10
C2-5
C2-7
C2-1
C2-2
C2-12
16
SC
CB1
15A 0
C2-6
C2-11
C2-9
13
13
F1
SCR
22914
15B
18
01515 15
0
0
0
167
15
15
86
0
14
17
18
13
13
16
14
14
14
14
86
13
15
15
1515
15
15
15
15
14
18 18
167167
8686
4
4
162
11S
44S
22
11
0
44
11
0
22
4444
77A
77
66A
66
77
0
2
2
2
6
6
6
11S 4 044S
RED
BLK
BLK
83 0
0
00
0
229
15B
15
15
15
0
17
17
4
120/240V
POWER WINDING
DPE WINDING
I.C.T.
I.C.T.
I.C.
R1D1
TB1
TB2
12Vdc
BA
13
14
13
ENGINE DC CONTROL SYSTEM
With the Start-Run-Stop Switch (SW1) placed in the Stop position Wire 167 is connected to Wire 0 which is frame ground. The ground signal is supplied via Wire 167 to the Printed Circuit Board. The Printed Circuit Board will open Wire 229 from ground; this action will de-energize the Start-Stop Relay (SSR). With the SSR de-energized Wire 14 will no longer have 12 VDC supplied to it through the relay, this de-energizes the Fuel Shutoff Solenoid (FSS) stopping fuel to the engine. With the SSR de-energized Wire 18 will now be connected to Wire 0, this action will ground the magnetos out through Wire 18 causing loss of spark to the engine. With the loss of fuel and loss of spark the engine will shutdown.
Page 26
CIRCUIT CONDITION - STOP:
Page 29
Section 4
RESET
RESET
TEST
TEST
18
IM2
SP2
IM1
SP1
0 0 44C2211C22
C.B.
0000
222222
44D11D44B
11B
11B
0
11A44A
22
20A
C.B. 20A30A
C.B.
30A
C.B.
30A
C.B.
50A
C.B.
30A
C.B.
0
167
SW1
FSS
LOP
0
15
17
0
17
15
0
0
86
14
C2-8
C2-3
C2-4
C2-10
C2-5
C2-7
C2-1
C2-2
15
C2-12
0
0
16
SC
BATTERY
BLACK
RED
SC
SM
12V
C2-6
C2-11
C2-9
13
13
SCR
0
0
167
15
15
86
0
14
17
18
13
13
16
86
15
15
22
11
0
44
11
0
22
44
11
0
22
44
17
17
SCR - STARTER CONTACTOR RELAY
SW1 - START-RUN-STOP SWITCH
SSR - START / STOP RELAY
SP2 - SPARK PLUG, CYL. 2
SP1 - SPARK PLUG, CYL. 1
SM - STARTER MOTOR
SC - STARTER CONTACTOR
R1 - 25 OHM, 25W RESISTOR
IM2 - IGNITION MODULE, CYL. 2
FSS - FUEL SHUT OFF SOLENOID
CB1 - 10AMP AUTO RESET BREAKER
LOP - LOW OIL PRESSURE
IM1 - IGNITION MODULE, CYL. 1
GND - GROUND BAR
F1 - 10A FUSE
D2, D3 - ENGINE SHUTDOWN DIODE
BA - BRUSH ASSEMBLY
LEGEND
120/240V
50A
TWISTLOK TWISTLOK
120V/30A
TWISTLOK
120V/30A
DUPLEX
120V 120V
GFCI
30A
120/240V
D2
D3
CB2 - 5AMP AUTO RESET BREAKER D1 - 600V 12A DIODE
BCR2 - BATTERY CHARGE RECTIFIER
BCR1 - BATTERY CHARGE RECTIFIER, 10A
I.C.T. - IDLE CONTROL TRANSFORMER
SW2 - IDLE CONTROL SWITCH TB1, TB2 - TERMINAL BLOCK
13
= 12 VDC SUPPLY
= 12 VDC CONTROL
= AC POWER
= GROUND
ENGINE DC CONTROL SYSTEM
With the generator running if the Low Oil Pressure (LOP) closes Wire 86 will be connected to Wire 0 frame ground. Printed Circuit Board action will open Wire 229 from ground; this action will de-energize the Start-Stop Relay (SSR). This action will cause a shutdown as described on Page 26.
FAULT SHUTDOWN:
Page 27
Page 30
Section 5
GO TO PROBLEM 1
(BELOW)
GO TO PROBLEM 2 GO TO PROBLEM 2 GO TO PROBLEM 3GO TO VOLTAGE
REGULATOR
ADJUSTMENT,
PAGE 11
TEST 1 - CHECK NO
LOAD VOLTAGE &
FREQUENCY
If Problem Involves AC Output
VOLTAGE &
FREQUENCY BOTH
HIGH OR LOW
FREQUENCY GOOD -
ZERO OR RESIDUAL
VOLTAGE
ZERO VOLTAGE AND
ZERO FREQUENCY
FREQUENCY GOOD -
VOLTAGE HIGH
OR
VOLTAGE LOW
NO-LOAD VOLTAGE & FREQUENCY GOOD -
VOLTAGE/FREQUENCY
FALLS OFF UNDER LOAD
Problem 1 - Voltage & Frequency Are Both High or Low
TEST 5 - CHECK
STEPPER MOTOR
CONTROL
GO TO VOLTAGE
REGULATOR
ADJUSTMENT,
PAGE 11
FREQUENCY IS GOOD,
BUT NO-LOAD
VOLTAGE IS HIGH
OR VOLTAGE
IS LOW
TROUBLESHOOTING FLOWCHARTS
INTRODUCTION
The “Flow Charts” in this section may be used in conjunction with the “Diagnostic Tests” of Section 6. Numbered tests in the Flow Charts correspond to identically numbered tests of Section 6.
Problems 1 through 5 apply to the AC generator only. Beginning with Problem 5, the engine DC control sys-
tem is dealt with.
Page 28
Page 31
TROUBLESHOOTING FLOWCHARTS
TEST 2 - CHECK
MAIN CIRCUIT
BREAKER
TEST 3 - TEST
EXCITATION
CIRCUIT BREAKER
TEST 4 -
PERFORM FIXED
EXCITATION /
ROTOR AMP
DRAW
TEST 9 - TEST
STATOR
TEST 11 -
EXCITATION
WIRING
TEST 6 - WIRE
CONTINUITY
TEST 8 -
DIODE/RESISTOR
INSULATION
RESISTANCE
TEST PAGE 13
INSULATION
RESISTANCE
TEST PAGE 14
INSULATION
RESISTANCE
TEST PAGE 13
TEST 7 -
FIELD BOOST
TEST 12 -
CHECK BRUSH
LEADS
TEST 13 -
CHECK BRUSHES & SLIP RINGS
TEST 14 -
CHECK ROTOR
ASSEMBLY
REPAIR
OR
REPLACE
BAD
BAD
BAD
BAD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
BAD
BAD
TEST 10 ­SENSING
LEADS
BAD
BAD
BAD
BAD
BAD
BAD
BAD
REPAIR
OR
REPLACE
REPAIR
OR
REPLACE
REPLACE
VOLTAGE
REGULATOR
REPAIR
OR
REPLACE,
THEN
RETEST
REPAIR
OR
REPLACE,
THEN
RETEST
RESET TO
“ON”
OR REPLACE
IF BAD
GOOD -PROCEED BAD -PROCEED, REPLACE AFTER TESTS CONCLUDE
Problem 2 - Generator Produces Zero Voltage or Residual Voltage (2-12 VAC)
D
A
C
B
TEST 9 - TEST
STATOR
Section 5
Page 29
Page 32
Section 5
TEST 4 -
PERFORM FIXED
EXCITATION /
ROTOR AMP
DRAW
TEST 9 - TEST
STATOR DPE
WINDING
CHECK VOLTMETER
FUSES - VERIFY AMP
METER FUNCTIONS
INSULATION
RESISTANCE
TEST PAGE 14
INSULATION
RESISTANCE
TEST PAGE 13
TEST 14 -
CHECK ROTOR
ASSEMBLY
REPAIR
OR
REPLACE
REPAIR
OR
REPLACE
BAD
GOOD
BAD
BAD
BAD
REPLACE FUSES
- THEN RETEST
Problem 2 - Generator Produces Zero Voltage or Residual Voltage (2-12 VAC)
(continued)
G
E
F
TEST 15 -
CHECK LOAD
VOLTAGE &
FREQUENCY
TEST 16 - CHECK
LOAD WATTS &
AMPERAGE
TEST 2 - CHECK / STEPPER MOTOR
CONTROL
GO TO PROBLEM 8
REDUCE LOAD
END TEST
GOOD
GOOD
BAD
OVERLOADED
NOT OVERLOADED
Problem 3 - Excessive Voltage/Frequency Droop When Load is Applied
TROUBLESHOOTING FLOWCHARTS
Page 30
Page 33
Section 5
TEST 17 -
CHECK
BATTERY
CHARGE OUTPUT
TEST 19 -
CHECK
BATTERY
CHARGE
RECTIFIER
TEST 9 - TEST
STATOR
INSULATION
RESISTANCE
TEST PAGE 13
REPAIR
OR
REPLACE
REPAIR
OR REPLACE
REPLACE
FINISHED
GOOD
GOOD
GOOD
BAD
BAD
BAD
BAD
Problem 4 - No Battery Charge Output
TEST 18 -
CHECK 10A
BATTERY CHARGE
OUTPUT
TEST 19 -
CHECK
BATTERY
CHARGE
RECTIFIER
TEST 20 -
CHECK 10A
CIRCUIT
BREAKER
TEST 9 - TEST
STATOR
INSULATION
RESISTANCE
TEST PAGE 13
REPAIR
OR
REPLACE
REPLACE
REPAIR
OR REPLACE
REPLACE
FINISHED
GOOD
GOOD
GOOD
GOOD
BAD
BAD
BAD
BAD
BAD
Problem 5 - No 10A Battery Charge Output
TROUBLESHOOTING FLOWCHARTS
Page 31
Page 34
Section 5
BAD
REPAIR WIRING
GOOD
BAD
TEST 21 ­CHECK 10 AMP FUSE
TEST 26 - CHECK
STARTER CONTACTOR RELAY (SCR)
TEST 27 - CHECK START-RUN-STOP
SWITCH (SW1)
GOOD
TEST 28 - CHECK START-RUN-STOP
SWITCH (SW1)
WIRING
TEST 22 - CHECK
BATTERY
& CABLES
TEST 23 - CHECK
VOLTAGE AT
STARTER
CONTACTOR
REPLACE FUSE
FUSE BLOWS
REPAIR OR
REPLACE WIRING
OR SCR
REPAIR OR
REPLACE WIRE 16
REPLACE
BAD
BAD
REPLACE
GO TO PROBLEM 9
GOOD
GOOD
NO VOLTAGE
MEASURED
FUSE BAD
BAD
TEST 24 - CHECK
STARTER
CONTACTOR
GOOD
12 VDC
MEASURED
BAD
RECHARGE OR REPLACE BATTERY
- CLEAN, REPAIR OR REPLACE BAD CABLE(S)
TEST 25 - CHECK
STARTER MOTOR
REPLACE STARTER
MOTOR IF DEFECTIVE
GOOD
CHECK FOR
MECHANICAL BINDING
OF THE ENGINE OR
ROTOR
Problem 6 - Engine Will Not Crank
TROUBLESHOOTING FLOWCHARTS
Page 32
Page 35
TROUBLESHOOTING FLOWCHARTS
BAD
BAD
BAD
BAD
PULL OUT
ADJUST AND
RE-TEST
REPAIR
OR REPLACE
FSS
REPAIR
OR
REPLACE
REPAIR
OR
REPLACE
REPAIR
OR REPLACE
REPLACE
REPLACE
OFF
OFF
TURN ON
ON
TURN OFF
REPLACE
PRINTED CIRCUIT
BOARD
GOODGOODGOOD
GOOD
SPARK
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD GOOD
GOOD
GOOD
TEST 29 -
CHECK SPARK
CHECK
FUEL
SUPPLY
CHECK
FUEL
SHUTOFF
VALVE
VERIFY THAT IDLE
CONTROL SWITCH
IS IN THE “OFF”
POSITION
TEST 38 -
CHECK
FUEL PUMP
PULL CHOKE
FULL OUT
TEST 32 - TEST
START STOP
RELAY (SSR)
TEST 34 - TEST
START STOP
RELAY WIRING
TEST 30 -
CHECK SPARK PLUGS
TEST 35 - CHECK AND
ADJUST IGNITION
MAGNETOS
TEST 39 -
CHECK
CARBURETION
TEST 33 - TEST
WIRE 167
TEST 40 - CHECK
VALVE
ADJUSTMENT
CHECK
FLYWHEEL KEY -
SEE TEST 35
TEST 41 - CHECK
ENGINE / CYLINDER
LEAK DOWN TEST /
COMPRESSION TEST
REPLENISH
FUEL
SUPPLY
ADJUST
OR REPLACE
REPAIR OR REPLACE AS NECESSARY REFER TO ENGINE SERVICE MANUAL
P/N 0E2081 FOR FURTHER ENGINE
SERVICE INFORMATION
BAD
Problem 7 - Engine Cranks But Will Not Start
TEST 5 - CHECK
STEPPER
MOTOR
CONTROL
TEST 32 - CHECK
START STOP RELAY (SSR)
TEST 36 - CHECK
FUEL SHUTOFF
SOLENOID (FSS)
TEST 31 - REMOVE
WIRE 18 /
SHUTDOWN LEAD
TEST 37 - CHECK
FUEL SHUTOFF
SOLENOID VOLTAGE
DC VOLTAGE
MEASURED AT
TWO PIN
CONNECTOR
FULL OUT
NO
SPARK
BAD
GOOD
BAD
BAD
BAD
BAD
BAD
Section 5
Page 33
Page 36
Section 5
REPAIR
OR REPLACE
BAD
REPAIR
OR REPLACE
BAD
REPAIR
OR REPLACE
BAD
GOODGOODGOOD
GOOD
TEST 29 -
CHECK
SPARK
CHECK
FUEL
SUPPLY
TEST 38 -
CHECK
FUEL PUMP
CHECK CHOKE POSITION AND
OPERATION
TEST 30 -
CHECK
SPARK
PLUG
TEST 35 - CHECK AND
ADJUST IGNITION
MAGNETOS
TEST 39 - CHECK
CARBURETION
TEST 40 - CHECK
VALVE
ADJUSTMENT
CHECK
FLYWHEEL KEY -
SEE TEST 35
TEST 41 - CHECK
ENGINE /
CYLINDER LEAK
DOWN TEST /
COMPRESSION
TEST
REPLACE SPARK PLUG
PUSH IN AFTER STARTING
REPLENISH
FUEL
SUPPLY
ADJUST
OR REPLACE
REPAIR OR REPLACE AS NECESSARY
REFER TO ENGINE SERVICE MANUAL P/N
0E2081 FOR FURTHER ENGINE SERVICE
INFORMATION
GOOD
GOOD
GOOD
GOOD
GOOD
ENGINE MISS
IS APPARENT
LOW FUEL
BAD
BAD
Problem 8 - Engine Starts Hard and Runs Rough
ADJUST VALVES
AND RETEST
BAD
BAD
TEST 5 - CHECK
STEPPER
MOTOR
CONTROL
REPLACE SWITCH
BAD
CHECK
ENGINE OIL
LEVEL
TEST 42 - CHECK OIL
PRESSURE SWITCH
AND WIRE 86
TEST 27 - TEST
START-RUN-STOP
SWITCH (SW1)
REPLACE SWITCH
REPLENISH OIL
VERIFY START STOP RELAY (SSR)
IS WIRED PROPERLY
GO TO PROBLEM 8
GOOD
OIL LEVEL O.K.
OIL LEVEL LOW
BAD
Problem 9 - Engine Starts Then Shuts Down
TROUBLESHOOTING FLOWCHARTS
Page 34
Page 37
GOOD
BAD
TEST 50 - CHECK
WIRE 167
REPLACE
BAD
REPLACE
BAD
REPLACE
BAD
CORRECT
WIRING
BAD
REPLACE
BAD
REPAIR
OR
REPLACE
REPAIR OR REPLACE
WIRE 14
REPAIR
OR
REPLACE
REPAIR
OR
REPLACE
BAD
REPLACE
REPLACE
GOOD
GOOD
GOOD
(WITH HM)
GOOD
(WITHOUT HM)
GOOD
GOOD
GOOD
BAD
BAD
GOOD
GOOD
FUSE BLOWS
UPON
INSTALLATION
CONTINUITY
MEASURED
FUSE BLOWS
WHEN RUNNING
FUSE IS GOOD BUT
BLOWS WHEN PLACED
TO START
VERIFY START-RUN-STOP
SWITCH IS WIRED CORRECTLY
(SEE FIGURE 6-46, pg. 55)
Problem 10 - 10 Amp Fuse (F1) Blowing
INSTALL NEW 10 AMP FUSE
TEST 43 - CHECK
START STOP RELAY (SSR)
CHECK FUEL
SOLENOID
(TEST 47)
AND STARTER
CONTACTOR RELAY
(TEST 44)
VERIFY BCR1
AND BCR2 ARE
WIRED
CORRECTLY
TEST 19 - CHECK
BATTERY CHARGE
RECTIFIER 2
(BCR2)
TEST 45 - CHECK
WIRE 15
BAD
TEST 49 - CHECK
WIRE 15B
TEST 46 - CHECK WIRE 14 CIRCUIT
TEST 8 - DIODE /
RESISTOR
TEST 47 - CHECK
FUEL SHUTOFF
SOLENOID (FSS)
TEST 48 - CHECK
HOURMETER (HM)
IF EQUIPPED
Section 5
TROUBLESHOOTING FLOWCHARTS
Page 35
Page 38
Section 5
ON
GOOD
GOOD
OFF
BAD
BAD
TEST 1 - CHECK
NO-LOAD VOLTAGE
& FREQUENCY
TEST 51 - CHECK
WIRES 11S / 44S
GO TO PROBLEM 2
REPAIR OR REPLACE
CHECK TO SEE IF
RED LED ON
CIRCUIT BOARD IS
ON”
Problem 11 - Unit Overspeeds
PRODUCING
VOLTAGE
REPLACE
CIRCUIT
BOARD
NO
VOLTAGE
TEST 5 - CHECK
STEPPER MOTOR
OPERATION
REPAIR OR REPLACE
GOOD
BAD
TEST 52 - CHECK
IDLE CONTROL
SWITCH
REPLACE
BAD
Problem 12 - Idle Control “RPM Does Not Decrease”
REPLACE PRINTED
CIRCUIT BOARD
VERIFY THAT
THERE IS NO LOAD
ON THE
GENERATOR
GOOD
TEST 53 - CHECK
IDLE CONTROL
WIRING
GOOD
BAD
TEST 54 - CHECK
IDLE CONTROL
TRANSFORMERS
(ICT)
REPLACE
BAD
REPAIR OR REPLACE
Problem 13 - Idle Control “RPM Does Not Increase When Load Is Applied”
REPLACE PRINTED
CIRCUIT BOARD
VERIFY THAT WIRE 11 &
WIRE 44 ARE ROUTED
THROUGH IDLE CONTROL
TRANSFORMERS (ICT)
ROUTE THROUGH IDLE
CONTROL TRANSFORMERS
AND RE-TEST
GOOD
GOOD
TEST 55 - CHECK
TR1 & TR2
WIRING
BAD
ADJUST OR REPLACE
BAD
BAD
REPLACE
REPAIR
OR
REPLACE
GOOD
GOOD
BAD
BAD - ENGINE MISS
APPARENT
GOOD
TEST 56 - CHOKE
TEST
TEST 29 - CHECK
SPARK
TEST 30 - CHECK
SPARK PLUG
TEST 35 - CHECK /
ADJUST IGNITION
MAGNETOS
*Acceptable running limits for the engine are between 59-61 Hertz.
ADJUST / RE-TEST
TEST 40 - CHECK /
ADJUST VALVES
Problem 14 - Engine “Hunts” / Erratic Idle
REPLACE
PRINTED
CIRCUIT BOARD
NO
SURGING
STILL
SURGING
TEST 5 - CHECK
STEPPER MOTOR
OPERATION
TEST 39 - CHECK
CARBURETION
GOOD
TROUBLESHOOTING FLOWCHARTS
Page 36
Page 39
Section 6
240
50A
OFF
ON
00.00
A
A
B
B
50A C.B.
DIAGNOSTIC TESTS
INTRODUCTION
The “Diagnostic Tests” in this chapter may be per­for med in conjunction with the “Flow Charts” of Section 5. Test numbers in this chapter correspond to the numbered tests in the “Flow Charts”.
Tests 1 through 19 are procedures Involving problems with the generator's AC output voltage and frequency (Problems 1 through 5 in the “Flow Charts”).
Tests 19 through 54 are procedures involving prob­lems with engine operation (Problems 6 through 14 in the “Troubleshooting Flow Charts”).
It may be helpful to read Section 2, “Measur ing Electricity”.
NOTE: Test procedures in this Manual are not nec­essarily the only acceptable methods for diagnos­ing the condition of components and circuits. All possible methods that might be used for system diagnosis have not been evaluated. If any diag­nostic method is used other than the method pre­sented in this Manual, the technician must ensure that neither his personal safety nor the product's safety will be endangered by the procedure or method that has been selected.
TEST 1 - CHECK NO-LOAD VOLTAGE AND
FREQUENCY
PROCEDURE:
1. Disconnect or turn OFF all electrical loads connected to the
generator.
2. Set a volt meter to measure AC voltage.
3. Reset all circuit breakers to the on position.
4. Turn the Idle Control switch to OFF.
5. Start the engine and let it stabilize and warm up.
*NOTE: If the generator is not producing AC Power, loss of governor control may occur caus­ing an overspeed or extremely high RPM condi­tion. If this condition occurs manually control throttle (60Hz /3600 RPM) to perform test.
6. Place the meter test leads into the 50A outlet. See Figure 6-1.
7. Read the AC voltage.
8. Connect a AC frequency meter as described in Step 6.
9. Read the AC frequency.
RESULTS:
For units rated 60 Hertz, no load voltage and frequen­cy should be approximately 238-242 VAC and 59-61 Hertz. See Flow Chart Problem 1.
TEST 2 - CHECK MAIN CIRCUIT BREAKER
PROCEDURE: The generator has seven circuit breakers located on
the control panel. If outlets are not receiving power, make sure the breakers are set to ON or “Closed”.
If a breaker is suspected to have failed, it can be tested as follows (see Figure 6-7):
1. Set a Volt meter to measure resistance.
2. With the generator shut down, disconnect all wires from the
suspected circuit breaker terminals to prevent interaction.
3. With the generator shut down, connect one meter test lead to
a one terminal of the breaker and the other meter test lead to
the other terminal. See Figure 6-7.
4. Set the breaker to its ON or “Closed” position. The meter should
read CONTINUITY.
5. Set the breaker to its OFF or “Open” position and the meter
should indicate INFINITY.
Figure 6-1. – VOM Test Leads Connected to 50A
Outlet
RESULTS:
1. If the circuit breaker tests good, refer back to the flow chart.
2. If the breaker tests bad, it should be replaced.
Figure 6-7. – 50 Amp Breaker Test Points
Page 37
Page 40
00.00
C.B.
20/30A
2
162
00.00
R1
D2
4
14
14
4
D2
4
14
WIRE 14
REMOVED
JUMPER LEAD
14
4
R1
Section 6 DIAGNOSTIC TESTS
TEST 4 - FIXED EXCITATION TEST/
ROTOR AMP DRAW
PROCEDURE:
*NOTE: If the generator is not producing AC Power, loss of governor control may occur caus­ing an overspeed or extremely high RPM condi­tion. If this condition occurs manually control throttle (60Hz /3600 RPM) to perform test.
1. Unplug the six pin connector at the Voltage Regulator.
2. Disconnect Wire 14 from the Resistor (R1).
Figure 6-8. – 20/30 Amp Breaker Test Points
TEST 3 - TEST EXCITATION CIRCUIT BREAKER
PROCEDURE:
1. With the generator shut down for at least two minutes, locate
the Excitation Circuit Breaker in the control panel. Disconnect
wires from the breaker, to prevent interaction.
2. Set a volt meter to measure resistance.
3. Connect the VOM test probes across the circuit breaker termi
nals. The meter should read CONTINUITY.
RESULTS:
1. If circuit breaker tests bad (meter reads “OPEN”) then proceed
to Test 4 and replace the breaker after completing Test 4.
2. If circuit breaker is good, go on to Test 4.
3. Connect a jumper wire between the removed end of Wire 14
and Wire 4 where it is soldered at the Diode (D1). See Figure
6-10.
-
Figure 6-9. - Testing Excitation Circuit Breaker
Page 38
Figure 6-10. – Jumper Lead From Wire 14 to Diode
4. Set voltmeter to measure AC voltage
5. Disconnect Wire 2 from the Excitation Circuit Breaker and con
-
nect one meter test lead to it. Connect the other meter test lead
to Wire 6 located in the six pin connector previously removed
from the Voltage Regulator. Be careful not to damage the pin
connectors with the test leads. See Figure 6-11.
6. Set Idle control switch to OFF.
7. Start the generator.
8. Measure the output voltage across Wire 2 and Wire 6 and
record the results.
AC Voltage across Wires 2 and 6 = _____________
Page 41
9. Shutdown the generator.
REGULATOR
VOLTAGE
PIN 6
PIN 5
PIN 4
PIN 3
PIN 2
PIN 1
44S
162
11S
0
4
6
D2
4
14
WIRE 14
REMOVED
14
4
R1
1.5 A
10. Reconnect Wire 2 to the Excitation Circuit Breaker.
11. Connect one meter test lead to Wire 11S located in the six
pin connector previously removed from the Voltage Regulator.
Connect the other meter test lead to Wire 44S located in the six
pin connector previously removed from the Voltage Regulator.
See Figure 6-11. Be careful not to damage the pin connectors
with the test leads.
Figure 6-11. - Voltage Regulator Pin Connector Wire
Number Locations
12. Start the generator.
13. Measure the output voltage across wires 11S and 44S and
record the results.
AC Voltage across Wires 11S and 44S= _________
14. Shutdown the generator.
15. Remove the Jumper lead between Wire 14 and Diode D1.
16. Set the voltmeter to measure DC amperage (10 Amp Range).
Switch the test leads on the meter if required.
Section 6
DIAGNOSTIC TESTS
Figure 6-12. – Measuring Amp Draw
17. Connect the positive meter test lead to Wire 14. Connect the
negative test lead to Wire 4 at Diode D1. See Figure 6-12.
18. Start the generator.
19. Measure the DC Rotor Amp draw and record the results.
Rotor Amp Draw =________________
20. Shutdown the generator.
21. Reconnect the six pin connector.
22. Reconnect Wire 14 to the resistor R1.
RESULTS: Refer to "TEST 4 RESULTS" chart.
TEST 4 RESULTS
A B C D E F G
VOLTAGE RESULTS WIRE 2 & 6 EXCITATION WINDING
VOLTAGE RESULTS WIRE 11S & 44S
ROTOR AMP DRAW
12.5 kW (MODEL 004451-0)
ROTOR AMP DRAW 15 kW (MODEL 004582-0,1)
ROTOR AMP DRAW 15 kW (MODEL 004582-2)
ROTOR AMP DRAW
17.5 kW (MODEL 004583-0)
(MODEL 004986-0)
(MODEL 004987-0) (MODEL 005209-0)
(MODEL 004987-1)
(MODEL 005308-0)
(MATCH RESULTS WITH LETTER AND REFER TO FLOW CHART – Problem 2 on Pages 29 & 30)
ABOVE 60 VAC
ABOVE
120 VAC
1.8 A
± 20%
1.6 A
± 20%
0.96 A ± 20%
0.89 A ± 20%
ABOVE 60 VAC
BELOW 120 VAC
1.8 A
± 20%
1.6 A
± 20%
0.96 A ± 20%
0.89 A ± 20%
BELOW
60 VAC
ABOVE
120 VAC
1.8 A
± 20%
1.6 A
± 20%
0.96 A ± 20%
0.89 A ± 20%
ZERO OR RESIDUAL VOLTAGE
(2-12 VAC)
ZERO OR RESIDUAL VOLTAGE
(2-12 VAC)
ZERO CURRENT DRAW 2.3 A
ZERO CURRENT DRAW 2.1 A
ZERO CURRENT DRAW 1.5 A
ZERO CURRENT DRAW 1.4 A
BELOW
60 VAC
BELOW
120 VAC
BELOW
60 VAC
BELOW 120 VAC
1.8 A
± 20%
1.6 A
± 20%
0.96 A ± 20%
0.89 A ± 20%
ABOVE 60 VAC
ABOVE
120 VAC
ZERO
CURRENT
DRAW
ZERO
CURRENT
DRAW
ZERO
CURRENT
DRAW
ZERO
CURRENT
DRAW
Page 39
Page 42
STEPPER MOTOR
THROTTLE
LINKAGE
FULL THROTTLE CLOSED THROTTLE
RED
EMPTY
ORANGE
BROWN
YELLOW
BLACK
Section 6 DIAGNOSTIC TESTS
TEST 5 - CHECK STEPPER MOTOR CONTROL
PROCEDURE:
1. Remove air cleaner cover to access stepper motor.
2. Physically grab the throttle and verify the stepper motor, linkage
and throttle do not bind in any way, if any binding is felt repair
or replace components as needed. Some resistance should be
felt as the stepper motor moves through it's travel.
3. Physically move the throttle to the closed position by pushing
the throttle down as looking from above.
a. Place the idle control switch to off. b. Place the start switch to start and watch for
stepper motor movement it should move to the wide open position during cranking. Once the unit starts the stepper motor should move the throttle to a position to maintain 60 Hertz.
Figure 6-2. – Stepper Motor, Linkage and Throttle
Seen From Above
5. If problem continues remove six pin connector from printed cir
cuit board. Set Volt meter to measure ohms. Carefully measure
from the end of the six pin harness as follows:
Figure 6-4. – Six Pin Connector Wire Colors
NOTE: Press down with the meter leads on the connectors exposed terminals, do not probe into the connector.
a. Connect one meter lead to Red, connect the
remaining test lead to Orange, approximately 10 ohms should be measured.
b. Connect one meter lead to Red, connect the
remaining test lead to Yellow, approximately 10 ohms should be measured.
c. Connect one meter lead to Red, connect the
remaining test lead to Brown, approximately 10 ohms should be measured.
d. Connect one meter lead to Red, connect the
remaining test lead to Black, approximately 10 ohms should be measured.
e. Connect one meter lead to Red, connect the
remaining test to the stepper motor case. No resistance should be measured INFINITY or Open”
See Figure 6-4.
6. Set a voltmeter to measure DC voltage.
-
Figure 6-3. – Throttle Positions
4. If no movement is seen in Step 3 remove the control panel
cover. Verify the six pin connector on the printed circuit board is
seated properly, remove the connector and then replace it and
test again. Verify the switches are correctly set. See Figure 4-1
on Page 16 for positioning.
Page 40
7. Connect the positive meter test lead to Wire 15B at Terminal
Block 1 (TB1). Connect the negative meter test lead to ground.
See Figure 6-5. Place the Start-Run-Stop Switch (SW1) to
START. 12 VDC should be measured. If voltage was measured
proceed to Step 8. If voltage was not measured, proceed to
"RESULTS".
8. Set a voltmeter to measure resistance.
9. Disconnect the J2 connector from the printed circuit board.
Connect one meter test lead to Pin Location J2-1 (Wire 15B.
Connect the other meter test lead to Wire 15B at Terminal
Block 1 (TB1). See Figure 6-6. Continuity should be measured.
Page 43
Section 6
TERMINAL
BLOCK
(TB1)
12.00
86 15B
167
BLK
0 229
83
BLK
TR2
TR1
TB1
J2 HARNESS CONNECTOR
00.00
86 15B
167
BLK
0 229
83
BLK
TR2
TR1
J2-1 J2-12
MAKE SURE THE TEST PROBE CONNECTOR IS MAKING CONTACT WITH THE CONNECTOR. DOUBLE CHECK TO MAKE SURE THAT THE TIP IS SHARP.
DIAGNOSTIC TESTS
TEST 6 - WIRE CONTINUITY
PROCEDURE:
1. Set a Voltmeter to measure resistance.
2. Remove the six pin connector from the Voltage Regulator.
3. Connect one meter test lead to Wire 0 in the six pin connector
previously removed from the Voltage Regulator. See Figure 6-
11. Be careful not to damage the pin connectors with the test
leads.
3. Connect the other test lead to the ground terminal in the control
panel. The meter should read continuity.
Figure 6-5. – Testing Wire 15B
4. Connect one meter test lead to Wire 162 in the six pin connec
tor previously removed from the Voltage Regulator. See Figure
6-11. Be careful not to damage the pin connectors with the test
leads.
5. Remove Wire 162 from the Excitation Circuit Breaker (CB1).
Connect the other meter test lead to Wire 162. The meter
should read continuity.
RESULTS: If continuity was NOT measured across each wire,
repair or replace the wires as needed. If continuity WAS measured refer back to flow chart.
TEST 7 - CHECK FIELD BOOST
PROCEDURE:
1. Set VOM to measure DC voltage.
2. Disconnect the six pin connector from the Voltage Regulator.
3. Disconnect Connector C1. See Page 17 for connector location.
4. Disconnect Wire 16 from the Starter Contactor Relay (SCR).
See Figure 6-13. This will cause the unit not to crank when
placed in the Start position.
-
RESULTS:
1. If the stepper motor fails any part of Step 5 replace the stepper
motor.
2. If Step 7 fails repair or replace Wire 15B between the Start-
Run-Stop Relay (SSR) and Terminal Block TB1.
3. If the stepper motor passes all steps replace the Printed Circuit
Board.
Figure 6-6. – Testing J2-1
5. Connect the positive meter test lead to Wire 4 at the diode
(D1), Wire 4 is soldered to the diode. See Figure 6-14. Connect
the negative meter test lead to the ground terminal.
6. Set the Start-Run-Stop Switch (SW1) to START. Measure the
DC voltage. It should read approximately 12 VDC.
7. Reconnect the Six Pin connector to the Voltage Regulator,
Reconnect the C1 connector, and reconnect Wire 16 to the
Starter Contactor Relay.
RESULTS:
1. If 12 VDC was measured in Step 5 the field boost circuit is
working refer back to the flow chart.
2. If field boost voltage was not measured refer back to the flow
chart.
Page 41
Page 44
WIRING DIAGRAM
30
86
87a
85
87
85
87a
30
86
87
16
15
17
13
16
R1
D2
4
14
14
4
3.0 vdc
D2
4
14
WIRE 14
REMOVED
14
4
R1
OL
D2
4
14
WIRE 14
REMOVED
14
4
R1
.5 vdc
Section 6 DIAGNOSTIC TESTS
Figure 6-13. – Starter Contactor Relay
Figure 6-14. – Testing Field Boost
PROCEDURE:
1. Set volt meter to the diode test range.
2. Disconnect the six pin connector from the Voltage Regulator.
3. Disconnect Connector C1. See Page 17 for connector location.
4. Disconnect both wires from the Resistor (R1).
5. Connect the positive meter test lead to the top terminal of the
diode (D1). Connect the negative meter test lead to the bottom
of the diode (D1). See Figure 6-15. INFINITY or an open condi
tion should be measured.
Page 42
TEST 8 - DIODE/RESISTOR
Figure 6-15. – Diode Test Step 5
6. Connect the positive meter test lead to the bottom terminal of
the diode (D1). Connect the negative meter test lead to the top
of the diode (D1). Approximately 0.5 Volts should be measured.
Figure 6-16. – Diode Test Step 6
7. Set volt meter to measure resistance.
8. Connect one meter test lead to the top terminal of the diode
(D1). Connect the other meter test lead to the ground terminal.
INFINITY or an open condition should be measured.
9. Connect one meter test lead to one terminal of the resistor
(R1). Connect the other meter lead to the remaining terminal of
-
resistor (R1). See Figure 6-17. Approximately 25 ohms should
be measured.
Page 45
D2
4
14
WIRE 14
REMOVED
14
4
R1
25 ohm
Figure 6-17. – Diode Test Step 9
PIN
LOCATION
6
PIN
LOCATION
7
PIN
LOCATION
1
PIN
LOCATION
12
2
77A
66A
55A
44S
11S
0
4
77
66
55
6
10. Connect one meter test lead to the top terminal of the resistor
(R1). Connect the other meter test lead to the ground terminal.
INFINITY or an open condition should be measured.
11. Reconnect the six pin connector, reconnect the C1 connector,
reconnect the two wires removed from the resistor (R1).
RESULTS:
1. If the diode or resistor failed any step it should be replaced.
Section 6
DIAGNOSTIC TESTS
Figure 6-18. – C1 Connector, Female Side
9. Connect the meter test leads across Stator leads 2 (Pin 6)
and Stator lead 6 (Pin 7) at the C1 connector female side. See
Figure 6-18. Be careful not to damage the pin connectors with
the test leads, use paper clips - do not force probes into con-
nectors. Normal excitation winding resistance should be read.
10. Connect the meter test leads across Stator leads 66 (Pin 9)
and Stator lead 77 (Pin 10) at the C1 connector female side.
See Figure 6-18. Be careful not to damage the pin connectors
with the test leads, use paper clips - do not force probes into
connectors. Normal 10 Amp battery charge winding resistance
should be read.
TEST 9 - TEST STATOR
PROCEDURE:
1. From the 50 Amp circuit breaker, disconnect Wires 11 and 44.
2. From the 50 Amp receptacle disconnect Wire 22.
3. Disconnect Connector C1. See Page 17 for connector location.
4. Set a voltmeter to measure resistance.
5. Connect the meter test leads across Stator leads 11 and 22.
Normal power winding resistance should be read.
6. Connect the meter test leads across Stator leads 44 and 22.
Normal power winding resistance should be read.
7. Connect the meter test leads across Stator leads 11S (Pin 1)
and Stator lead 44S (Pin 2) at the C1 connector female side.
See Figure 6-18. Be careful not to damage the pin connectors
with the test leads, use paper clips - do not force probes into
connectors. Normal power winding resistance should be read.
8. Connect the meter test leads across Stator leads 66A (Pin 4)
and Stator lead 77A (Pin 5) at the C1 connector female side.
See Figure 6-18. Be careful not to damage the pin connectors
with the test leads, use paper clips - do not force probes into
connectors. Normal battery charge winding resistance should
be read.
Winding Wire
Numbers
Power 11 & 22
Power 44 & 22 0.125 0.088 0.089 0.067
Sensing 11S & 44S 0.25 0.176 0.176 0.134
Excitation 2 & 6 0.576 0.546 1.270 1.010
Battery
Charge
10A
Battery
Charge
66A & 77A 0.132 0.111 0.111 0.103
66 & 77 0.145 0.125 0.125 0.117
Models
004451-0 004986-0
0.125 0.088 0.088 0.067
Models
004582-0,1
004987-0
005209-0
Models
004582-2
004987-1
004583-0
005308-0
Models
* Resistance values In ohms at 20° C. (68° F.). Actual readings may vary depending on ambient tempera­ture. A tolerance of plus or minus 5% is allowed.
11. Connect the meter test leads across Stator lead 11 and frame
ground. INFINITY should be read.
10. Connect the meter test leads across Stator lead 66A (Pin 4)
and Stator lead 2 (Pin 6) at the C1 connector female side and
frame ground. Be careful not to damage the pin connectors
with the test leads, use paper clips - do not force probes into
connectors. See Figure 6-18. INFINITY should be read.
Page 43
Page 46
PIN
LOCATION
7
PIN
LOCATION
6
PIN
LOCATION
12
PIN
LOCATION
1
0
4
77
66
55
6
2
77A
66A
55A
44S
11S
Section 6 DIAGNOSTIC TESTS
12. Connect the meter test leads across Stator lead 2 (Pin 6) at
the C1 connector female side and frame ground. Be careful not
to damage the pin connectors with the test leads, use paper
clips - do not force probes into connectors. See Figure 6-18.
INFINITY should be read.
13. Connect the meter test leads across Stator lead 66 (Pin 9) at
the C1 connector female side and frame ground. Be careful not
to damage the pin connectors with the test leads, use paper
clips - do not force probes into connectors. See Figure 6-18.
INFINITY should be read.
14. Connect the meter test leads across Stator leads Wire 11 and
Stator lead 66A (Pin 4) at the C1 connector female side. Be
careful not to damage the pin connectors with the test leads,
use paper clips - do not force probes into connectors. See
Figure 6-18. INFINITY should be read.
15. Connect the meter test leads across Stator leads Wire 11 and
Stator lead 2 (Pin 6) at the C1 connector female side. Be care
ful not to damage the pin connectors with the test leads, use
paper clips - do not force probes into connectors. See Figure
6-18. INFINITY should be read.
16. Connect the meter test leads across Stator leads Wire 11 and
Stator lead 66 (Pin 9) at the C1 connector female side. Be care
ful not to damage the pin connectors with the test leads, use
paper clips - do not force probes into connectors. See Figure
6-18. INFINITY should be read.
17. Connect the meter test leads across Stator lead 66A (Pin 4)
and Stator lead 2 (Pin 6) at the C1 connector female side. Be
careful not to damage the pin connectors with the test leads,
use paper clips - do not force probes into connectors. See
Figure 6-18. INFINITY should be read.
18. Connect the meter test leads across Stator lead 66A (Pin 4)
and Stator lead 66 (Pin 9) at the C1 connector female side. Be
careful not to damage the pin connectors with the test leads,
use paper clips - do not force probes into connectors. See
Figure 6-18. INFINITY should be read.
19. Connect the meter test leads across Stator lead 2 (Pin 6) and
Stator lead 66 (Pin 9) at the C1 connector female side. Be care
ful not to damage the pin connectors with the test leads, use
paper clips - do not force probes into connectors. See Figure
6-18. INFINITY should be read.
RESULTS: If the stator fails any step replace it, for Steps 1-10
keep in mind resistance values may vary depending on ambient temperature and calibration of the meter used. If the stator passes all tests refer back to the flow chart.
TEST 10 - SENSING LEADS
PROCEDURE:
1. Set a VOM to measure resistance.
2. Disconnect Connector C1. See Page 17 for connector location.
3. Locate the male side of the connector located on the bottom of
the control panel. See Figure 6-19. Connect one meter test lead
to Pin 1 Wire 11S. It may be helpful to connect a small jumper
lead to the individual pin. Connect the other meter test lead to
Wire 11S at Terminal Block 2 (TB2) . See Page 17 for Terminal
Block 2 location. Continuity should be measured.
-
-
Figure 6-19. – C1 Connector, Male Side
4. Locate the male side of the connector located on the bottom
of the control panel. See Figure 6-19. Connect one meter test
lead to Pin 2 Wire 44S. It may be helpful to connect a small
jumper lead to the individual pin. Connect the other meter test
lead to Wire 44S at Terminal Block 2 (TB2). Continuity should
be measured.
5. Unplug the six pin connector at the Voltage Regulator.
6. Connect the one meter test lead to Wire 11S at Terminal
Block 2 (TB2). Connect the other meter test lead to Wire 11S
at the six pin connector previously removed from the Voltage
-
Regulator. See Figure 6-11. Be careful not to damage the pin
connectors with the test leads. Continuity should be measured.
7. Connect the one meter test lead to Wire 44S at Terminal
Block 2 (TB2). Connect the other meter test lead to Wire 44S
at the six pin connector previously removed from the Voltage
Regulator. See Figure 6-11. Be careful not to damage the pin
connectors with the test leads. Continuity should be measured.
RESULTS:
1. If continuity was not measured in any of the steps repair or
replace wire.
Page 44
2. If all steps pass refer back to flow chart.
Page 47
Section 6
4
0
DIAGNOSTIC TESTS
TEST 11 - EXCITATION WIRING
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Disconnect Connector C1. See Page 17 for connector location.
3. Locate the male side of the connector located on the bottom
of the control panel. See Figure 6-19. Connect one meter
test lead to Pin 6 Wire 2, it may be helpful to connect a small
jumper lead to the individual pin. Disconnect Wire 2 from the
Excitation Circuit Breaker (CB1). Connect the other meter test
lead to Wire 2 . See Page 17 for Excitation Circuit Breaker loca
tion. Continuity should be measured.
4. Unplug the six pin connector at the Voltage Regulator.
5. Locate the male side of the C1 connector located on the bot
tom of the control panel. Connect one meter test lead to Pin
7, Wire 6. It may be helpful to connect a small jumper lead to
the individual pin. Connect the other meter Test lead to Wire 6
located in the six pin connector previously removed from the
Voltage Regulator. Be careful not to damage the pin connectors
with the test leads. Continuity should be measured.
RESULTS:
1. If continuity was not measured in any of the steps repair or
replace wire.
5. Connect one meter test lead across Wire 0 (Pin 12) at the
C1 connector female side. Be careful not to damage the pin
connectors with the test leads, use paper clips - do not force
probes into connectors. Connect the other meter test lead to
Wire 0 at the brush assembly. Continuity should be measured.
If INFINITY is measured repair or replace Wire 0.
6. Unplug the six pin connector at the Voltage Regulator.
7. Locate the male side of Connector C1 located on the bottom
of the control panel. See Figure 6-19. Connect one meter test
lead to Pin 11 Wire 4. Connect the other meter test lead to Wire
-
-
4 at the six pin connector previously removed from the Voltage
Regulator. See Figure 6-11. Be careful not to damage the pin
connectors with the test leads. Continuity should be measured.
If continuity is not measured repair or replace Wire 4 between
the C1 connector and the six-pin Voltage Regulator connector.
8. Connect one meter test lead to Pin 12 Wire 0. See Figure 6-19.
Connect the other meter test lead to the ground terminal in the
control panel. Continuity should be measured. If continuity is
not measured repair or replace Wire 0 between the C1 connec
tor and the ground terminal.
RESULTS:
1. Repair or replace wiring/terminals as needed.
2. If no faults are found refer to flow chart.
-
2. If all steps pass refer back to flow chart.
TEST 12 - CHECK BRUSH LEADS
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Disconnect Connector C1. See Page 17 for connector location.
3. See Figure 6-18. Connect the meter test leads across Wire 4
(Pin 11) and Wire 0 (Pin 12) at the C1 connector female side.
Be careful not to damage the pin connectors with the test
leads, use paper clips - do not force probes into connectors.
Rotor resistance should be measured approximately 7-14
ohms. If resistance is measured proceed to Step 6. If no resis
tance is measured continue.
4. Remove the control panel assembly to access the brushes.
See Figure 6-21. Connect one meter test lead across Wire
4 (Pin 11) at the C1 connector female side. Be careful not to
damage the pin connectors with the test leads, use paper clips
- do not force probes into connectors. Connect the other meter
test lead to Wire 4 at the brush assembly. Continuity should be
measured. If INFINITY is measured repair or replace Wire 4.
-
Figure 6-20. – Brush Leads
TEST 13 - CHECK BRUSHES & SLIP RINGS
PROCEDURE:
1. Gain access to the brushes and slip rings.
Page 45
Page 48
Section 6
BRUSHES
POSITIVE (+) TEST LEAD
DIAGNOSTIC TESTS
Figure 6-21. – Brush Location
2. Remove Wire 4 from the positive (+) brush terminal.
3. Remove the ground wire (0) from the negative (-) brush.
4. Remove the brush holder, with brushes.
* Resistance values in ohms at 20° C. (68° F.). Actual readings
may vary depending on ambient temperature. A tolerance of plus
or minus 5% is allowed.
3. Connect the positive (+) meter test lead to the positive (+) slip
ring, the common (-) test lead to a clean frame ground (such as
the Rotor shaft). The meter should read INFINITY.
RESULTS:
1. Replace the Rotor if it fails the test.
2. If Rotor checks good, perform “Rotor Insulation Resistance
Test,” on Page 15.
5. Inspect the brushes for excessive wear, damage, cracks, chip
ping, etc.
6. Inspect the brush holder, replace if damaged.
7. Inspect the slip rings.
a. If slip rings appear dull or tarnished they may be
cleaned and polished with fine sandpaper. DO NOT USE ANY METALLIC GRIT TO CLEAN SLIP RINGS. (A 400 grit wet sandpaper is rec­ommended).
b. After cleaning slip rings, blow away any sandpa-
per residue.
RESULTS:
1. Replace bad brushes. Clean slip rings, if necessary.
2. If brushes and rings are good, go to Test 14.
TEST 14 - CHECK ROTOR ASSEMBLY
PROCEDURE: Gain access to the brushes and slip rings. Disconnect
Wire 4 and Wire 0 from their respective brushes and remove the brush holder. Then, test the Rotor as fol­lows:
1. Set a voltmeter to measure resistance.
2. Connect the positive (+) meter test lead to the positive (+) slip
ring (nearest the Rotor bearing). Connect the common (-) test
lead to the negative (-) slip ring. Read the resistance of the
Rotor windings, in OHMS.
-
Figure 6-22. – Testing at Slip Rings
TEST 15 - CHECK LOAD VOLTAGE &
FREQUENCY
PROCEDURE: Perform this test in the same manner as Test 1, but
apply a load to the generator equal to its rated capac­ity. With load applied check voltage and frequency.
Frequency should not drop below about 59 Hertz with the load applied.
Voltage should not drop below about 235 VAC with load applied.
RESULTS:
1. If voltage and/or frequency drop excessively when the load is
applied, go to Test 16.
2. If load voltage and frequency are within limits, end tests.
TEST 16 - CHECK LOAD WATTS & AMPERAGE
ROTOR RESISTANCE *
MODEL: OHMS
004451-0 004986-0 7.01
004582-0,1 004987-0 005209-0 7.71
004582-2 004987-1 13.1
004583-0 005308-0 14.2
Page 46
PROCEDURE: Add up the wattages or amperages of all loads pow-
ered by the generator at one time. If desired, a clamp­on ammeter may be used to measure current flow. See “Measuring Current” on Page 7.
RESULTS:
1. If the unit is overloaded, reduce the load.
Page 49
Section 6
66A
15
BCR2
77A
15
2.0 a
66
BCR1
77
13A
5.0 a
DIAGNOSTIC TESTS
2. If load is within limits, but frequency and voltage still drop
excessively, refer back to Flow Chart.
TEST 17 - CHECK BATTERY CHARGE
OUTPUT
PROCEDURE:
1. Disconnect Wire 15 (center terminal) from the Battery Charge
Rectifier 2 (BCR2), which is located under BCR1. They are
stacked. See Page 17 for BCR2 location.
Figure 6-23. – Testing BCR2
2. Set a voltmeter to measure DC Amps. Connect the positive (+)
test lead to the center terminal of the Battery Charge Rectifier.
Connect the negative (-) test lead to Wire 15 previously discon-
nected.
3. Start the generator. The amp reading on the voltmeter should
be approximately 0.6 Amps. Apply full load to the generator.
The amp reading should increase to approximately 2 Amps.
RESULTS:
1. If amperage was measured between 0.6 to 2 Amps in Step 2
and Step 3, the charging system is working.
2. If no amperage was measured, check the voltmeter fuses and
verify the functioning of the Amp Meter. If DC Amp Meter is
good and no current is measured refer to flow chart.
2. Set a voltmeter to measure DC Amperage. Connect the posi-
tive (+) test lead to the center terminal of the Battery Charge
Rectifier. Connect the negative (-) test lead to Wire 13A previ-
ously disconnected. See Figure 6-24.
Figure 6-24. – Testing BCR1
3. Start the generator. The amp reading on the voltmeter should
be approximately 0.2 Amps. Apply full load to the generator.
The amp reading should increase. It will depend upon the state
of charge of the battery as to how high current will get. Normal
ranges at full load can be 3-7 amps, but can get as high as 10
amps.
RESULTS:
1. If amperage was measured between 0.2 to 10 Amps in Step 2
and Step 3, the charging system is working.
2. If no amperage was measured, check the voltmeter fuses and
verify the functioning of the Amp Meter. If DC Amp Meter is
good and no current is measured refer to flow chart.
TEST 19 - CHECK BATTERY CHARGE
RECTIFIER (BCR2)
PROCEDURE:
1. Disconnect all wires from the Battery Charge Rectifier.
TEST 18 - CHECK 10 AMP BATTERY CHARGE
OUTPUT
PROCEDURE:
NOTE: The battery charge cable must be connect­ed to the 12 VDC panel receptacle and be charging a separate battery to perform this test.
1. Disconnect Wire 13A (center terminal) from the Battery Charge
Rectifier 1 (BCR1), which is located on top of BCR2 they are
stacked. See Page 17 for BCR1 location.
2. Set the VOM to the Diode Test range. Connect the negative (-)
test lead to the center terminal of the BCR. Connect the posi
tive (+) test lead to an outer terminal. The meter should mea-
sure approximately 0.5 volts. Now connect the positive test lead
to the other outer terminal. Again, the meter should measure
approximately 0.5 volts.
3. Connect the positive (+) test lead to the center terminal of the BCR.
Connect the negative (-) test lead to an outer terminal. The meter
should measure INFINITY. Connect the negative test lead to the
other outer terminal. INFINITY should once again be measured.
Page 47
-
Page 50
66
13A
77
66A
15
77A
BCR1 BCR2
10A CIRCUIT BREAKER (CB1)
13A
00.00
15A
Section 6 DIAGNOSTIC TESTS
Short to Ground:
4. Set the VOM to measure resistance. Connect the positive (+)
test lead to the case housing of the BCR. Connect the negative
(-) test lead to an outer terminal. INFINITY should be mea
sured. Now connect the negative test lead to the BCR center
terminal. INFINITY should be measured. Next, connect the
negative test lead to the remaining outer BCR terminal. Once
again INFINITY should be measured.
Figure 6-25. – Battery Charge Rectifier
-
Figure 6-26. – Testing 10 Amp Breaker
TEST 21- CHECK 10 AMP FUSE
RESULTS:
1. If any of the previous steps has failed, replace the Battery
Charge Rectifier.
2. If the BCR tests good, refer back to the flow chart.
TEST 20 - CHECK 10 AMP CIRCUIT BREAKER
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Locate the 10 Amp circuit breaker (CB1) in the control panel.
See Page 17 for Circuit breaker location.
3. Disconnect Wire 15A and Wire 13A from the circuit breaker.
4. Connect one meter test lead to one terminal of the circuit
breaker. Connect the other meter test lead to the remaining
terminal on the circuit breaker. Continuity should be measured.
See Figure 6-26.
RESULTS:
1. If continuity was measured the breaker is good refer back to the
flow chart.
2. If INFINITY or a open condition was measured replace the
circuit breaker.
Figure 6-27. – 10 Amp Fuse (Located in Rear of
Control Panel)
PROCEDURE: Push in on fuse holder cap and turn counterclockwise.
Then, remove the cap with fuse. Inspect the Fuse.
RESULTS: If the Fuse element has melted open, replace the
Fuse with an identical size fuse. If Fuse is good, refer back to flow chart.
TEST 22- CHECK BATTERY & CABLES
PROCEDURE:
1. Inspect the battery cables and battery posts or terminals for
corrosion or tightness. Measure the voltage at the terminal of
the Starter Contactor and verify 11-12 volts DC is available to
the generator during cranking. If voltage is below 11 volts DC,
Page 48
Page 51
measure at the battery terminals during cranking. If battery
CONNECTING
DIAGRAM
BATTERY
12V
STARTER
SWITCH
PERMANENT MAGNET
30
50
16
STARTER
CONTACTOR
STARTER
MOTOR
STEP 2
TEST POINT
STEP 1
TEST POINT
voltage is below 11 volts DC, recharge/replace battery. If bat-
tery or cables are still suspected, connect an alternate battery
and cables to the generator and retest.
2. Use a battery hydrometer to test the battery for (a) state of
charge and (b) condition. Follow the hydrometer manufacturer's
instructions carefully.
RESULTS:
1. Clean battery posts and cables as necessary. Make sure bat-
tery cables are tight.
2. Recharge the battery, if necessary.
3. Replace the battery, if necessary.
4. If battery is good, but engine will not crank, refer back to Flow
Charts.
TEST 23 - CHECK VOLTAGE AT STARTER
CONTACTOR (SC)
Section 6
DIAGNOSTIC TESTS
Figure 6-28. – The Starter Contactor (SC)
PROCEDURE:
1. Set voltmeter to measure DC voltage.
2. Disconnect Wire 16 from the Starter Contactor located on the
3. Connect the positive meter test lead to Wire 16 previous
4. Place the Start-Run-Stop Switch to Start. 12 VDC should be
5. Reconnect Wire 16 to the Starter Motor.
RESULTS: Refer back to flow chart.
TEST 24 - CHECK STARTER CONTACTOR (SC)
PROCEDURE:
1. Carefully inspect the starter motor cable that runs from the
Starter motor.
ly removed. Connect the negative meter test lead to frame
Ground.
measured.
Battery to the Starter Motor. Cable connections should be
clean and tight. If connections are dirty or corroded, remove
cable and clean cable terminals and studs. Replace any cable
that is defective or badly corroded. Set the voltmeter to mea-
sure DC voltage. Connect the positive (+) meter test lead to
the Starter Contactor stud that the battery cable is connected
to. Connect the negative (-) meter test lead to a clean frame
ground. Battery voltage should be measured (see Figure 6-28,
STEP 1 TEST POINT).
2. Set the voltmeter to measure DC voltage. Connect the positive
(+) meter test lead to the Starter Contactor stud that has the
small jumper wire connected to the Starter. Connect the nega-
tive (-) meter test lead to a clean frame ground. Set the Start-
Stop Switch to START. Battery voltage should be measured
-
(see Figure 6-28, STEP 2 TEST POINT).
RESULTS:
1. If battery voltage was not measured in Step 1, repeat Test 22.
2 If battery voltage was measured in Step 1, but not in Step 2,
replace the Starter Contactor.
4. If battery voltage was measured in Step 2 but the engine still
does not crank, refer back to the Flow Chart.
TEST 25 - CHECK STARTER MOTOR
CONDITIONS AFFECTING STARTER MOTOR PERFORMANCE:
1. A binding or seizing condition in the Starter Motor bearings.
2. A shorted, open or grounded armature.
a. Shorted, armature (wire insulation worn and
wires touching one another). Will be indicated by low or no RPM.
b. Open armature (wire broken) will be indicated
by low or no RPM and excessive current draw.
c. Grounded armature (wire insulation worn and
wire touching armature lamination or shaft). Will be indicated by excessive current draw or no RPM.
Page 49
Page 52
PINION
Section 6 DIAGNOSTIC TESTS
3. A defective Starter Motor switch.
4. Broken, damaged or weak magnets.
5. Starter drive dirty or binding.
PROCEDURE: The battery should have been checked prior to this
test and should be fully charged.
Set a voltmeter to measure DC voltage (12 VDC). Connect the meter positive (+) test lead to the Starter Contactor stud which has the small jumper wire con­nected to the Starter. Connect the common (-) test lead to the Starter Motor frame.
Set the Start-Stop Switch to its START position and observe the meter. Meter should Indicate battery volt­age, Starter Motor should operate and engine should crank.
RESULTS:
1. If battery voltage is indicated on the meter but Starter Motor did
not operate, remove and bench test the Starter Motor (see fol-
lowing test).
2. If battery voltage was indicated and the Starter Motor tried to
engage (pinion engaged), but engine did not crank, check for
mechanical binding of the engine or rotor.
NOTE: If a starting problem is encountered, the engine itself should be thoroughly checked to eliminate it as the cause of starting difficulty. It is a good practice to check the engine for freedom of rotation by removing the spark plugs and turn­ing the crankshaft over slowly by hand, to be sure it rotates freely.
CHECKING THE PINION: When the Starter Motor is activated, the pinion gear
should move and engage the flywheel ring gear. If the pinion does not move normally, inspect the pinion for binding or sticking.
Figure 6-30. – Check Pinion Gear Operation
TOOLS FOR STARTER PERFORMANCE TEST: The following equipment may be used to complete a
performance test of the Starter Motor:
• A clamp-on ammeter.
• A tachometer capable of reading up to 10,000 rpm.
• A fully charged 12 volt battery.
MEASURING CURRENT: To read the current flow, in AMPERES, a clamp-on
ammeter may be used. This type of meter indicates current flow through a conductor by measuring the strength of the magnetic field around that conductor.
WARNING!: DO NOT ROTATE ENGINE WITH
*
ELECTRIC STARTER WITH SPARK PLUGS REMOVED. ARCING AT THE SPARK PLUG ENDS MAY IGNITE THE GASOLINE VAPOR EXITING THE SPARK PLUG HOLE.
Figure 6-29. – Starter Motor (SM)
Page 50
Figure 6-31. – Clamp-On Ammeter
TACHOMETER: A tachometer is available from your Generac Power
Systems source of supply. Order as P/N 042223. The tachometer measures from 800 to 50,000 RPM (see Figure 6-32).
Page 53
Figure 6-32. – Tachometer
METAL STOCK 1/4" THICK STEEL
12"
1.0"
4"
2"
2.625"
3.5"
0.5"
0.5"
DRILL TWO HOLES — 1/2" FOR STARTER MOUNTING BRACKET
DRILL TWO HOLES — 1/2" FOR MOUNTING TACHOMETER TAP FOR 1/4-20 NC SCREWS
STARTER
CONTACTOR
STARTER
MOTOR
TACHOMETER
12 VOLT
BATTERY
CLAMP ON
AMP METER
VISE
TEST BRACKET: A starter motor test bracket may be made as shown
in Figure 6-33.
Section 6
DIAGNOSTIC TESTS
REMOVE STARTER MOTOR: It is recommended that the Starter Motor be removed
from the engine when testing Starter Motor perfor­mance. Assemble starter to test bracket and clamp test bracket in vise (Figure 6-34).
TESTING STARTER MOTOR:
1. A fully charged 12 volt battery is required.
2. Connect jumper cables and clamp-on ammeter as shown in
3. With the Starter Motor activated (jump the terminal on the
Figure 6-33. – Test Bracket Dimensions
Figure 6-34.
Starter Contactor to battery voltage), note the reading on the
clamp-on ammeter and on the tachometer (rpm).
Figure 6-34 – Testing Starter Motor Performance
Note: Take the reading after the ammeter and tachometer are stab iliz ed, approximately 2-4 seconds.
4. A starter motor in good condition will be within the following
specifications:
Minimum rpm 4500
Maximum Amps 50
Note: Nominal amp draw of starter in generator is 60 amps.
TEST 26 - TEST STARTER CONTACTOR
RELAY (SCR)
PROCEDURE:
1. Set voltmeter to measure DC voltage.
2. Remove Wire 15 from the Starter Contactor Relay (SCR).
Connect the positive meter test lead to Wire 15 previous
ly removed. Connect the negative meter test lead to frame
Ground. 12 VDC should be measured. Reconnect Wire 15 to
the SCR. If 12 VDC is NOT measured on Wire 15 Stop Testing
and repair or replace Wire 15 between the Fuse (F1) and the
SCR.
-
3. Remove Wire 13 from the Starter Contactor Relay (SCR).
Connect the positive meter test lead to Wire 13 previous
ly removed. Connect the negative meter test lead to frame
Page 51
-
Page 54
Section 6
85
87a
30
86
SCR
87
16
15
17
13
00.00
167
STOP
0
15
15
17
4
5
6
1
2
3
RUN
START
0
DIAGNOSTIC TESTS
Ground. 12 VDC should be measured. Reconnect Wire 13 to
the SCR. If 12 VDC is NOT measured on Wire 13 Stop Testing
and repair or replace Wire 13 between the Starter Contactor
(SC) and the Starter Contactor Relay (SCR).
Note: Jumper leads may be used if necessary.
4. Set voltmeter to measure resistance.
5. Remove Wire 13, Wire 16, and Wire 17 from the Starter
Contactor Relay (SCR)
6. Connect the meter leads across Terminal 87 and Terminal 30 of
the SCR. See Figure 6-35.
CONDITION TERMINALS RESULT
STOP 5,4 OPEN
STOP 5,6 CLOSED
STOP 2,1 OPEN
STOP 2,3 CLOSED
RUN ALL CONDITIONS OPEN
START 5,4 CLOSED
START 5,6 OPEN
START 2,1 CLOSED
START 2,3 OPEN
Figure 6-35. – Starter Contactor Relay Test
7. Connect a jumper wire from Terminal 85 to ground. The relay
should energize and the voltmeter should read continuity. See
Figure 6-35.
8. Reconnect all Wires.
RESULTS: If continuity was not measured in Step 7 replace the
Starter Contactor Relay. If all steps passed refer back to flow chart.
TEST 27 - CHECK START-RUN-STOP SWITCH
(SW1)
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Remove all wires from the Start-Run-Stop Switch (SW1).
3. Using the chart below ohm out the Start-Run-Stop Switch.
Connect one meter test lead to one terminal and the other meter
test lead to the other terminal. With meter leads connected acti
vate the switch to Start, Stop or Run and follow the chart.
4. Reconnect all wires to the switch.
Page 52
Figure 6-36. – Start-Run-Stop Switch (SW1)
RESULTS: If the switch fails any part of the test procedure
replace the switch.
TEST 28 - CHECK START-RUN-STOP SWITCH
(SW1) WIRING
PROCEDURE:
1. Set voltmeter to measure resistance.
2. Remove Wire 17 from the Starter Contactor Relay (SCR).
Connect one meter test lead to Wire 17. Remove Wire 17 from
the Start-Run-Stop Switch (SW1). Connect the other meter test
lead to wire 17. Continuity should be measured.
3. Remove both Wire 0 from the Start-Run-Stop switch (SW1) it is
located in two positions on the switch. Connect one meter test
lead to one Wire 0 and connect the other meter test lead to the
other Wire 0. Continuity should be measured.
4. Remove Wire 0 from the Start-Run-Stop switch (SW1) it is
­located in two positions on the switch. Connect one meter test
lead to one Wire 0 and connect the other meter test lead to
frame ground. Continuity should be measured.
Page 55
5. Set voltmeter to measure DC voltage.
SET PLUG GAP AT 0.040 inch
(1.016 mm)
6. Remove Wire 15 from the Start-Run-Stop Switch (SW1).
Connect the positive meter test lead to Wire 15. Connect the
negative meter test lead to frame ground. 12 VDC should be
measured.
RESULTS: Repair or replace any wiring that did not have continu-
ity. If voltage was not measured in Step 6 repair wiring
between the Starter Contactor Relay (SCR) and the Start-Run-Stop Switch (SW1).
If all steps passed repair or replace Wire 16 between the Starter Contactor (SC) and the Starter contactor Relay (SCR).
TEST 29 - CHECK IGNITION SPARK
PROCEDURE: A commercially available spark tester may be used
to test the engine ignition system. One can also be purchased from Generac Power Systems (Part No. 0C5969).
1. Disconnect a high tension lead from a spark plug.
2. Attach the high tension lead to the spark tester terminal.
3. Ground the spark tester clamp by attaching to the cylinder
head (see Figure 6-37).
4. Crank the engine rapidly. Engine must be cranking at 350 rpm
or more. If spark jumps the tester gap, you may assume the
ignition system is working properly. Repeat on remaining cylin
der spark plug.
xxxxxxxxxxxxxxxxxxxxxxxxxx
Figure 6-38. – Checking Engine Miss
RESULTS: Refer back to the Flow Chart
DIAGNOSTIC TESTS
TEST 30 - CHECK SPARK PLUGS
PROCEDURE: Remove spark plugs. Clean with a commercial sol-
vent. DO NOT BLAST CLEAN SPARK PLUGS. Replace spark plugs if badly fouled, if ceramic is cracked, or if badly worn or damaged. Set gap to
0.040 inch (1.016 mm). Use a Champion RC14YC (or equivalent) replacement spark plug.
-
Section x
Section 6
5. If spark jumps the tester gap intermittently, the problem may be
in the Ignition Magneto.
Figure 6-37. – Testing Ignition System
Figure 6-39. – Setting Spark Plug Gap
RESULTS:
1. Clean and regap or replace sparks plug as necessary.
2. Refer back to the Flow Chart.
Page 53
Page 53
Page 56
WIRE 18
SHUTDOWN
LEAD
SSR
15B
1413
9 10 12
5
1 2
6
4
8
229
0
18
14
15
15
15
SSR
15B
1413
9 10 12
5
1 2
6
4
8
229
0
18
14
TEST POINTS A
TEST POINTS B
TEST POINTS C
15
15
15
Section 6 DIAGNOSTIC TESTS
TEST 31 - REMOVE WIRE 18 / SHUTDOWN
LEAD
PROCEDURE:
1. Disconnect Wire 18 from the Stud located above the oil cooler
that extends out From the shrouding.
2. Perform Test 29 again checking for Spark.
RESULTS: Refer back to Flow Chart.
leads across TEST POINTS B INFINITY should be measured.
Connect meter test leads across TEST POINTS C. INFINITY
should be measured (See Figure 6-42). If the SSR fails any test
replace it.
6. Remove Wire 229 from the SSR. Connect a jumper lead
from the terminal of the SSR that Wire 229 was just removed
from and to frame ground. The relay should energize closed.
Set a voltmeter to measure resistance. Connect meter test
leads across TEST POINTS A INFINITY should be measured.
Connect meter test leads across TEST POINTS B continuity/
closed should be measured. Connect meter test leads across
TEST POINTS C continuity/closed should be measured. See
Figure 6.43. If the SSR fails any test replace it.
RESULTS: Refer to Flow Chart.
Figure 6-40. – Wire 18
TEST 32 - TEST START STOP RELAY (SSR)
PROCEDURE:
1. Set a voltmeter to measure DC voltage.
2. Remove Wire 15 from Terminal 13 on the Start Stop Relay
(SSR). Connect the positive meter test lead to Wire 15 previ
ously removed. Connect the negative meter test lead to frame
ground. 12 VDC should be measured, if it is proceed to Step 3.
If 12 VDC is not measured repair or replace Wire 15 between
the SSR and the Battery Charge Rectifier 2 (BCR2).
3. With Wire 15 reconnected to the SSR remove Wire 229 from
the SSR. Connect a jumper lead from the terminal of the SSR
that Wire 229 was just removed from and to frame ground. See
Figure 6-43. The relay should energize closed, visually inspect
it to see if it closes. If the relay energizes closed proceed to
Step 4. If the relay does not energize closed replace it.
4. Remove Wire 0, Wire 18, Wire 15, Wire 15B, Wire 15, and Wire
14. See Figure 6-42.
5. Set a voltmeter to measure resistance. Remove jumper lead
from Step 3. Connect meter test leads across TEST POINTS
A continuity/closed should be measured. Connect meter test
Figure 6-41. – Start Stop Relay (SSR)
-
Figure 6-42. – Start Stop Relay (SSR) Not Energized
Page 54
Page 57
SSR
15B
1413
9 10 12
5
1 2
6
4
8
229
0
18
14
TEST POINTS A
TEST POINTS B
JUMPER LEAD
ADDED TO GROUND
TEST POINTS C
15
15
15
Figure 6-43. – Start Stop Relay (SSR) Energized
J2 HARNESS CONNECTOR
12 vdc
J2-1 J2-12
MAKE SURE THE TEST PROBE CONNECTOR IS MAKING CONTACT WITH THE CONNECTOR. DOUBLE CHECK TO MAKE SURE THAT THE TIP IS SHARP.
TERMINAL
BLOCK
(TB1)
12 vdc
86 15B
167
BLK
0 229
83
BLK
TR2
TR1
12 vdc
167
STOP
0
15
15
17
4
5
6
1
2
3
RUN
START
STEP 4
STEP 5
0
Section 6
DIAGNOSTIC TESTS
3. Connect the positive test lead to Wire 167 at Terminal Block 1
(TB1). Connect the negative meter test lead to frame ground.
Place the Start-Run-Stop Switch (SW1) to start. 12 VDC
should be measured. If 12 VDC is measured, replace Wire 167
between TB1 and the J2 connector. If 12 VDC is not measured
continue testing.
PROCEDURE:
1. Set a voltmeter to measure DC voltage.
2. Remove the J2 connector from the circuit board. Connect the
positive meter test lead to Pin Location J2-5, Wire 167 on the
removed harness connector. See Figure 6-44 Connect the
negative meter test lead to frame ground. Place the Start-Run-
Stop switch (SW1) to start. The engine will crank and 12 VDC
should be measured. If 12 VDC is measured, stop testing. If 12
VDC is not measured continue testing.
Figure 6-44. – Test Wire 167, Step 2
TEST 33 - TEST WIRE 167
Figure 6-45. – Test Wire 167, Step 3
4. Connect the positive test lead to Wire 167 with it connected at
the Start Run Stop Switch (SW1). Connect the negative meter
test lead to frame ground. Place the Start-Run-Stop Switch
(SW1) to start. 12 VDC should be measured. If 12 VDC is mea-
sured, repair or replace Wire 167 between SW1 and the TB1. If
12 VDC is not measured continue testing.
Figure 6-46. – Test Wire 167, Steps 4 & 5
5. Connect the positive meter test to Wire 15 at SW1. See Figure
6-46. Connect the negative meter test lead to frame ground.
12 VDC should be measured. If 12 VDC is measured, replace
SW1. If 12 VDC is not measured repair or replace wire 15
between SW1 and the Starter Contactor Relay (SCR).
Page 55
Page 58
1.0 vdc
SSR
15B
1413
9 10 12
5
1 2
648
229
0
18
14
15
15
15
TB1
J2 HARNESS CONNECTOR
00.00
86 15B
167
BLK
0 229
83
BLK
TR2
TR1
J2-1 J2-12
MAKE SURE THE TEST PROBE CONNECTOR IS MAKING CONTACT WITH THE CONNECTOR. DOUBLE CHECK TO MAKE SURE THAT THE TIP IS SHARP.
Section 6 DIAGNOSTIC TESTS
TEST 34 - TEST START STOP RELAY WIRING
PROCEDURE:
1. Set voltmeter to the diode test range.
2. Disconnect Wire 229 from the Start Stop Relay (SSR).
3. Connect the positive meter test lead to Wire 229 previous
ly removed. Connect the negative meter test lead to frame
ground. See Figure 6-47. Place the Start-Run-Stop Switch to
the start position. The meter should read approximately 1.0
VDC. If the correct voltage is indicated, stop testing.
-
Figure 6-48. – Testing Wire 229 Between J2
Connector and Terminal Block 1 (TB1)
Figure 6-47. – Testing Wire 229 to Ground
4. Set voltmeter to measure resistance.
5. If voltage was not measured in Step 3 connect one meter test
lead to Wire 229 removed from the SSR. Connect the other
meter test lead to Wire 229 at the Terminal Block 1 (TB1).
Continuity should be measured. If continuity is not measured
repair or replace Wire 229 between SSR and TB1. Remove the
J2 connector the printed circuit board. Connect one meter test
lead to pin location J2-8 (Wire 229) connect the other meter
test lead to Wire 229 at TB1. See Figure 6-48. Be careful not
to damage the pin connectors with the test leads. Continuity
should be measured. If continuity is not measured repair or
replace Wire 229 between the J2 connector and TB1.
RESULTS:
1. If Step 3 passed refer to Flow Chart.
2. If Step 3 failed and Step 5 passed replace the printed circuit
board.
Page 56
TEST 35 - CHECK AND ADJUST IGNITION
MAGNETOS
PROCEDURE:
1. See Figure 6-49. Rotate the flywheel until the magnet is under
the module (armature) laminations.
2. Place a 0.008-0.012 inch (0.20-0.30mm) thickness gauge
between the flywheel magnet and the module laminations.
3. Loosen the mounting screws and let the magnet pull the mag
neto down against the thickness gauge.
4. Tighten both mounting screws.
5. To remove the thickness gauge, rotate the flywheel.
6. Repeat the above procedure for the second magneto.
7. Repeat Test 29 and check for spark across the spark tester
gap.
8. If air gap was not out of adjustment, remove engine ground
harness from magnetos. Repeat Test 29. If sparking now occurs
replace engine ground harness.
-
Page 59
Section 6
0.008-0.012" GAUGE (0.203-0.304 mm)
MAGNETO
FUEL PUMP
FUEL TO CARBURETOR
FUEL FROM TANK
PULSE LINE
DIAGNOSTIC TESTS
9. Now check the flywheel magnet by holding a screwdriver at the
extreme end of its handle and with its point down. When the tip
of the screwdriver is moved to within 3/4 inch (19mm) of the
magnet, the blade should be pulled in against the magnet.
10. Now check the flywheel key. The flywheel’s taper is locked on
the crankshaft taper by the torque of the flywheel nut. A keyway
is provided for alignment only and theoretically carries no load.
Note: If the flywheel key becomes sheared or even partially sheared, ignition timing can change. Incorrect timing can result in hard starting or fail­ure to start.
RESULTS: If sparking still does not occur after adjusting the
armature air gap, testing the ground wires and per­forming the basic flywheel test, replace the ignition magneto(s).
TEST 37: TEST FUEL SHUTOFF SOLENOID
VOLTAGE
PROCEDURE:
1. Set a voltmeter to measure DC voltage.
2. Dis con nect the two pin connector from the Fuel Shutoff
Solenoid (FSS).
3. Connect the positive meter test lead to the red wire. Connect
the negative meter test lead to the black wire. Place the Start-
Run-Stop switch (SW1) to START. During cranking, 12 VDC
should be measured. If DC voltage is not measured continue
testing.
4. Set a voltmeter to measure resistance.
5. Connect one meter test lead to the black wire. Connect the
other meter test lead to frame ground. Continuity should be
measured. If continuity is not measured repair or replace the
black ground wire or correct poor ground connection.
6. Set a voltmeter to measure DC voltage.
7. Remove Wire 14 from the Start-Stop Relay (SSR). Refer to
Figure 6-41 on Page 54. Connect the positive meter test lead
to the terminal of the SSR that Wire 14 was just removed.
Connect the negative meter test lead to frame ground. Place
the Start-Run-Stop Switch (SW1) to the start position. 12 VDC
should be measured. If 12 VDC is measured repair or replace
Wire 14 between the SSR and Resistor 1 or between Resistor
1 and the FSS.
Figure 6-49. – Setting Ignition Magneto (Armature)
TEST 36 - TEST FUEL SHUTOFF SOLENOID
PROCEDURE
1. Disconnect Wire 16 from the Starter Contactor (SC) located on
the starter motor.
2. Remove the air cleaner cover.
3. Place the Star t-Run-Stop Switch (SW1) to STOP then to
START. When SW1 is activated a click should be heard and
or activation of the Fuel Shutoff Solenoid should be felt. It can
then be assumed that the Fuel Shutoff Solenoid is functioning.
RESULTS: Refer to flow chart.
Air Gap
(FSS)
RESULTS: Refer to flow chart.
TEST 38 - CHECK FUEL PUMP
Figure 6-50. – Fuel Pump and Fuel Lines
Page 57
Page 60
FEELER GAUGE
ALLEN WRENCH
Section 6 DIAGNOSTIC TESTS
PROCEDURE:
1. Remove the fuel line from the fuel filter on the inlet side of the
carburetor. Use a suitable catch can to catch fuel.
2. Crank the engine over, fuel should flow from the fuel line. If fuel
does not flow, verify that fuel is available to the pump. If fuel is
available to the pump inspect the fuel filter, pulse line, and or
replace the fuel pump.
RESULTS: Refer to flow chart.
TEST 39 - CHECK CARBURETION
PROCEDURE: Before making a carburetion check, be sure the fuel sup-
ply tank has an ample supply of fresh, clean gasoline. Check that all shutoff valves are open and fuel flows
freely through the fuel line. Make sure the choke operates properly. If the engine will not start, remove and inspect the spark
plug. If the spark plug is wet, look for the following:
• Overchoking.
• Excessively rich fuel mixture.
• Water in fuel.
• Intake valve stuck open.
• Needle/float stuck open. If the spark plug is dry look for the following:
• Leaking carburetor mounting gaskets.
• Intake valve stuck closed.
• Inoperative fuel pump.
• Plugged fuel filter(s).
• Varnished carburetor
If the engine starts hard or will not start, look for the following:
• Physical damage to the AC generator. Check the Rotor for contact with the Stator.
• Starting under load. Make sure all loads are discon nected or turned off before attempting to crank and start the engine.
• Check that the choke is working properly.
1. Remove fuel line at carburetor and ensure that there is an
adequate amount of fuel entering the carburetor.
2. Remove the float bowl and check to see if there is any foreign
matter in bottom of carburetor bowl.
3. The float is plastic and can be removed for access to the
needle so it can be cleaned.
4. With all of this removed carburetor cleaner can be used to
clean the rest of the carburetor before reassembly.
5. After cleaning carburetor with an approved carburetor cleaner,
blow dry with compressed air and reassemble.
Shelf life on gasoline is 30 days. Proper procedures need to be taken for carburetors so that the fuel doesn’t varnish over time. A fuel stabilizer must be used at all times in order to ensure that the fuel is fresh at all times.
RESULTS: If carburetor is varnished, clean or replace. Refer to
Flow Chart.
TEST 40 - VALVE ADJUSTMENT
ADJUSTING VALVE CLEARANCE: The valve lash must be adjusted correctly in order to pro-
vide the proper air/fuel mixture to the combustion chamber. Adjust valve clearance with the engine at room tem-
perature. The piston should be at top dead center (TDC) of its compression stroke (both valves closed).
An alternative method is to turn the engine over and position the intake valve fully open (intake valve spring compressed) and adjust the exhaust valve clearance. Turn the engine over and position the exhaust valve fully open (exhaust valve spring compressed) and adjust the intake valve clearance.
Correct valve clearance is given below.
Intake Valve 0.002-0.004 inch (0.05-0.1 mm) Exhaust Valve 0.002-0.004 inch (0.05-0.1 mm)
-
Figure 6-51. – Adjusting Valve Clearance
1. Loosen the rocker arm jam nut. Use a 10mm allen wrench to
turn the pivot ball stud while checking the clearance between
the rocker arm and valve stem with a feeler gauge (see Figure
6-51).
2. When clearance is correct, hold the pivot ball stud with the
allen wrench and tighten the rocker arm jam nut to the specified
torque with a crow's foot. After tightening the jam nut, recheck
valve clearance to make sure it did not change.
Page 58
Page 61
Section 6
CROW'S FOOT
DIAGNOSTIC TESTS
TORQUE SPECIFICATION
ROCKER ARM JAM NUT 168 inch-pounds (19 Nm)
Figure 6-52 – Tightening the Jam Nut
INSTALL ROCKER ARM COVER
1. Use a new rocker arm cover gasket. Install the rocker arm
cover and retain with four screws.
RESULTS: Adjust valves to specification and retest. If problem
continues, refer to Flow Chart.
TEST 41 - CHECK ENGINE / CYLINDER LEAK
DOWN TEST / COMPRESSION TEST
Most engine problems may be classified as one or a combination of the following:
• Will not start.
• Starts hard.
• Lack of power.
• Runs rough.
• Vibration.
• Overheating.
• High oil consumption.
Th e Cylin der Leak Down Tester (Generac P/N 0F77000SRV) checks the sealing (compression) abil­ity of the engine by measuring air leakage from the combustion chamber. Compression loss can present many different symptoms. This test is designed to detect the section of the engine where the fault lies before disassembling the engine.
PROCEDURE:
1. Remove a spark plug.
2. Gain access to the flywheel. Remove the valve cover.
3. Rotate the engine crankshaft until the piston reaches top dead
center (TDC). Both valves should be closed.
4. Lock the flywheel at top dead center.
5. Attach cylinder leak down tester adapter to spark plug hole.
6. Connect an air source of at least 90 psi to the leak down tester.
7. Adjust the regulated pressure on the gauge to 80 psi.
8. Read the right hand gauge on the tester for cylinder pressure. 20
percent leakage is normally acceptable. Use good judgement,
and listen for air escaping at the carburetor, the exhaust, and the
crankcase breather. This will determine where the fault lies.
9. Repeat Steps 1 through 8 on remaining cylinder.
RESULTS:
• Air escapes at the carburetor – check intake valve.
• Air escapes through the exhaust – check exhaust valve.
• Air escapes through the breather – check piston rings.
• Air escapes from the cylinder head – the head gas ket should be replaced.
CHECK COMPRESSION: Lost or reduced engine compression can result in (a)
failure of the engine to start, or (b) rough operation. One or more of the following will usually cause loss of compression:
• Blown or leaking cylinder head gasket.
• Improperly seated or sticking-valves.
• Worn Piston rings or cylinder. (This will also result in high oil consumption).
PROCEDURE:
1. Remove both spark plugs.
2. Insert a compression gauge into either cylinder.
3. Crank the engine until there is no further increase in pressure.
4. Record the highest reading obtained.
5. Repeat the procedure for the remaining cylinder and record the
highest reading.
RESULTS: Normal compression is approximately 150 psi. The dif-
ference in pressure between the two cylinders should not exceed 25 percent. If the difference is greater than 25 percent, loss of compression in the lowest reading cylinder is indicated.
Example 1: If the pressure reading of cylinder #1 is 165 psi and of cylinder #2, 160 psi, the difference is 5 psi. Divide "5" by the highest reading (165) to obtain the percentage of 3.0 percent.
Example 2: No. 1 cylinder reads 160 psi; No. 2 cylinder reads 100 psi. The difference is 60 psi. Divide "60" by "160" to obtain "37.5" percent. Loss of compression in No. 2 cylinder is indicated.
If compression is poor, look for one or more of the fol­lowing causes:
-
Page 59
Page 62
LOW OIL SWITCH
Section 6 DIAGNOSTIC TESTS
• Loose cylinder head bolts.
• Failed cylinder head gasket.
• Burned valves or valve seats.
• Insufficient valve clearance.
• Warped cylinder head.
• Warped valve stem.
• Worn or broken piston ring(s).
• Worn or damaged cylinder bore.
• Broken connecting rod.
• Worn valve seats or valves.
• Worn valve guides.
NOTE: Refer to Engine Service manual No. 0F6923 for further engine service information.
TEST 42 - CHECK OIL PRESSURE SWITCH
AND WIRE 86
If the engine cranks and starts, then shuts down almost immediately, the cause may be one or more of the following:
• Low engine oil level.
• Low oil pressure.
• A defective oil pressure switch.
b. Start the engine while observing the oil pressure
reading on gauge.
c. Note the oil pressure.
(1) Normal oil pressure is approximately 35-40
psi with engine running. If normal oil pres­sure is indicated, go to Step 4 of this test.
(2) If oil pressure is below about 10 psi, shut
engine down immediately. A problem exists in the engine lubrication system. Refer to Service Manual, Generac P/N 0F6923 for engine service recommendations.
Note: The oil pressure switch is rated at 10 psi for v-twin engines.
3. Remove the oil pressure gauge and reinstall the oil pressure
switch. Do NOT connect Wire 86 or Wire 0 to the switch termi
nals.
a. Set a voltmeter to measure resistance. b. Connect the meter test leads across the switch
terminals. With engine shut down, the meter should read CONTINUITY.
c. Crank and start the engine. The meter should
read INFINITY.
d. Connect one test lead to Wire 0 ( disconnected from
LOP). Connect the other test lead to a clean frame ground. CONTINUITY should be measured. If
CON­TINUITY is NOT measured repair or replace Wire 0 between the LOP and the ground terminal connection on the engine mount.
4. If the LOP switch tests good in Step 3 and oil pressure is good
in Step 2, but the unit still shuts down with a LOP fault, check
Wire 86 for a short to ground. Set a voltmeter to measure
resistance. Disconnect the J2 Connector from the circuit board.
Remove Wire 86 from the LOP switch. Connect one test lead to
Wire 86. Connect the other test lead to a clean frame ground.
INFINITY should be measured. If CONTINUITY is measured,
repair or replace Wire 86 between the LOP switch and the J2
Connector.
-
Figure 6-53. – Low Oil Pressure Switch
PROCEDURE:
1. Check engine crankcase oil level.
a. Check engine oil level. b. If necessar y, add the recommended oil to
the dipstick FULL mark. DO NOT OVERFILL ABOVE THE FULL MARK.
2. Do the following:
a. Disconnect Wire 86 and Wire 0 from the oil
pressure switch terminals. Remove the switch and install an oil pressure gauge in its place.
Page 60
RESULTS:
1. If switch tests good, refer to Flow Chart.
2. Replace switch if it fails the test.
TEST 43 - CHECK START STOP RELAY (SSR)
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Disconnect Wire 15 and Wire 229 from the Start Stop Relay
(SSR). See Figure 6-54.
3. Connect one meter test lead to the terminal that Wire 15 was
removed from. Connect the other meter test lead to the terminal
that Wire 229 was removed from. Resistance measured should
be approximately 100 ohms.
Page 63
Section 6
100 ohm
SSR
15B
1413
9 10 12
5
1 264
8
229
0
18
14
15
15
15
85
87a
30
86
SCR
87
16
15
17
13
75 ohms
DIAGNOSTIC TESTS
RESULTS:
1. If the SSR measures continuity or zero resistance it is shorted
to ground and should be replaced.
2. If the SSR resistance is correct refer to flow chart.
Figure 6-54. – Testing Start Stop Relay (SSR)
TEST 44 - TEST STARTER CONTACTOR
RELAY (SCR)
RESULTS:
1. If the SCR measures continuity or zero resistance it is shorted
to ground and should be replaced.
2. If the SCR resistance is correct refer to flow chart.
TEST 45 - CHECK WIRE 15 CIRCUIT
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Remove the Fuse (F1).
3. Disconnect all Wire 15’s from the Start Stop Relay (SSR), dis
connect Wire 15 from the Starter Contactor (SC), Disconnect
Wire 15 from the Start-Run-Stop Switch (SW1), and disconnect
Wire 15 from the Battery Charge Rectifier 2 (BCR2).
4. Remove Wire 15 from the fuse holder (F1). Connect one meter
test lead to wire 15 just removed. Connect the other meter test
lead to frame ground. INFINITY should be measured.
RESULTS: If INFINITY was not measured a short on Wire 15 to
ground exists. Inspect each wire 15 for a shorted con­dition. Repair or replace as needed.
-
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Disconnect Wire 15 and Wire 17 from the Starter Contactor
Relay (SCR).
3. Connect one meter test lead to the terminal that Wire 15 was
removed from. Connect the other meter test lead to the ter
minal that Wire 17 was removed from. Resistance measured
should be approximately 75 ohms.
Figure 6-55. – Testing Starter Contactor Relay (SCR)
TEST 46 - CHECK WIRE 14 CIRCUIT
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Disconnect Wire 14 from the Start Stop relay (SSR).
-
3. Connect one meter test lead to Wire 14 previously removed.
Co nnect the other meter test lead to f ra me g ro un d.
Approximately 38 ohms should be read.
RESULTS: Refer back to flow chart.
TEST 47 - CHECK FUEL SHUTOFF SOLENOID
(FSS)
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Disconnect the plug from the Fuel Shutoff Solenoid (FSS).
3. Connect one meter test lead to one pin on the FSS. Connect
the other meter test lead to the remaining pin in the FSS.
Approximately 38 ohms should be measured.
4. Connect one meter test lead to one pin on the FSS. Connect
the other meter test lead to frame ground. INFINITY should be
measured.
Page 61
Page 64
20 kohm
SSR
15B
1413
9 10 12
5
1 2
6
4
8
229
0
18
14
15
15
15
167
(START)
0
15
15
17
4
5
6
1
2
3
RUN
STOP
0
OL
Section 6 DIAGNOSTIC TESTS
RESULTS:
1. If continuity or zero was measured in Step 3 or Step 4 replace
the FSS.
2. (Units without Hourmeter) If correct resistance was measured
refer to flow chart, repair or replace Wire 14 between the FSS
and Resistor (R1).
3. (Units with Hourmeter) Refer back to flow chart.
TEST 48 - CHECK HOURMETER
PROCEDURE:
1. Disconnect Wire 14 from the hourmeter. Install new 10 Amp
fuse. Set Start Run Stop Switch (SW1) to start.
2. Check to see if fuse blew open.
RESULTS:
1. If fuse did not blow open replace the hour meter.
2. If fuse still blew repair or replace Wire 14 between the Resistor
(R1) and the Hour Meter (HM) or between the HM and the Fuel
Shutoff Solenoid (FSS).
RESULTS:
1. If continuity was measured in Step 2 but not in Step 3, replace
the printed circuit board.
2. If continuity was measured in Step 3, Wire 15B is shorted
to ground, repair or replace Wire 15B between the SSR and
printed circuit board.
TEST 50 - CHECK WIRE 167
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Disconnect Wire 167 from the Start-Run-Stop Switch (SW1).
Connect one meter test lead to Wire 167 previously removed.
Connect the other meter test lead to frame ground. See Figure
6-57. INFINITY should be measured.
3. If continuity or zero resistance was measured remove the J2
connector from the printed circuit board and repeat Step 2.
TEST 49 - CHECK WIRE 15B
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Disconnect Wire 15B from the Start Stop Relay (SSR) (see
Figure 6-56) . Connect one meter test lead to Wire 15B previ
ously removed. Connect the other meter test lead to frame
ground. Approximately 20K ohms should be measured.
3. If continuity or zero resistance was measured remove the J2
connector from the printed circuit board and repeat Step 2.
-
Figure 6-57. Check Wire 167
RESULTS:
1. If continuity was measured in Step 2 but not in Step 3, replace
the printed circuit board.
2. If continuity was measured in Step 3 wire 167 is shorted to
ground, repair or replace Wire 167 between the SW1 and
printed circuit board.
TEST 51 - CHECK WIRES 11S & 44S
Page 62
Figure 6-56. – Check Wire 15B
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Disconnect the J2 connector from the printed circuit board.
Page 65
J2 HARNESS CONNECTOR
00.00
J2-1 J2-12
MAKE SURE THE TEST PROBE CONNECTOR IS MAKING CONTACT WITH THE CONNECTOR. DOUBLE CHECK TO MAKE SURE THAT THE TIP IS SHARP.
TB2
44S
STEP 2
STEP 3
STEP 2
STEP 3
11S
OL 00.00
OFF
SW2
ON
Section 6
DIAGNOSTIC TESTS
Connect one meter test lead to pin location J2-10 Wire 44S
of the connector just removed. Be careful not to damage the
pin connectors with the test leads. Connect the other meter
test lead to Wire 44S at Terminal Block 2 (TB2). CONTINUITY
should be measured.
3. Connect one meter test lead to pin location J2-12 Wire 11S. Be
careful not to damage the pin connectors with the test leads.
Connect the other meter test lead to Wire 11S at Terminal
Block 2 (TB2). CONTINUITY should be measured.
3. Connect meter test leads across both terminals of SW2. See
Figure 6-59.
4. In the OFF position the meter should read INFINITY or Open.
In the ON position the meter should read CONTINUITY or
Closed.
RESULTS:
1. If the switch fails Step 4 replace it.
2. If the switch is good refer back to the flow chart.
Figure 6-58. – Check Wires 11S & 44S
RESULTS:
1. If CONTINUITY was not measured, repair or replace the wire
harness.
2. If CONTINUITY was measured, refer back to the flow chart.
TEST 52 - CHECK IDLE CONTROL SWITCH
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Disconnect Wire 0 and Wire 83 from the Idle Control Switch
(SW2).
(SW2)
Figure 6-59. – Check Idle Control Switch (SW2)
TEST 53 - CHECK IDLE CONTROL WIRING
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Disconnect Wire 0 from the Idle Control Switch (SW2).
3. Connect one meter test lead to Wire 0. Connect the other meter
test lead to frame ground. CONTINUITY should be measured.
If continuity is not measured repair or replace Wire 0 between
SW2 and the ground terminal.
4. Disconnect Wire 83 from SW2. Disconnect the J2 connector
from the printed circuit board.
5. Connect one meter test lead to Wire 83 previously removed
from SW2. Connect the other meter test lead to pin location
J2-2 on the J2 connector. See Figure 6-60. Be careful not to
damage the pin connectors with the test leads. CONTINUITY
should be measured. If CONTINUITY is not measured repair or
replace Wire 83 between the J2 connector and Terminal Block
or between the Terminal Block and SW2.
Page 63
Page 66
J2 HARNESS CONNECTOR
SW2
00.00
J2-1 J2-12
MAKE SURE THE TEST PROBE CONNECTOR IS MAKING CONTACT WITH THE CONNECTOR. DOUBLE CHECK TO MAKE SURE THAT THE TIP IS SHARP.
0
83
TERMINAL
BLOCK
(TB1)
100 ohm
86 15B
167
BLK
0 229
83
BLK
TR2
TR1
TB1
J2 HARNESS CONNECTOR
00.00
86 15B
167
BLK
0 229
83
BLK
TR2
TR1
J2-1 J2-12
MAKE SURE THE TEST PROBE CONNECTOR IS MAKING CONTACT WITH THE CONNECTOR. DOUBLE CHECK TO MAKE SURE THAT THE TIP IS SHARP.
Section 6 DIAGNOSTIC TESTS
7. Apply a light load to the generator, such as a electric drill.
8. When the drill is activated measure the voltage output. The AC
voltage should measure around 1-2 VAC.
RESULTS:
Refer back to flow chart.
Figure 6-61. Check Idle Transformer Wiring
Figure 6-60. – Check Idle Control Wiring
RESULTS: Repair or replace wiring as needed. Refer back to the
flow chart.
TEST 54 - CHECK IDLE CONTROL
TRANSFORMERS (ICT)
PROCEDURE:
1. Set a voltmeter to measure resistance.
2. Remove the two Idle Control Transformer (ICT) Wires from
Terminal Block 1 (TB1). See Figure 6-61.
3. Connect one meter test lead to one wire and connect the other
meter test lead to the other wire. Approximately 100 ohms
should be measured. If resistance is not measured repair or
replace the Idle Control Transformers. If resistance was mea
sured proceed with Step 4.
4. Set a voltmeter to measure AC Voltage.
5. Connect one meter test lead to one wire and connect the other
meter test lead to the other wire.
6. Turn the Idle Control Switch (SW2) to OFF. The generator
should be running at about 60 HZ.
Page 64
TEST 55 - CHECK TR1 & TR2 WIRING
-
Figure 6-62. – Check TR2 Wiring
Page 67
PROCEDURE:
TB1
J2 HARNESS CONNECTOR
00.00
86 15B
167
BLK
0 229
83
BLK
TR2
TR1
J2-1 J2-12
MAKE SURE THE TEST PROBE CONNECTOR IS MAKING CONTACT WITH THE CONNECTOR. DOUBLE CHECK TO MAKE SURE THAT THE TIP IS SHARP.
1. Set a voltmeter to measure resistance.
2. Disconnect the J2 connector from the printed circuit board.
3. Connect one meter test lead to Wire TR2 at Terminal Block 1
(TB1). See Figure 6-62. Connect the other meter test lead to
pin location J2-6 on the J2 Connector previously removed. Be
careful not to damage the pin connectors with the test leads.
Continuity should be measured.
4. Connect one meter test lead to Wire TR1 at Terminal Block 1
(TB1). See Figure 6-63. Connect the other meter test lead to
pin location J2-3 on the J2 Connector previously removed. Be
careful not to damage the pin connectors with the test leads.
Continuity should be measured.
RESULTS:
1. Repair or replace defective wiring.
2. If wiring tests good replace printed circuit board.
Section 6
DIAGNOSTIC TESTS
TEST 56 - CHOKE TEST
PROCEDURE: If the generator is surging it may have a carburetion
problem. A lean condition can cause erratic RPM. Slowly pull the choke out to see if surging stops. If it does stop, carburetion should be checked.
Figure 6-63. – Check TR1 Wiring
Page 65
Page 68
Section 7 DISASSEMBLY AND EXPLODED VIEWS
MAJOR DISASSEMBLY
STATOR, ROTOR, AND ENGINE REMOVAL. Reference Figures A and B on Pages 68-71 for com-
ponent location.
1. Disconnect and remove the battery (Figure B, Item #15) from
the generator.
2. Remove Fuel Tank (Figure B, Item #4). Use proper safety pre-
cautions when handling gasoline.
Figure 7-3. – Control Panel Removed
Figure 7-1. – Fuel Tank Removed
3. Remove Control Panel. (Figure B) The front control panel
should be removed and Wires 11 & 44 will need to be discon-
nected from the 50 Amp circuit breaker and Wire 22 from the
50 Amp receptacle. Disconnect the stepper motor harness from
the printed circuit board. Disconnect the C1 and C2 connectors
below the control panel. Remove the control panel.
Figure 7-2. – Stepper Motor Harness
Figure 7-4. – Remove Air Deflector
4. Remove air deflector (Figure B, Item #45) from cross member.
5. Remove the Muffler. Remove the four screws holding the alter-
nator air cover on the rear of the alternator, (Figure A, Item #8).
Remove the muffler heat shield labeled HOT, Figure A, Item
#34. Remove the rear muffler box end panel, (Figure A, Item
#38). Remove the nut and washers from the top of the rear rub-
ber mounts attached to the rear bearing carrier, (Figure A, Item
32). Remove the back muffler box back panel, (Figure A, Item
37). Remove the M8 bolt from the rear bearing carrier, (Figure
A, Item #15). Remove the exhaust clamp, (Figure A, Item 35).
Remove the muffler, (Figure A, Item #6).
Page 66
Figure 7-5. – Remove Muffler
Page 69
6. Remove Stator. Disconnect Wire 4 and Wire 0 from the brush
2 x 4 UNDER BEARING CARRIER
assembly, Figure A, Item 21. Remove the brush assembly.
Remove the four stator hold down bolts, Figure A, Item 12. Lift
the rear end of the alternator up to clear the muffler frame from
the rubber alternator mount, place a 2x4 under the front bear-
ing carrier for support. Using a rubber mallet carefully remove
the rear bearing carrier, Figure A, Item 4. Rotate the rotor so
that the steel laminations face the top and bottom. Remove the
stator can.
Section 7
DISASSEMBLY AND EXPLODED VIEWS
Figure 7-8. – Remove Stator
Figure 7-6. – Support Alternator
7. Remove Rotor. Remove rotor bolt, Figure A, Item 11. Cut 2.5
inches from the hex head end of the rotor bolt. Slot the end
of the bolt to suit a flat blade screwdriver. Slide the rotor bolt
back through the rotor and use a screwdriver to screw it into
the crankshaft. Use a 3” M12 x 1.75 bolt to screw into the rotor.
Apply torque to the 3” bolt until the taper breaks. If necessary,
when torque is applied to the 3” bolt, use a rubber mallet on the
end of the rotor shaft to break the taper.
Figure 7-7. – Remove Bearing Carrier
Figure 7-9. – Remove Rotor
Figure 7-10. – Engine Ready for Removal
8. Remove Engine. Remove the four nuts from rubber engine
mounts (Figure A, Item #29). Remove engine.
Reverse procedure for assembly.
Page 67
Page 70
Section 7
10
33
39
24
14
23
46
31
13
31
39
17
28
42
43
44
19
32
10
17
16
9
3
5
30
20
1
7
25
40
19
32
22
24
26
31
36
28
32
31
28
27
45
29
18
28
10
40
41
30
11
12
21
4
34
32
15
37
6
2
35
29
8
38
DISASSEMBLY AND EXPLODED VIEWS
Generator – Figure A
Page 68
Page 71
Section 7
DISASSEMBLY AND EXPLODED VIEWS
ITEM QTY. DESCRIPTION
1 1 ADAPTOR, ENGINE
2 1 STATOR
3 1 ASSEMBLY, ROTOR W/FAN
4 1 CARRIER, REAR BEARING
5 1 EXHAUST MANIFOLD
6 1 MUFFLER
7 1 GASKET, EXHAUST
8 1 COVER, ALTERNATOR AIR INTAKE
9 1 BEARING
10 3 5/16 SPECIAL LOCK WASHER
11 1 SCREW IHHC 3/8-24 X 15.50 G5
12 4 SCREW IHHC M8-1.25 X 400 G8.8
ITEM QTY. DESCRIPTION
24 5 WASHER LOCK 3/8
25 4 SCREW HHC 3/8-16 X 1-1/4 G5
26 4 WASHER FLAT 3/8-M10 ZINC
27 4 SCREW HHC M8-1.25 X 50 G8.8
28 21 WASHER FLAT 5/16 ZINC
29 4
30 7 SCREW HHC M6-1.0 X 12
31 18 WASHER LOCK M8-5/16
32 12 NUT HEX 5/16-18 STEEL
33 2 SCREW TAPTITE 3/8-16 X 3/4 BP
34 1 SHIELD, MUFFLER HEAT
35 1 U-BOLT & SADDLE
NUT LOCK HEX M8-1.25 NYLON INSERT
13 1 BRACKET, ALT MOUNTING
14 4 SCREW HHTT #10-32 X 1.75
15 1 SCREW HHTT M8-1.2 X 20
16 1 ENGINE MOUNTING PLATE
17 6 RUBBER MOUNT
18 1 BATTERY CABLE, BLACK
19 1 EARTH STRAP 3/8X 3/8
20 1 CLIP-J VINYL COAT .625 ID
21 1 ASSEMBLY, BRUSH HOLDER
22 1 SCREW TAP-R #10-32 X 9/16
23 1 WASHER FLAT 3/8 ZINC
36 4 SCREW SHC M8-1.25 X 18
37 1 PANEL, MUFFLER BOX BACK
38 1 PANEL, MUFFLER BOX END
39 3 SCREW HHTT M6-1.0 X 12
40 7 WASHER FLAT M6-1/4
41 7 WASHER LOCK M6-1/4
42 1 SPARK ARRESTOR SCREEN
43 1 RETAINER, SPARK ARREST SCREEN
44 1 SCREW HHTT M4-0.7 X 8
45 1 SHIELD, RUBBER MOUNT
46 2 SCREW HHTT M5-0.8 X 16
Page 69
Page 72
Section 7
22
21
26
30
28
5
6
7
8
9
14
32
42
24
26
27
31
29/51
29
5
19
18
17
20
16
10
1
37
3
11
12
13
33
35
7
7
6
36
34
23
39
38
41
40
39
17
2
44
43
46
25
17
6
7
47
48
49
50
52
7 6 36
Detail of Battery Tray
POWER WIRE TO ENGINE
4
45
CONTROL PANEL
15
DISASSEMBLY AND EXPLODED VIEWS
Frame, Handle & Wheels – Figure B
Page 70
Page 73
Section 7
DISASSEMBLY AND EXPLODED VIEWS
ITEM QTY. DESCRIPTION
1 4 SCREW HHC M6-1.0 X 55
2 4 RUBBER TANK MOUNT
3 1 CAP, FUEL WITH GAUGE & VENT
4 1 KIT, FUEL TANK
5 4 NUT HEX M8-1.25
6 10 WASHER LOCK M8-5/16
7 14 WASHER FLAT 5/16
8 1 BRACKET BATTERY
9 2 BOLT,BATTERY J-BOLT
10 2 SCREW HHC 1/4-20 X 3/4 G5
11 2 WASHER FLAT 1/4
12 2 WASHER LOCK M6-1/4
13 2 NUT HEX 1/4-20
ITEM QTY. DESCRIPTION
28 1
29
30 2
AXLE, 3/4”DIA X 30” (15 kW) AXLE, 3/4”DIA X 27.25” (12.5 kW)
2
WASHER FLAT 3/4” (15 kW)
4
WASHER FLAT 3/4” (12.5 kW)
12.3” PNEUM WHEEL 3/4” AXLE (15 kW) 10” PNEUM WHEEL 3/4” AXLE (12.5 kW)
31 2 PIN COTTER 1/8 X 1-1/4
32 2 BRACKET, WHEEL SPACER
33 4 NUT FLANGE M6-1.0 NYLOK
34 1 HANDLE
35 4 SCREW HHC 5/16-18 X 2-1/2 G5
36 6
NUT LOCK HEX 5/16-18 NYLON INSERT
37 1 FRAME
38 4 SCREW HHC M5-0.8 X 45 G8.8
14 1 BATTERY CABLE, RED
15 1 BATTERY U1
16 1 NUT WING 5/16-18 BRASS
17 4 WASHER FLAT 5/16 BRASS
18 1 NUT HEX 5/16-18 BRASS
19 1 5/16 SPECIAL L/WASH
20 1 SCREW HHC 5/16-18 X 1.5 BRASS
21 1 BRACKET FRONT FOOT
22 2 VIB MOUNT
23 4 WASHER FLAT .25ID X 1”OD
24 2 SCREW HHC M8-1.25 X 30
25 4 SCREW HHTT M6-1.0 X 12
26 6 NUT LOCK FL 3/8-16
27 6 BOLT CARR 3/8-16 X 1
39 8 WASHER FLAT M5
40 4 WASHER LOCK M5
41 4 NUT HEX M5-0.8
42 2 WASHER FLAT 1”
43 1 BUSHING TANK DEXTOR
44 1 VALVE, PLASTIC TANK
45 1 AIR DEFLECTOR
46 2 GROMMET .75 X .06 X .50
47 2 CLAMP HOSE BAND ¼
48 18” HOSE ¼ ID
49 1 BOOT BATTERY CABLE
50 1 BOOT STARTER CABLE
51 2 SPACER, AXLE (15 kW)
52 2 SCREW HHC 5/16”-18 X 1”
Page 71
Page 74
Section 8
GOVERNOR
ACTUATOR
GREEN
WHITE
Y
X
OFF
ON
+
-
WHITE
Y
X
G
30A TWISTLOK
120/240V
120V/20A
HOT HOT
3
1
WHITEWHITE
5
LINE
4
LOAD
2
C.B.
30A
C.B.
30A
C.B.
20A
C.B.
20A
C.B.
30A
30A C.B.
CONTROL
ON/OFF IDLE
0
LOP
FSS
SP2
IM2
D
IM1
SP1
D
IC
SSR
ENGINE WIRING
15
15
15
0
0
0
0
0
0
0
18
15
13
13
167
167
15B
11
44
22
22
22
11
11
11
11
11
11
44
44
44
44
44
44
44
0
229
11A
11A
44A
44A
44B
11B
11C
11D
44D
22
22
22
0
0
0
0
0
0
0
0
0
0
0
GFCI
DUPLEX
120V/20A
HOT
3
1
HOT
WHITE
4
5
WHITE
2
G
WHITE
G
WHITE
120V/30A
TWISTLOK
120V/30A
TWISTLOK
F1
0
0
0
0
15
15
0
0
0
0
13
15
14
14
14
14
17
15B
0
0
50A
C.B.
55
55A
11
0
11
44
86
86
86
167
83
BLACK
BATTERY
12V
RED
SM
SC
86
13
16
16
15
15
14 14
0
0
SWITCH
SCR
18
1
2
4
5
6
7
8
9
10
11
3
12
PIN #
167
0
0
44C
0
22
22
22
222222
GND
120/240V
50A OUTLET
(START)
0
15
17
RUN
STOP
22
22
22
22
0
22
22
0
0
0
0
0
0
14
1413
9 10 12
5
1 264
8
30
85
87a
86
87
ELECTRICAL DATA
Wiring Diagram 12.5 & 15 kW (Units Without Hourmeter) – Drawing No. 0E0228
Page 72
Page 75
GREEN
WHITE
Y
X
OFF
ON
J2
J1
2
22
77A
66A
11
BA
44S
11S
6
44
REGULATOR
VOLTAGE
TRANSFORMERS
IDLE CONTROL
CONTROL
ON/OFF IDLE
66
77
10A AUTO
RESET BKR
12Vdc OUTLET
77
66
6
2
77A
66A
77
66A
13A
15
15
0
0
0
0
167
15B
11
11
11
44
44
22
22
0
0
15A
BLK
229
229
44A
44A
0
0
0
0
0
4
R1
D2
1414
14
14
14
14
14
15B
BLK
ELECTRONIC GOVERNOR /
ENGINE SHUTDOWN P.C.B.
CB1
50A C.B.
55
55
55A
86
167
83
83
86
SWITCH
TB1
TB2
RECTIFIER
BATTERY
CHARGE
BATTERY CHARGE RECTIFIER
4
4
4
RED
1
2
3
4
6
7
8
9
10
5
11
12
PIN #
LEGEND BA - BRUSH ASSEMBLY CB1 - 5AMP AUTO RESET BREAKER D - ENGINE SHUTDOWN DIODE D2 - 600V 12A DIODE F1 - 10A FUSE FSS - FUEL SHUT OFF SOLENOID GND - GROUND BAR IM1 - IGNITION MODULE, CYL. 1 IM2 - IGNITION MODULE, CYL. 2 LOP - LOW OIL PRESSURE R1 - 25 OHM, 25W RESISTOR SC - STARTER CONTACTOR
SM - STARTER MOTOR SP1 - SPARK PLUG, CYL. 1 SP2 - SPARK PLUG, CYL. 2 SSR - START / STOP RELAY TB1, TB2 - TERMINAL BLOCK
SCR - STARTER CONTACTOR RELAY
120/240V
50A OUTLET
66
77A
14
CLOSEST TO BEARING
0
4
STATOR
PIN 6
PIN 5
PIN 4
PIN 3
PIN 2
PIN 1
44S
162
11S
0
4
6
162
55
55A
11S
44S
55A
55
77
66
10 9 8 7 6 5 4 3 2 11112
Section 8
ELECTRICAL DATA
Page 73
Page 76
VOLTAGE
ELECTRONIC
REGULATOR
11S
162
0
6
44S
4
6
5
4
3
2
1
BCR2
77A
15
66A
564
1012
SSR
9
PRINTED CIRCUIT
BOARD
CONTROL
12 1011 9 278 6 45 3J21
J1
15B
83
TR1
0
167
TR2
86
229
44S
11S
ACTUATOR
GOVERNOR
0
30A
C.B.
FIELD
BATTERY CHARGE WINDING
55A
10A BATTERY CHARGE WINDING
77
55
11S
112244
44S
66
77A 66A
62 4 0
C1-12C1-11C1-7C1-6C1-1
C1-2
C1-4
C1-9
C1-8
C1-10
C1-5
C1-3
77
66
BCR1
13A
CB2
83
167
229
15B
0
86
SW2
CB1
15A 0
F1
SCR
22914
15B
18
01515 15
0
0
14
14
14
14
86
13
15
15
1515
15
15
15
15
14
18 18
167167
8686
4
4
162
11S
44S
11
11
0
22
4444
77A
77
66A
66
77
0
2
2
2
6
6
6
11S 4 044S
RED
BLK
BLK
83 0
0
00
0
229
15B
15
15
15
0
17
17
4
POWER WINDING
DPE WINDING
I.C.T.
I.C.T.
I.C.
R1D1
TB1
TB2
12Vdc
BA
13
14
13
Section 8 ELECTRICAL DATA
Electrical Schematic 12.5 & 15 kW (Units Without Hourmeter) – Drawing No. 0E0229-A
Page 74
Page 77
Section 8
RESET
RESET
TEST
TEST
18
IM2
SP2
IM1
SP1
0 0 44C2211C22
C.B.
0000
222222
44D11D44B
11B
11B
0
11A44A
22
20A
C.B.
20A30A
C.B.
30A
C.B.
30A
C.B.
50A
C.B.
30A
C.B.
0
167
SW1
C1-12C1-11C1-7C1-6C1-1
FSS
LOP
0
15
17
0
17
15
0
0
86
14
C2-8
C2-3
C2-4
C2-10
C2-5
C2-7
C2-1
C2-2
15
C2-12
0
0
16
SC
BATTERY
BLACK
RED
SC
SM
12V
C2-6
C2-11
C2-9
13
13
SCR
0
0
167
15
15
86
0
14
17
18
13
13
16
14
14
14
86
13
15
15
22
11
0
44
11
0
22
44
11
0
22
44
17
17
SCR - STARTER CONTACTOR RELAY
SW1 - START-RUN-STOP RELAY
SSR - START / STOP RELAY
SP2 - SPARK PLUG, CYL. 2
SP1 - SPARK PLUG, CYL. 1
SM - STARTER MOTOR
SC - STARTER CONTACTOR
R1 - 25 OHM, 25W RESISTOR
IM2 - IGNITION MODULE, CYL. 2
FSS - FUEL SHUT OFF SOLENOID
CB1 - 10AMP AUTO RESET BREAKER
LOP - LOW OIL PRESSURE
IM1 - IGNITION MODULE, CYL. 1
GND - GROUND BAR
F1 - 10A FUSE
D2, D3 - ENGINE SHUTDOWN DIODE
BA - BRUSH ASSEMBLY
LEGEND
120/240V
50A
TWISTLOK TWISTLOK
120V/30A
TWISTLOK
120V/30A
DUPLEX
120V 120V
GFCI
30A
120/240V
D2
D3
CB2 - 5AMP AUTO RESET BREAKER D1 - 600V 12A DIODE
BCR2 - BATTERY CHARGE RECTIFIER
BCR1 - BATTERY CHARGE RECTIFIER, 10A
I.C.T. - IDLE CONTROL TRANSFORMER
SW2 - IDLE CONTROL SWITCH TB1, TB2 - TERMINAL BLOCK
13
ELECTRICAL DATA
Page 75
Page 78
Section 8
GOVERNOR
ACTUATOR
GREEN
WHITE
Y
X
OFF
ON
+
-
WHITE
Y
X
G
30A TWISTLOK
120/240V
120V/20A
HOT HOT
3
1
WHITEWHITE
5
LINE
4
LOAD
2
C.B.
30A
C.B.
30A
C.B.
20A
C.B.
20A
C.B.
30A
30A
C.B.
CONTROL
ON/OFF IDLE
0
LOP
FSS
SP2
IM2
D
IM1
SP1
D
IC
SSR
HOURMETER
ENGINE WIRING
0
15
15
15
0
0
0
0
0
0
0
0
18
15
13
13
167
167
15B
11
44
22
22
22
11
11
11
11
11
11
44
44
44
44
44
44
44
0
229
11A
11A
44A
44A
44B
11B
11C
11D
44D
22
22
22
0
0
0
0
0
0
0
0
0
0
0
GFCI
DUPLEX
120V/20A
HOT
3
1
HOT
WHITE
4
5
WHITE
2
G
WHITE
G
WHITE
120V/30A
TWISTLOK
120V/30A
TWISTLOK
F1
0
0
0
0
15
15
0
0
0
0
13
15
14
14
14
14
14
17
15B
0
0
50A
C.B.
55
55A
11
0
11
44
86
86
86
167
83
BLACK
BATTERY
12V
RED
SM
SC
86
13
16
16
15
15
14 14
0
0
SWITCH
SCR
18
1
2
4
5
6
7
8
9
10
11
3
12
PIN #
167
0
0
44C
0
22
22
22
222222
GND
120/240V
50A OUTLET
(START)
0
15
17
RUN
STOP
22
22
22
22
0
22
22
0
0
0
0
0
0
1413
9 10 12
5
1 264
8
30
85
87a
86
87
ELECTRICAL DATA
Wiring Diagram 12.5 & 15 kW (Units With Hourmeter) – Drawing No. 0D4609-D
Page 76
Page 79
GREEN
WHITE
Y
X
OFF
ON
J2
J1
2
22
77A
66A
11
BA
44S
11S
6
44
REGULATOR
VOLTAGE
TRANSFORMERS
IDLE CONTROL
CONTROL
ON/OFF IDLE
66
77
HOURMETER
10A AUTO
RESET BKR
12Vdc OUTLET
77
66
6
2
77A
66A
77
66A
13A
15
15
0
0
0
0
0
167
15B
11
11
11
44
44
22
22
0
0
15A
BLK
229
229
44A
44A
0
0
0
0
0
4
R1
D2
1414
14
14
14
14
14
14
15B
BLK
ELECTRONIC GOVERNOR /
ENGINE SHUTDOWN P.C.B.
CB1
50A C.B.
55
55
55A
86
167
83
83
86
SWITCH
TB1
TB2
RECTIFIER
BATTERY CHARGE
BATTERY CHARGE RECTIFIER
4
4
4
RED
1
2
3
4
6
7
8
9
10
5
11
12
PIN #
LEGEND BA - BRUSH ASSEMBLY CB1 - 5AMP AUTO RESET BREAKER D - ENGINE SHUTDOWN DIODE D2 - 600V 12A DIODE F1 - 10A FUSE FSS - FUEL SHUT OFF SOLENOID GND - GROUND BAR IM1 - IGNITION MODULE, CYL. 1 IM2 - IGNITION MODULE, CYL. 2 LOP - LOW OIL PRESSURE R1 - 25 OHM, 25W RESISTOR SC - STARTER CONTACTOR
SM - STARTER MOTOR SP1 - SPARK PLUG, CYL. 1 SP2 - SPARK PLUG, CYL. 2 SSR - START / STOP RELAY TB1, TB2 - TERMINAL BLOCK
SCR - STARTER CONTACTOR RELAY
120/240V
50A OUTLET
66
77A
CLOSEST TO BEARING
0
4
STATOR
PIN 6
PIN 5
PIN 4
PIN 3
PIN 2
PIN 1
44S
162
11S
0
4
6
162
55
55A
11S
44S
55A
55
77
66
10 9 8 7 6 5 4 3 2 11112
Section 8
ELECTRICAL DATA
Page 77
Page 80
VOLTAGE
ELECTRONIC
REGULATOR
11S
162
0
6
44S
4
6
5
4
3
2
1
BCR2
77A
15
66A
564
1012
SSR
9
PRINTED CIRCUIT
BOARD
CONTROL
12 1011 9 278 6 45 3J21
J1
15B83TR1
0
167
TR286229
44S
11S
ACTUATOR
GOVERNOR
0
30A
C.B.
FIELD
BATTERY CHARGE WINDING
55A
10A BATTERY CHARGE WINDING
77
55
11S
112244
44S
66
77A 66A
62 4 0
C1-12C1-11C1-7C1-6C1-1
C1-2
C1-4
C1-9
C1-8
C1-10
C1-5
C1-3
77
66
BCR1
13A
CB2
83
167
229
15B
0
86
SW2
14
HM
CB1
15A 0
0
F1
SCR
22914
15B
18
01515 15
0
0
167
15
15
86
14
17
18
13
13
16
14
14
14
14
86
13
15
15
1515
15
15
15
15
14
18 18
167167
8686
4
4
162
11S
44S
22
11
11
0
22
4444
77A
77
66A
66
77
0
2
2
2
6
6
6
11S 4 044S
RED
BLK
BLK
83 0
0
00
0
229
15B
15
15
15
0
17
17
4
POWER WINDING
DPE WINDING
I.C.T.
I.C.T.
I.C.
R1D1
TB1
TB2
12Vdc
BA
13
14
Section 8 ELECTRICAL DATA
Electrical Schematic 12.5 & 15 kW (Units With Hourmeter) – Drawing No. 0D6297-A
Page 78
Page 81
Section 8
RESET
RESET
TEST
TEST
18
IM2
SP2
IM1
SP1
0 0 44C2211C22
C.B.
0000
222222
44D11D44B
11B
11B
0
11A44A
22
20A
C.B. 20A30A
C.B.
30A
C.B.
30A
C.B.
50A
C.B.
30A
C.B.
0
167
SW1
C1-12C1-11C1-7C1-6C1-1
FSS
LOP
0
15
17
0
17
15
0
0
86
14
C2-8
C2-3
C2-4
C2-10
C2-5
C2-7
C2-1
C2-2
15
C2-12
0
0
16
SC
BATTERY
BLACK
RED
SC
SM
12V
C2-6
C2-11
C2-9
13
13
SCR
0
0
0
167
15
15
86
0
14
17
18
13
13
16
14
14
14
86
13
15
15
22
11
0
44
11
0
22
44
11
0
22
44
17
17
SCR - STARTER CONTACTOR RELAY
SW1 - START-RUN-STOP RELAY
SSR - START / STOP RELAY
SP2 - SPARK PLUG, CYL. 2
SP1 - SPARK PLUG, CYL. 1
SM - STARTER MOTOR
SC - STARTER CONTACTOR
R1 - 25 OHM, 25W RESISTOR
IM2 - IGNITION MODULE, CYL. 2
FSS - FUEL SHUT OFF SOLENOID
CB1 - 10AMP AUTO RESET BREAKER
LOP - LOW OIL PRESSURE
IM1 - IGNITION MODULE, CYL. 1
GND - GROUND BAR
F1 - 10A FUSE
D2, D3 - ENGINE SHUTDOWN DIODE
BA - BRUSH ASSEMBLY
LEGEND
120/240V
50A
TWISTLOK TWISTLOK
120V/30A
TWISTLOK
120V/30A
DUPLEX
120V 120V
GFCI
30A
120/240V
D2
D3
CB2 - 5AMP AUTO RESET BREAKER D1 - 600V 12A DIODE
BCR2 - BATTERY CHARGE RECTIFIER
BCR1 - BATTERY CHARGE RECTIFIER, 10A
I.C.T. - IDLE CONTROL TRANSFORMER
HM - HOURMETER
SW2 - IDLE CONTROL SWITCH TB1, TB2 - TERMINAL BLOCK
ELECTRICAL DATA
Page 79
Page 82
Section 8
ACTUATOR
GOVERNOR
SC
BLACK
12V
BATTERY
SM
RED
SP2
SP1
IM2
FSS
LOP
D
D
IM1
STOP
RUN
(START)
0
IC
PIN #
12
11
10
8
9
7
6
SCR
5
4
3
0
2
1
F1
GND
SSR
ENGINE WIRING
30A
C.B.
22
C.B.
30A
0
22
22
G
0
0
TWISTLOK
120V/30A
WHITE
22
0
0
G
WHITE
TWISTLOK
120V/30A
20A
C.B.C.B.
20A
C.B.
30A
30A
C.B.
LOAD
LINE
WHITE
HOT
3
HOT
1
WHITE
0
5
4
2
HOT
3
1
HOT
DUPLEX
120V/20A
120/240V
30A TWISTLOK
WHITE
0
4
5
WHITE
2
WHITE
120V/20A
GFCI
X
Y
G
C.B.
60A
(50A/60A) OUTLET
120/240V
50A/
55A
55
14
0
0
15
15
0
229
14
167
86
0
0
15B
44
11
18
14
44A11A
44A11A
11 44
22
44
44
44
11
11
11
11
44
11
44
44B 44
11B 11
22
0
0
22
22
11B
011B
0
0
0
44
44
0
11A
00000
0 0 0 55
0
0
0
13
15
16
17
14
13
1417
15
86
167
0
15
18
0
15
15
0
0
15
15
0
44111144
11C11D44D 44C
44C11C11D44D
22
22
22
22
22
22
22
22
0
22
0
14
1413
9 10 12
5
1 264
8
18
15
0
0
14
86
15
16
0
15
13
167
0
18
15
86
17
14
13
13
16
13
17
000
-
+
OFF
ON
GREEN
WHITE
X
Y
30
85
87a
86
87
ELECTRICAL DATA
Wiring Diagram 17.5 kW – Drawing No. 0G0731
Page 80
Page 83
4
0
CLOSEST TO BEARING
STATOR
66
REGULATOR
VOLTAGE
12Vdc OUTLET
RESET BKR
10A AUTO
162
6
4
0
162
11S
22S
SCR - STARTER CONTACTOR RELAY
TB1, TB2 - TERMINAL BLOCK
SSR - START / STOP RELAY
SP2 - SPARK PLUG, CYL. 2
SP1 - SPARK PLUG, CYL. 1
SM - STARTER MOTOR
SC - STARTER CONTACTOR
R1 - 25 OHM, 25W RESISTOR
IM2 - IGNITION MODULE, CYL. 2
FSS - FUEL SHUT OFF SOLENOID
CB1 - 6AMP AUTO RESET BREAKER
LOP - LOW OIL PRESSURE
IM1 - IGNITION MODULE, CYL. 1
GND - GROUND BAR
F1 - 10A FUSE
D2 - 600V 12A DIODE
D - ENGINE SHUTDOWN DIODE
BA - BRUSH ASSEMBLY
LEGEND
RECTIFIER
CHARGE
BATTERY
CHARGE
BATTERY
RECTIFIER
D2
R1
22
ENGINE SHUTDOWN P.C.B.
ELECTRONIC GOVERNOR /
CONTROL
SWITCH
IDLE
ON/OFF
22S
55
11S 55A
TB2
TB1
BLK
CB1
BLK
RED
1
2
11
44
IDLE CONTROL TRANSFORMERS
8
PIN #
12
10
11
9
BA
77A
5
7
6
66A
4
3
2
66
55
77
6
55A
22S
11S
22
77
4077A
66A7766 6
55
2
55A
22S
11S
44
11
11
22
22
11
44 44
83 167 229
15B
0
86
86
15B
229
14
167
0
86
0
14
0
0
15
15
0
55A
55
0
14
83
167
229
15B
0
13A
15
15
15
15
55A
55
0
14
66A
77A
4
66
77A4
0 66A 6
77
0
15A
13A
0
15A0
14
0
14
14
14
162
55
55A
J1
J2
1012 11 89 67 45 23 1
Section 8
ELECTRICAL DATA
Page 81
Page 84
Section 8
86
0
14
15
15
167
0
17
16
13
13
22
44
ACTUATOR
J1
44C 0
RESET
RESET
TEST
TEST
GFCI
120V
120V/30A TWISTLOK
CB1 - 10AMP AUTO RESET BREAKER
BCR2 - BATTERY CHARGE RECTIFIER
D2, D3 - ENGINE SHUTDOWN DIODE
CB2 - 6AMP AUTO RESET BREAKER
BCR1 - BATTERY CHARGE RECTIFIER, 10A
30A
LEGEND BA - BRUSH ASSEMBLY
F1 - 10A FUSE
D1 - 600V 12A DIODE
22
44
0
11
11C22 0 22
120V
DUPLEX
11S
11
12
J2
120V/30A
C.B.
44D
TWISTLOK
0 11D
22 22
SC - STARTER CONTACTOR
R1 - 25 OHM, 25W RESISTOR
IM2 - IGNITION MODULE, CYL. 2
FSS - FUEL SHUT OFF SOLENOID
LOP - LOW OIL PRESSURE
IM1 - IGNITION MODULE, CYL. 1
GND - GROUND BAR I.C.T. - IDLE CONTROL TRANSFORMER
22
0
44
11
C.B.
50A/60A
120/240V
TWISTLOK
30A
0 44B
22
50A/60A
0 11A
22
120/240V
11B
14
15
C2-7
C2-2
BATTERY CHARGE WINDING
10A BATTERY CHARGE WINDING
TB1
15B
15B
86
0
0
86
83
167
229
83229
167
VOLTAGE
REGULATOR
ELECTRONIC
C1-10
77A
77
77
C1-8
55
C1-5
77A
C1-3
55A
CONTROL
PRINTED CIRCUIT
167
5
229
TR2
86
22S
8 9
10
6
7
83
TR1
0
15B
2
3
4
1
BOARD
11S
22S
11S
TB2
22S
18
GOVERNOR
C2-1
D3
D2
15
15B
4 6 18
15B
229120
5
14
14
229
10 9
15
13
SSR
15
0
BLK
BLK
83
167
229
15B
0
86
162
6
77
11S 22S
4
BLK
77
BCR1
66
015
IM2
SP2
IM1
SP1
14 167
D1
R1
14
15
4
15
17
C2-10
15
167
C2-4
0
17
C2-3
C2-8
F1
15
SCR
16
13
C2-9
C2-11
13
C2-6
0
15
83
167
SW2
0
86
162
6
CB2
0
2
BCR2
4
13A
66A
77A
CB1
15
15A
0
C2-12
0
0
86
C2-5
15
12Vdc
0
0
POWER WINDING
C1-1
66
66
C1-9
11S
66A
C1-4
66A 11S
I.C.T.
11
BLK
22S
RED
11
I.C.
I.C.T.
C1-2
44
2 6
DPE WINDING
C1-7C1-6
2 6
SCR - STARTER CONTACTOR RELAY
SW1 - START-RUN-STOP RELAY
SSR - START / STOP RELAY
SP2 - SPARK PLUG, CYL. 2
SP1 - SPARK PLUG, CYL. 1
SW2 - IDLE CONTROL SWITCH TB1, TB2 - TERMINAL BLOCK
SM - STARTER MOTOR
0
11
44A 0
0
FSS
SW1
0
15
17
0
SC
SC
SM
BATTERY
BLACK
12V
RED
0
LOP
0
4
C1-12
4
22
0
11
44
FIELD
C1-11
4
BA
0
0
11S
22S
22S
22
22
22SBLK
11B
C.B.
20A
C.B. 30A
C.B. 30A
C.B.
30A
C.B.
20A
0
ELECTRICAL DATA
Electrical Schematic 17.5 kW – Drawing No. 0G0733
Page 82
Page 85
Section 8
CIRCUIT 16
CIRCUIT 14
CIRCUIT 12
CIRCUIT 8
CIRCUIT 6
MAIN 2
CIRCUIT 2
CIRCUIT 4
CIRCUIT 10
NEUTRAL
NEUTRAL
NEUTRAL
CIRCUIT 12
CIRCUIT 14
CIRCUIT 16
CIRCUIT 8
NEUTRAL
NEUTRAL
CIRCUIT 6
NEUTRAL
CIRCUIT 10
MAIN 1
GROUND
NEUTRAL
CIRCUIT 9
NEUTRAL
NEUTRAL
NEUTRAL
NEUTRAL
CIRCUIT 13
CIRCUIT 11
CIRCUIT 3
CIRCUIT 1
CIRCUIT 7
CIRCUIT 5
CIRCUIT 15
CIRCUIT 15
CIRCUIT 11
GROUND BAR
(ORG)
(LT BLU)
(DRK BLU)
(PNK)
(YEL/WHT)
(YEL)
(BRN/WHT)
(BRN)
(WHT)
(WHT)
(WHT)
(WHT)
(WHT)
(GRN)
(ORG)
(ORG/WHT)
(BLU/YEL)
(ORG/YEL)
(GRY/YEL)
(VIO/YEL)
(VIO)
(PNK/YEL)
(RED)
(BLK)
(WHT)
(WHT)
(WHT)
(WHT)
(WHT)
(WHT)
CIRCUIT 9
CIRCUIT 13
GROUND(GRN)*
GEN2(RED)*
GEN1(BLK)*
NEUTRAL(WHT)*
*-CUSTOMER SUPPLIED
LOAD CENTER
NEUTRAL BAR
NEUTRAL BAR
UTILITY
STANDBY
ELECTRICAL DATA
Wiring Diagram, 17.5 kW Manual Transfer Switch – Drawing No. 0G1065
Page 83
Page 86
Section 8 ELECTRICAL DATA
INTERCONNECTION DRAWING – 17.5 KW GENERATOR CONNECTED TO THE EXTERNAL CONNECTION BOX, MANUAL TRANSFER SWITCH AND HOME’S MAIN ELECTRICAL DISTRIBUTION PANEL
Page 84
Page 87
NOTES
Page 85
Page 88
Section 9 SPECIFICATIONS & CHARTS
GENERATOR SPECIFICATIONS
MODEL GPS 12500 GPS 15000 GPS 17500
Model #
Rated Max. Power 12.5 kW 15.0 kW 17.5 kW
Surge Power 18.75 kW 22.5 kW 26.25 kW
Rated AC Voltage 120/240 120/240 120/240
Rated Max AC Load
Current @ 240V 52.0 Amps 62.5 Amps 72.9 Amps
Current @ 120V 104.0 Amps 125.0 Amps 145.8 Amps
Rated Frequency 60 Hz @ 3600 RPM
Phase Single Phase
Rated DC Voltage 12 Volts
Rated Max DC Load Current @ 12 Volts
Rated Horsepower @3600 RPM
Displacement 763cc 992cc 992cc
004451
004986
ENGINE SPECIFICATIONS
27 30 33
004582
004987
005209
10 Amperes
004583
005308
Spark Plug Type Champion RC14YC or Equivalent
Spark Plug Gap 0.040 inch or (1.01 mm)
Gasoline Capacity 16 U.S. gallons
Oil Type
Oil Capacity w/ Filter Change = 1.7 Qts. w/o Filter Change = 1.4 Qts.
Run Time/Fuel Consumption-1/2 Load
ENGINE SPEEDS AND VOLTAGE SPECIFICATIONS
Listed below are normal running voltages, load voltages and frequency ranges.
LOAD %
0 238-242 59-61
50 238-242 59-61
100 238-242 59-61
Refer to Engine Service Manual No. 0F6923 for complete GTV-760/990 V-Twin OHVI engine service information.
VOLTAGE (VAC) FREQUENCY (HZ)
Summer – SAE 30 or 10W-30
Winter – Synthetic 5W-20 or 5W-30
10 Hours / 1.6 gallons per hour
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SPECIFICATIONS & CHARTS
TORQUE SPECIFICATIONS
Flywheel Nut 150 ft. lbs. Cylinder Head Bolts 22 ft. lbs. Valve Cover Bolts 4.8-5.5 ft. lbs. Rocker Arm Jam Nut 14 ft. lbs. Ignition Coil 9 ft. lbs. Intake Manifold 14 ft. lbs. Exhaust Manifold 14 ft. lbs. Stator Bolt 12 ft. lbs. Rotor Bolt 30 ft. lbs. Spark Plug 15 ft. lbs. Starter Bracket To Block 18 ft. lbs.
TRIM TORQUE SPECIFICATIONS
M3-.5 PHILLIPS PAN HEAD SCREW INTO ALUMINUM 50 in. lbs. M6-1 TAPTITE SCREW INTO ALUMINUM 9 6in. lbs. M6-1 TAPTITE SCREW INTO WELDNUT 96 in. lbs. M8-1.25 TAPTITE SCREW INTO ALUMINUM 18 ft. lbs.
Section 9
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PO BOX 297 • WHITEWATER, WI 53190
www.guardiangenerators.com
P/N OF7713 REV. A Printed in the USA 6.06
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