Lincoln Electric SVM187-A User Manual

SAE-400 SEVERE DUTY

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For use with machine code numbers 10856, 11199, 11408

Safety Depends on You

Lincoln arc welding and cutting
equipment is designed and built
with safety in mind. However,
your overall safety can be
increased by proper installation
. . . and thoughtful operation on

your part. DO NOT INSTALL,

OPERATE OR REPAIR THIS
EQUIPMENT WITHOUT READ­ING THIS MANUAL AND THE
SAFETY PRECAUTIONS CON­TAINED THROUGHOUT. And,

most importantly, think before
you act and be careful.

SVM187-A

October, 2008

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Cleveland, Ohio 44117-1199 U.S.A. TEL: [phone] FAX: [phone] WEB SITE: www.lincolnelectric.com

SERVICE MANUAL

Copyright © Lincoln Global Inc.

• World's Leader in Welding and Cutting Products •

• Sales and Service through Subsidiaries and Distributors Worldwide •

i i

SAFETY

WARNING

CALIFORNIA PROPOSITION 65 WARNINGS

Diesel engine exhaust and some of its constituents
are known to the State of California to cause can­cer, birth defects, and other reproductive harm.

The Above For Diesel Engines

ARC WELDING can be hazardous. PROTECT YOURSELF AND OTHERS FROM POSSIBLE SERIOUS INJURY OR DEATH.

KEEP CHILDREN AWAY. PACEMAKER WEARERS SHOULD CONSULT WITH THEIR DOCTOR BEFORE OPERATING.

Read and understand the following safety highlights. For additional safety information, it is strongly recommended that you
purchase a copy of “Safety in Welding & Cutting - ANSI Standard Z49.1” from the American Welding Society, P.O. Box 351040,
Miami, Florida 33135 or CSA Standard W117.2-1974. A Free copy of “Arc Welding Safety” booklet E205 is available from the
Lincoln Electric Company, 22801 St. Clair Avenue, Cleveland, Ohio 44117-1199.

BE SURE THAT ALL INSTALLATION, OPERATION, MAINTENANCE AND REPAIR PROCEDURES ARE
PERFORMED ONLY BY QUALIFIED INDIVIDUALS.

The engine exhaust from this product contains
chemicals known to the State of California to cause
cancer, birth defects, or other reproductive harm.

The Above For Gasoline Engines

FOR ENGINE
powered equipment.

1.a. Turn the engine off before troubleshooting and maintenance
work unless the maintenance work requires it to be running.

____________________________________________________

____________________________________________________

____________________________________________________

1.d. Keep all equipment safety guards, covers and devices in posi-

tion
away from V-belts, gears, fans and all other moving parts
when starting, operating or repairing equipment.

____________________________________________________

1.e. In some cases it may be necessary to remove safety
guards
guards only when necessary and replace them when the
maintenance requiring their removal is complete.
Always use the greatest care when working near moving
parts.

___________________________________________________

1.b.Operate engines in open, well-ventilated
areas or vent the engine exhaust fumes
outdoors.

1.c. Do not add the fuel near an open flame weld­arc or when the engine is running. Stop

ing
the engine and allow it to cool before refuel­ing to prevent spilled fuel from vaporizing on
contact with hot engine parts and igniting. Do
not spill fuel when filling tank. If fuel is spilled,
wipe it up and do not start engine until fumes
have been eliminated.

and in good repair.Keep hands, hair, clothing and tools

to perform required maintenance. Remove

1.f. Do not put your hands near the engine fan.

Do not attempt to override the governor or
idler by pushing on the throttle control rods
while the engine is running.

1.h. To avoid scalding, do not remove the
radiator pressure cap when the engine is
hot.

ELECTRIC AND
MAGNETIC FIELDS
maybedangerous

2.a. Electric current flowing through any conductor causes
localized Electric and Magnetic Fields (EMF). Welding
current creates EMF fields around welding cables and
welding machines

2.b. EMF fields may interfere with some pacemakers, and
welders having a pacemaker should consult their physician
before welding.

2.c. Exposure to EMF fields in welding may have other health
effects which are now not known.

2.d. All welders should use the following procedures in order to
minimize exposure to EMF fields from the welding circuit:

2.d.1.

Route the electrode and work cables together - Secure
them with tape when possible.

2.d.2. Never coil the electrode lead around your body.

2.d.3. Do not place your body between the electrode and

work cables. If the electrode cable is on your right
side, the work cable should also be on your right side.

___________________________________________________

1.g. To prevent accidentally starting gasoline engines while
turning

the engine or welding generator during maintenance
work, disconnect the spark plug wires, distributor cap or
magneto wire as appropriate.

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2.d.4. Connect the work cable to the workpiece as close as
possible to the area being welded.

2.d.5. Do not work next to welding power source.

Mar ‘95

SAE-400 SEVERE DUTY

ii ii

SAFETY

ELECTRIC SHOCK can kill.

3.a. The electrode and work (or ground) circuits
are electrically “hot” when the welder is on.
Do not touch these “hot” parts with your bare
skin or wet clothing. Wear dry, hole-free
gloves to insulate hands.

3.b. Insulate yourself from work and ground using dry insulation.
Make certain the insulation is large enough to cover your full
area of physical contact with work and ground.

In addition to the normal safety precautions, if welding
must be performed under electrically hazardous
conditions (in damp locations or while wearing wet
clothing; on metal structures such as floors, gratings or
scaffolds; when in cramped positions such as sitting,
kneeling or lying, if there is a high risk of unavoidable or
accidental contact with the workpiece or ground) use
the following equipment:

• Semiautomatic DC Constant Voltage (Wire) Welder.

• DC Manual (Stick) Welder.

• AC Welder with Reduced Voltage Control.

3.c. In semiautomatic or automatic wire welding, the electrode,
electrode reel, welding head, nozzle or semiautomatic
welding gun are also electrically “hot”.

3.d. Always be sure the work cable makes a good electrical
connection with the metal being welded. The connection
should be as close as possible to the area being welded.

3.e. Ground the work or metal to be welded to a good electrical
(earth) ground.

3.f.

Maintain the electrode holder, work clamp, welding cable and
welding machine in good, safe operating condition. Replace
damaged insulation.

3.g. Never dip the electrode in water for cooling.

3.h. Never simultaneously touch electrically “hot” parts of
electrode holders connected to two welders because voltage
between the two can be the total of the open circuit voltage
of both welders.

3.i. When working above floor level, use a safety belt to protect
yourself from a fall should you get a shock.

3.j. Also see Items 6.c. and 8.

ARC RAYS can burn.

4.a. Use a shield with the proper filter and cover
plates to protect your eyes from sparks and
the rays of the arc when welding or observing
open arc welding. Headshield and filter lens
should conform to ANSI Z87. I standards.

4.b. Use suitable clothing made from durable flame-resistant
material to protect your skin and that of your helpers from
the arc rays.

4.c. Protect other nearby personnel with suitable, non-flammable
screening and/or warn them not to watch the arc nor expose
themselves to the arc rays or to hot spatter or metal.

FUMES AND GASES
can be dangerous.

5.a. Welding may produce fumes and gases
hazardous to health. Avoid breathing these
fumes and gases.When welding, keep
your head out of the fume. Use enough
ventilation and/or exhaust at the arc to keep

fumes and gases away from the breathing zone. When

welding with electrodes which require special
ventilation such as stainless or hard facing (see
instructions on container or MSDS) or on lead or
cadmium plated steel and other metals or coatings
which produce highly toxic fumes, keep exposure as
low as possible and below Threshold Limit Values (TLV)
using local exhaust or mechanical ventilation. In
confined spaces or in some circumstances, outdoors, a
respirator may be required. Additional precautions are
also required when welding on galvanized steel.

5. b. The operation of welding fume control equipment is affected
by various factors including proper use and positioning of the
equipment, maintenance of the equipment and the specific
welding procedure and application involved. Worker expo­sure level should be checked upon installation and periodi­cally thereafter to be certain it is within applicable OSHA PEL
and ACGIH TLV limits.

5.c.

Do not weld in locations near chlorinated hydrocarbon
coming from degreasing, cleaning or spraying operations.
The heat and rays of the arc can react with solvent vapors
form phosgene, a highly toxic gas, and other irritating prod­ucts.

5.d. Shielding gases used for arc welding can displace air and

cause injury or death. Always use enough ventilation,
especially in confined areas, to insure breathing air is safe.

vapors

to

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5.e. Read and understand the manufacturer’s instructions for this

equipment and the consumables to be used, including the
material safety data sheet (MSDS) and follow your
employer’s safety practices. MSDS forms are available from
your welding distributor or from the manufacturer.

5.f. Also see item 1.b.

Aug ‘06

SAE-400 SEVERE DUTY

iii iii

SAFETY

WELDING and CUTTING
SPARKS can
cause fire or explosion.

6.a.

Remove fire hazards from the welding area.

If this is not possible, cover them to prevent

Remember that welding sparks and hot
materials from welding can easily go through small cracks
and openings to adjacent areas. Avoid welding near
hydraulic lines. Have a fire extinguisher readily available.

6.b. Where compressed gases are to be used at the job site,
special precautions should be used to prevent hazardous
situations. Refer to “Safety in Welding and Cutting” (ANSI
Standard Z49.1) and the operating information for the
equipment being used.

6.c. When not welding, make certain no part of the electrode
circuit is touching the work or ground. Accidental contact can
cause overheating and create a fire hazard.

6.d. Do not heat, cut or weld tanks, drums or containers until the
proper steps have been taken to insure that such procedures
will not cause flammable or toxic vapors from substances
inside. They can cause an explosion even
been “cleaned”. For information, purchase “Recommended
Safe Practices for the
Containers and Piping That Have Held Hazardous
Substances”, AWS F4.1 from the American Welding Society

(see address above).

6.e. Vent hollow castings or containers before heating, cutting or
welding. They may explode.

Sparks and spatter are thrown from the welding arc. Wear oil

6.f.
free protective garments such as leather gloves, heavy shirt,
cuffless trousers, high shoes and a cap over your hair. Wear
ear plugs when welding out of position or in confined places.
Always wear safety glasses with side shields when in a
welding area.

6.g. Connect the work cable to the work as close to the welding
area as practical. Work cables connected to the building
framework or other locations away from the welding area
increase the possibility of the welding current passing
through lifting chains, crane cables or other alternate circuits.
This can create fire hazards or overheat lifting chains or
cables until they fail.

6.h. Also see item 1.c.

the welding sparks from starting a fire.

though

they have

Preparation

for Welding and Cutting of

CYLINDER may explode
if damaged.

7.a. Use only compressed gas cylinders
containing the correct shielding gas for the
process used and properly operating
regulators designed for the gas and

pressure used. All hoses, fittings, etc. should be suitable for
the application and maintained in good condition.

7.b. Always keep cylinders in an upright position securely
chained to an undercarriage or fixed support.

7.c. Cylinders should be located:

• Away from areas where they may be struck or subjected to

physical damage.

• A safe distance from arc welding or cutting operations and

any other source of heat, sparks, or flame.

7.d. Never allow the electrode, electrode holder or any other
electrically “hot” parts to touch a cylinder.

7.e. Keep your head and face away from the cylinder valve outlet
when opening the cylinder valve.

7.f. Valve protection caps should always be in place and hand
tight except when the cylinder is in use or connected for
use.

7.g. Read and follow the instructions on compressed gas
cylinders, associated equipment, and CGA publication P-l,
“Precautions for Safe Handling of Compressed Gases in
Cylinders,” available from the Compressed Gas Association
1235 Jefferson Davis Highway, Arlington, VA 22202.

FOR ELECTRICALLY
powered equipment.

8.a. Turn off input power using the disconnect
switch at the fuse box before working on
the equipment.

8.b. Install equipment in accordance with the U.S. National
Electrical Code, all local codes and the manufacturer’s
recommendations.

8.c. Ground the equipment in accordance with the U.S. National
Electrical Code and the manufacturer’s recommendations.

6.I. Read and follow NFPA 51B “ Standard for Fire Prevention
During Welding, Cutting and Other Hot Work”, available from
NFPA, 1 Batterymarch Park,PO box 9101, Quincy, Ma
022690-9101.

6.j. Do not use a welding power source for pipe thawing.

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Jan ‘07

SAE-400 SEVERE DUTY

iv iv

SAFETY

PRÉCAUTIONS DE SÛRETÉ

Pour votre propre protection lire et observer toutes les instructions
et les précautions de sûreté specifiques qui parraissent dans ce
manuel aussi bien que les précautions de sûreté générales suiv­antes:

Sûreté Pour Soudage A LʼArc

1. Protegez-vous contre la secousse électrique:

a. Les circuits à l’électrode et à la piéce sont sous tension

quand la machine à souder est en marche. Eviter toujours
tout contact entre les parties sous tension et la peau nue
ou les vétements mouillés. Porter des gants secs et sans
trous pour isoler les mains.

b. Faire trés attention de bien s’isoler de la masse quand on

soude dans des endroits humides, ou sur un plancher met­allique ou des grilles metalliques, principalement dans
les positions assis ou couché pour lesquelles une grande
partie du corps peut être en contact avec la masse.

c. Maintenir le porte-électrode, la pince de masse, le câble de

soudage et la machine à souder en bon et sûr état defonc­tionnement.

d.Ne jamais plonger le porte-électrode dans l’eau pour le

refroidir.

e. Ne jamais toucher simultanément les parties sous tension

des porte-électrodes connectés à deux machines à souder
parce que la tension entre les deux pinces peut être le total
de la tension à vide des deux machines.

f. Si on utilise la machine à souder comme une source de

courant pour soudage semi-automatique, ces precautions
pour le porte-électrode s’applicuent aussi au pistolet de
soudage.

6. Eloigner les matériaux inflammables ou les recouvrir afin de
prévenir tout risque d’incendie dû aux étincelles.

7. Quand on ne soude pas, poser la pince à une endroit isolé de
la masse. Un court-circuit accidental peut provoquer un
échauffement et un risque d’incendie.

8. S’assurer que la masse est connectée le plus prés possible de
la zone de travail qu’il est pratique de le faire. Si on place la
masse sur la charpente de la construction ou d’autres endroits
éloignés de la zone de travail, on augmente le risque de voir
passer le courant de soudage par les chaines de levage,
câbles de grue, ou autres circuits. Cela peut provoquer des
risques d’incendie ou d’echauffement des chaines et des
câbles jusqu’à ce qu’ils se rompent.

9. Assurer une ventilation suffisante dans la zone de soudage.
Ceci est particuliérement important pour le soudage de tôles
galvanisées plombées, ou cadmiées ou tout autre métal qui
produit des fumeés toxiques.

10. Ne pas souder en présence de vapeurs de chlore provenant
d’opérations de dégraissage, nettoyage ou pistolage. La
chaleur ou les rayons de l’arc peuvent réagir avec les vapeurs
du solvant pour produire du phosgéne (gas fortement toxique)
ou autres produits irritants.

11. Pour obtenir de plus amples renseignements sur la sûreté, voir
le code “Code for safety in welding and cutting” CSA Standard
W 117.2-1974.

2. Dans le cas de travail au dessus du niveau du sol, se protéger
contre les chutes dans le cas ou on recoit un choc. Ne jamais
enrouler le câble-électrode autour de n’importe quelle partie du
corps.

3. Un coup d’arc peut être plus sévère qu’un coup de soliel, donc:

a. Utiliser un bon masque avec un verre filtrant approprié ainsi

qu’un verre blanc afin de se protéger les yeux du rayon­nement de l’arc et des projections quand on soude ou
quand on regarde l’arc.

b. Porter des vêtements convenables afin de protéger la peau

de soudeur et des aides contre le rayonnement de l‘arc.

c. Protéger l’autre personnel travaillant à proximité au

soudage à l’aide d’écrans appropriés et non-inflammables.

4. Des gouttes de laitier en fusion sont émises de l’arc de
soudage. Se protéger avec des vêtements de protection libres
de l’huile, tels que les gants en cuir, chemise épaisse, pan­talons sans revers, et chaussures montantes.

5. Toujours porter des lunettes de sécurité dans la zone de
soudage. Utiliser des lunettes avec écrans lateraux dans les
zones où l’on pique le laitier.

PRÉCAUTIONS DE SÛRETÉ POUR
LES MACHINES À SOUDER À
TRANSFORMATEUR ET À
REDRESSEUR

1. Relier à la terre le chassis du poste conformement au code de
l’électricité et aux recommendations du fabricant. Le dispositif
de montage ou la piece à souder doit être branché à une
bonne mise à la terre.

2. Autant que possible, I’installation et l’entretien du poste seront
effectués par un électricien qualifié.

3. Avant de faires des travaux à l’interieur de poste, la debranch­er à l’interrupteur à la boite de fusibles.

4. Garder tous les couvercles et dispositifs de sûreté à leur place.

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Mar ‘93

SAE-400 SEVERE DUTY

v v

SAFETY

Electromagnetic Compatibility (EMC)

Conformance
Products displaying the CE mark are in conformity with European Community Council Directive of 3 May
1989 on the approximation of the laws of the Member States relating to electromagnetic compatibility
(89/336/EEC). It was manufactured in conformity with a national standard that implements a harmonized
standard: EN 60974-10 Electromagnetic Compatibility (EMC) Product Standard for Arc Welding Equipment.
It is for use with other Lincoln Electric equipment. It is designed for industrial and professional use.

Introduction
All electrical equipment generates small amounts of electromagnetic emission. Electrical emission may be
transmitted through power lines or radiated through space, similar to a radio transmitter. When emissions
are received by other equipment, electrical interference may result. Electrical emissions may affect many
kinds of electrical equipment; other nearby welding equipment, radio and TV reception, numerical controlled
machines, telephone systems, computers, etc. Be aware that interference may result and extra precautions
may be required when a welding power source is used in a domestic establishment.

Installation and Use
The user is responsible for installing and using the welding equipment according to the manufacturer’s
instructions. If electromagnetic disturbances are detected then it shall be the responsibility of the user of the
welding equipment to resolve the situation with the technical assistance of the manufacturer. In some cases
this remedial action may be as simple as earthing (grounding) the welding circuit, see Note. In other cases
it could involve construction of an electromagnetic screen enclosing the power source and the work com­plete with associated input filters. In all cases electromagnetic disturbances must be reduced to the point
where they are no longer troublesome.

Note: The welding circuit may or may not be earthed for safety reasons according to national

codes. Changing the earthing arrangements should only be authorized by a person who is
competent to access whether the changes will increase the risk of injury, e.g., by allowing
parallel welding current return paths which may damage the earth circuits of other equip­ment.

Assessment of Area
Before installing welding equipment the user shall make an assessment of potential electromagnetic prob­lems in the surrounding area. The following shall be taken into account:

a) other supply cables, control cables, signaling and telephone cables; above, below and adjacent to the

welding equipment;

b) radio and television transmitters and receivers;

c) computer and other control equipment;

d) safety critical equipment, e.g., guarding of industrial equipment;

e) the health of the people around, e.g., the use of pacemakers and hearing aids;

f) equipment used for calibration or measurement

g) the immunity of other equipment in the environment. The user shall ensure that other equipment being

used in the environment is compatible. This may require additional protection measures;

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h) the time of day that welding or other activities are to be carried out.

L10093 3-1-96H

SAE-400 SEVERE DUTY

vi vi

SAFETY

Electromagnetic Compatibility (EMC)

The size of the surrounding area to be considered will depend on the structure of the building and other
activities that are taking place. The surrounding area may extend beyond the boundaries of the premises.

Methods of Reducing Emissions

Mains Supply
Welding equipment should be connected to the mains supply according to the manufacturer’s recommen­dations. If interference occurs, it may be necessary to take additional precautions such as filtering of the
mains supply. Consideration should be given to shielding the supply cable of permanently installed welding
equipment, in metallic conduit or equivalent. Shielding should be electrically continuous throughout its
length. The shielding should be connected to the welding power source so that good electrical contact is
maintained between the conduit and the welding power source enclosure.

Maintenance of the Welding Equipment
The welding equipment should be routinely maintained according to the manufacturer’s recommendations.
All access and service doors and covers should be closed and properly fastened when the welding equip­ment is in operation. The welding equipment should not be modified in any way except for those changes
and adjustments covered in the manufacturers instructions. In particular, the spark gaps of arc striking and
stabilizing devices should be adjusted and maintained according to the manufacturer’s recommendations.

Welding Cables
The welding cables should be kept as short as possible and should be positioned close together, running at
or close to floor level.

Equipotential Bonding
Bonding of all metallic components in the welding installation and adjacent to it should be considered.
However, metallic components bonded to the work piece will increase the risk that the operator could
receive a shock by touching these metallic components and the electrode at the same time. The operator
should be insulated from all such bonded metallic components.

Earthing of the Workpiece
Where the workpiece is not bonded to earth for electrical safety, not connected to earth because of its size
and position, e.g., ships hull or building steelwork, a connection bonding the workpiece to earth may reduce
emissions in some, but not all instances. Care should be taken to prevent the earthing of the workpiece
increasing the risk of injury to users, or damage to other electrical equipment. Where necessary, the con­nection of the workpiece to earth should be made by a direct connection to the workpiece, but in some
countries where direct connection is not permitted, the bonding should be achieved by suitable capaci­tance, selected according to national regulations.

Screening and Shielding
Selective screening and shielding of other cables and equipment in the surrounding area may alleviate
problems of interference. Screening of the entire welding installation may be considered for special applica-

1

tions.

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_________________________

1

Portions of the preceding text are contained in EN 60974-10: “Electromagnetic Compatibility (EMC)
product standard for arc welding equipment.”

SAE-400 SEVERE DUTY

L10093 3-1-96H

vii vii

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- MASTER TABLE OF CONTENTS FOR ALL SECTIONS -

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Page

Safety ...........................................................................i-iv

Installation..................................................................SectionA

Operation ..................................................................SectionB

Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Section C

Maintenance ................................................................SectionD

TheoryofOperation ..........................................................SectionE

Troubleshooting and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Section F

ElectricalDiagrams ..........................................................SectionG

PartsManual ...................................................................P-530

SAE-400 SEVERE DUTY

A-1 A-1

Installation.............................................................................A-1

TechnicalSpecifications ................................................................A-2

Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A-3

Location/Ventilation ..................................................................A-3

Stacking ............................................................................A-3

AngleOfOperation ...................................................................A-3

Lifting ..............................................................................A-3

High Altitude Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A-4

Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A-4

VehicleMounting .....................................................................A-4

TABLE OF CONTENTS - INSTALLATION SECTION

Pre-OperationEngineService ...........................................................A-4

EngineBreak-In ......................................................................A-5

Engine Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A-5

BatteryConnection....................................................................A-5

Spark Arrestor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A-6

Welding Output Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A-6

Machine Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...............A-6

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SAE-400 SEVERE DUTY

A-2 A-2

INSTALLATION

TECHNICAL SPECIFICATIONS - SAE-400 SEVERE DUTY

INPUT - DIESEL ENGINE CODE 10856

-

Make/Model Description Speed (RPM) Displacement Starting Capacities

System

Perkins 4 cylinder High Idle 1800 256 cu. in

1104.42 Diesel 71 HP @ Low Idle 1100 (4.2 L)
Engine 1725 RPM Full Load 1725

Bore x Stroke Oil: 8.5 Qts.

3.875” x 5.00”

(98.4 mm x 127.0mm) Coolant: 3.6 gal.

12VDC batteries
(2

) & Starter 85.1 L

Fuel: 22.5 gal.

8.04 L

13.63 L

RATED OUTPUT - WELDER CODES 10856

Duty Cycle

60% (NEMA) 400 amps 36 volts
60% (Lincoln Plus) 400 amps 40 volts
100% (Lincoln Plus) 400 amps 40 volts

(1)

Welding Output Volts at Rated Amps

INPUT - DIESEL ENGINE CODE 11199 &11408

Make/Model Description Speed (RPM) Displacement Starting Capacities

System

Perkins 4 cylinder High Idle 1800 269 cu. in
1104C-44 Diesel 68.4 HP @ Low Idle 1100 (4.2 L)
Engine 1725 RPM Full Load 1725

Bore x Stroke Oil: 10.1 Qts.

4.13” x 5.00”

(105 mm x 127mm) Coolant: 3.4 gal.

12VDC batteries
(2

) & Starter 85.1 L

Fuel: 22.5 gal.

9.6 L

12.8 L

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Duty Cycle

35% (NEMA) 500 amps 40 volts
100% (Lincoln Plus) 400 amps 36 volts
100% (Lincoln Plus) 400 amps 40 volts

(1)

Welding Output Volts at Rated Amps

OUTPUT - WELDER AND GENERATOR

RATED OUTPUT - WELDER CODES 11199 &11408

Welding Range Open Circuit Voltage Auxiliary Power

80 - 575 Amps 97 Max. OCV 115/230 VAC

@ 1800 RPM 3000 Watts, 60 Hz.

100% Duty Cycle

PHYSICAL DIMENSIONS

HEIGHT WIDTH DEPTH WEIGHT

Codes

50.13 in. 28.00 in. 83.00 in. 11199 2,210 lbs.
11408 1002.4 kg

1273.3 mm 711.2 mm 2108.2 mm
10856 2178 lbs.

(1)

Based on a 10 minute period.

SAE-400 SEVERE DUTY

988.0 kg

A-3 A-3

Read this entire installation section before you
start installation.

SAFETY PRECAUTIONS

WARNING

Do not attempt to use this equipment until you
have thoroughly read all operating and mainte­nance manuals supplied with your machine. They
include important safety precautions, detailed
engine starting, operating and maintenance
instructions and parts lists.

INSTALLATION

CAUTION

DO NOT MOUNT OVER COMBUSTIBLE SURFACES.

Where there is a combustible surface directly
under stationary or fixed electrical equipment, that
surface shall be covered with a steel plate at least
.06”(1.6mm) thick, which shall extend not less than

5.90”(150mm) beyond the equipment on all sides.

------------------------------------------------------------------------

STACKING

These machines cannot be stacked.

ANGLE OF OPERATION

ELECTRIC SHOCK can kill.

•Do not touch electrically live parts
such as output terminals or internal
wiring.

•Insulate yourself from the work and
ground.

•Always wear dry insulating gloves.

------------------------------------------------------------------------

To achieve optimum engine performance the machine
should be run in a level position. The maximum angle
of operation for the Perkins engine is 30 degrees in all
directions. If the engine is to be operated at an angle,
provisions must be made for checking and maintaining
the oil level at the normal (FULL) oil capacity in the
engine crankcase. When operating the welder at an
angle, the effective fuel capacity will be slightly less
than the specified 22.5 gallons.

LIFTING

ENGINE EXHAUST can kill.

The equipment lift bail should be used to lift the

•

Use in open, well ventilated areas or
vent exhaust outside

machine.

•Do not stack anything near the
engine.

------------------------------------------------------------------------

MOVING PARTS can injure.

•

Do not operate with doors open or
guards off.

•Stop engine before servicing.

•Keep away from moving parts

------------------------------------------------------------------------

Only qualified personnel should install, use or
service

this equipment

LOCATION/VENTILATION

The welder should be located to provide an unrestricted
flow of clean, cool air to the cooling air inlets and to avoid
restricting the cooling air outlets. Also, locate the welder
so that the engine exhaust fumes are properly vented to
an outside area.

WARNING

• Lift only with equipment of
adequate lifting capacity.

• Be sure machine is stable
when lifting.

• Do not lift this machine using
lift bail if it is equipped with a
heavy accessory such as trail­er or gas cylinder.

FALLING • Do not lift machine if lift bail is

damaged.

EQUIPMENT can • Do not operate machine while

cause injury. suspended from lift bail.

------------------------------------------------------------------------

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SAE-400 SEVERE DUTY

A-4 A-4

HIGH ALTITUDE OPERATION

At higher altitudes, output derating may be necessary.
As a rule of thumb, derate the welder output 5% for
every 500 meters (1640 ft.) above 1000 meters (3280
ft.).

Contact a Perkins Service Representative for any
engine adjustments that may be required for high alti­tude operation.

INSTALLATION

• Only transport this equipment on serviceable vehi­cles which are rated and designed for such loads.

• Distribute, balance and secure loads so vehicle is
stable under conditions of use.

• Do not exceed maximum rated loads for compo­nents such as suspension, axles and tires.

• Mount equipment base to metal bed or frame of
vehicle.

• Follow vehicle manufacturerʼs instruction.

----------------------------------------------------------------------------

PRE-OPERATION ENGINE SERVICE

TOWING

The recommended trailers for use with this equipment
for in-plant and yard towing by a vehicle
K767-1 and K956-1. The K956-1 is also designed to be
used at highway speeds

(1)

.If the user adapts a non­Lincoln trailer, he must assume responsibility that the
method of attachment and usage does not result in a
safety hazard or damage the welding equipment.
Some of the factors to be considered are as follows:

1. Design capacity of trailer vs. weight of Lincoln
equipment and likely additional attachments.

2. Proper support of, and attachment to, the base of
the welding equipment so that there will be no
undue stress to the trailer’s framework.

3. Proper placement of the equipment on the trailer to
insure stability side to side and front to back when
being moved and when standing by itself.

4. Typical conditions of use, such as travel speed,
roughness of surface on which the trailer will be
operated, and environmental conditions.

5. Proper preventative maintenance of trailer.

6. Conformance with federal, state and local laws.

(1)

For highway use, consult applicable federal, state
and local laws regarding specific requirements for
use on public highways, such as brakes, lights, fend­ers, etc.

(1)

are Lincoln’s

1

VEHICLE MOUNTING

WARNING

READ the engine operating and maintenance instruc­tions supplied with this machine.

ENGINE OIL

The engine is shipped with the engine crankcase filled
with high quality SAE 10W-30 oil (API class CD or bet­ter). Check the oil level before starting the engine. If it is
not up to the full mark on the dip stick, add oil as required.
Check the oil level every four hours of running time during
the first 35 running hours. Refer to the engine Operator’s
Manual for specific oil recommendations and break-in
information. The oil change interval is dependent on the
quality of the oil and the operating environment. Refer to
the engine Operator’s Manual for the proper service and
maintenance intervals.

FUEL USE DIESEL FUEL ONLY

WARNING

• Stop engine while fueling.

• Do not smoke when fueling.

• Keep sparks and flame away
from tank.

• Do not leave unattended while

fueling.

DIESEL FUEL

can cause fire.

• Wipe up spilled fuel and allow
fumes to clear before starting
engine.

• Do not overfill tank, fuel
expansion may cause over­flow.

DIESEL FUEL ONLY

------------------------------------------------------------------------

Fill the fuel tank with clean, fresh diesel fuel.

The capacity of the fuel tank is 22.5 gallons (85.1 liters).
See engine Operator’s Manual for specific fuel recom­mendations.

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Improperly mounted concentrated loads may cause
unstable vehicle handling and tires or other compo­nents to fail.

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NOTE:

fuel shutoff valve is open.

SAE-400 SEVERE DUTY

Before attemting to start the engine, be sure the

A-5 A-5

ENGINE BREAK-IN

Lincoln Electric selects high quality, heavy-duty indus­trial engines for the portable welding machines we
offer. While it is normal to see a small amount of
crankcase oil consumption during initial operation,
excessive oil use, wetstacking (oil or tar like substance
at the exhaust port), or excessive smoke is not normal.

Larger machines with a capacity of 350 amperes and
higher, which are operated at low or no-load conditions
for extended periods of time are especially susceptible
to the conditions described above. To accomplish suc­cessful engine break-in, most diesel-powered equip­ment needs only to be run at a reasonably heavy load
within the rating of the welder for some period of time
during the engine’s early life. However, if the welder is
subjected to extensive light loading, occasional moder­ate to heavy loading of the engine may sometimes be
necessary. Caution must be observed in correctly
loading a diesel/generator unit.

1. Connect the welder output studs to a suit­able resistive load bank. Note that any
attempt to short the output studs by con­necting the welding leads together, direct
shorting of the output studs, or connecting
the output leads to a length of steel will
result in catastrophic damage to the gener­ator and voids the warranty.

INSTALLATION

BATTERY CONNECTION

WARNING: Use caution as the electrolyte is a strong

acid that can burn skin and damage eyes.

Remove and discard the insulating caps from the neg­ative battery terminals. Attach and tighten negative
battery cable terminals.

NOTE:

batteries; if unused for several months, the batteries
may require a booster charge. Be careful to charge the
batteries with the correct polarity. Make sure that the
batteries are level while charging.

To prevent EXPLOSION when:

● INSTALLING A NEW BATTERY — disconnect

● CONNECTING A BATTERY CHARGER —

This machine is furnished with wet charged

negative cable from old battery first and
connect to new battery last.

remove battery from welder by disconnecting
negative cable first, then positive cable and
battery clamp. When reinstalling, connect
negative cable last. Keep well ventilated.

WARNING

GASES FROM BATTERY can explode.

● Keep sparks, flame and cigarettes

away from battery.

2. Set the welder controls for an output cur­rent and voltage within the welder rating
and duty cycle. Note that any attempt to
exceed the welder rating or duty cycle for
any period of time will result in catastrophic
damage to the generator and voids the
warranty.

3. Periodically shut off the engine and check
the crankcase oil level.

ENGINE COOLING SYSTEM

The cooling system has been filled at the factory with
a 50-50 mixture of ethylene glycol antifreeze and
water. Check the radiator level and add a 50-50 solu­tion as needed. (See Engine Manual or antifreeze
container for alternate antifreeze recommendation.)

● USING A BOOSTER — connect positive lead to

battery first then connect negative lead to neg­ative battery lead at the lower control panel
support.

BATTERY ACID can burn eyes and
skin.

● Wear gloves and eye protection

and be careful when working near
battery.

● Follow instructions printed on battery.

IMPORTANT: To prevent ELECTRICAL DAMAGE
WHEN:

a) Installing new batteries.

b) Using a booster.

Use correct polarity — Negative Ground.
To prevent BATTERY BUCKLING, tighten nuts on bat­teries only until snug. DO NOT OVERTIGHTEN.

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SAE-400 SEVERE DUTY

A-6 A-6

SPARK ARRESTOR

INSTALLATION

MACHINE GROUNDING

WARNING

WARNING

Some federal, state or local laws may require that
diesel engines be equipped with exhaust spark
arrestors when they are operated in certain locations
where unarrested sparks may present a fire hazard.

SAE-400 Severe Duty machines are factory equipped
with either a muffler that qualifies as a spark arrestor or
with a separate Spark Arrestor Unit.

Qualified mufflers have a clean out service plug, and
will have “USDA FS 51001C QUALIFIED SPARK
ARRESTOR” stamped on the muffler shell. If a spark
arrestor is required, and the muffler is not stamped,
secure the separate spark arrestor to the outlet tube of
the muffler using the clamp provided.

Any type of spark arrestor must be serviced and prop­erly maintained.

• Spark Arrestor and Muffler may be hot!

Allow engine to cool before

Do not operate engine while

servicing spark arrestor!

servicing spark arrestor!

CAUTION

An incorrect spark arrester may lead to damage to
the engine or adversely affect performance.

---------------------------------------------------------------------

Because this portable engine driven welder creates its
own power, it is not necessary to connect its frame to
an earth ground, unless the machine is connected to
premises wiring (home, shop, etc.).

To prevent dangerous electric shock, other equipment
powered by this engine driven welder must:

a) be grounded to the frame of the welder using a

grounded type plug,

or

b) be double insulated.

When this welder is mounted on a truck or trailer, its
frame must be securely connected to the metal frame
of the vehicle. When this engine driven welder is con­nected to premises wiring such as that in a home or
shop, its frame must be connected to the system earth
ground. See the article on grounding in the latest U.S.
National Electrical Code and the local code.

In general, if the machine is to be grounded, it should
be connected with a #8 or larger copper wire to a solid
earth ground such as a metal water pipe going into the
ground for at least ten feet and having no insulated
joints, or to the metal framework of a building which
has been effectively grounded. The U.S. National
Electrical Code lists a number of alternate means of
grounding electrical equipment. A machine grounding
stud marked with the symbol is provided on the
welding generator frame foot.

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WELDING OUTPUT CABLES

With the engine off, connect the electrode and work
cables to the studs provided. These connections
should be checked periodically and tightened if neces­sary.

Listed in Table A.1 are copper cable sizes recom­mended for the rated current and duty cycle. Lengths
stipulated are the distance from the welder to work and
back to the welder again. Cable sizes are increased
for greater lengths primarily for the purpose of mini­mizing cable voltage drop.

Table A.1 Combined Length of Electrode and

Work Cables.

TOTAL COMBINED LENGTH OF ELEC-

TRODE AND WORK CABLES

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AMPS

@60%

Duty Cycle

400

Up to 100 FT.

(Up to 30m)

2/0 AWG

100-200 FT.

(30m-61m)

3/0 AWG

200-250 FT.

(61m-76m)

4/0 AWG

SAE-400 SEVERE DUTY

B-1 B-1

Operation..............................................................................B-1

Safety Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B-2

Additional Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B-2

GeneralDescriptions ..................................................................B-2

Welder .............................................................................B-2

Auxiliary Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B-2

DesignFeaturesAndAdvantages ........................................................B-3

Duty Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .....B-3

Engine Controls: Function / Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B-4

TABLE OF CONTENTS - OPERATION SECTION

WelderControls:Function/Operation.....................................................B-5

RemoteControl ......................................................................B-5

Auxiliary Power Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B-5

Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B-6

StartingInstructions ...................................................................B-6

TypicalFuelConsumption ..............................................................B-7

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SAE-400 SEVERE DUTY

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B-2 B-2

OPERATION

OPERATING INSTRUCTIONS

WELDING SPARKS can cause

Read and understand this entire section before operat­ing your equipment.

SAFETY INSTRUCTIONS

Do not attempt to use this equipment until you have
thoroughly read all operating and maintenance manu­als supplied with your machine. They include important
safety precautions, detailed engine starting, operating
and maintenance instructions and parts lists.

WARNING

ELECTRIC SHOCK can kill.

• Do not touch electrically live parts or

electrodes with your skin or wet cloth­ing.

• Insulate yourself from the work and

ground.

• Always wear dry insulating gloves.

• Do not use AC welder if your clothing, gloves or
work area is damp or if working on, under or
inside workpiece.
Use the following equipment:

• Semiautomatic DC constant voltage
(wire) welder.

• DC manual (stick) welder.

• AC welder with reduced voltage con­trol.

------------------------------------------------------------------------

ARC RAYS can injure eyes and
burn skin.

• Wear eye, ear, and body protection.

----------------------------------------------------------

• Only qualified personnel should install, use or
service this equipment.

• Consult instruction manual before operating.

----------------------------------------------------------------------

Before operating, read and understand the manu­facturerʼs instructions for this equipment and the
consumables to be used including the Material
Safety Data Sheet (MSDS) and follow your
employerʼs safety practices.

------------------------------------------------------------------------

FUMES AND GASES can be
dangerous to your health.

• Keep your head out of fumes.

• Use enough ventilation or exhaust
at the arc, or both, to keep the fumes
and gases from your breathing zone
and general area.

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------------------------------------------------------------------------

ADDITIONAL SAFETY PRECAUTIONS

Always operate the welder with the hinged doors
closed as these provide maximum protection from
moving parts and insure proper cooling air flow.

Read carefully the Safety Precautions page in the
Instruction Manual before operating this machine.
Always follow these and any other safety procedures
included in this manual and in the engine and com­pressor instruction manuals.

GENERAL DESCRIPTION

The SAE-400 SEVERE DUTY is a diesel engine driven
welding power source. The machine uses a DC gener­ator for DC stick electrode welding and an AC exciter
for 115/230 VAC auxiliary power. As a generator it can
supply up to 3,000 watts of 115/230 volt AC power. As
a welder it provides up to 575 amps of DC constant
current output.

The engine is a 4-cylinder water cooled diesel made by
Perkins.

RECOMMENDED APPLICATIONS

WELDER

The SAE-400 SEVERE DUTY provides excellent con­stant current DC welding output for stick (SMAW) weld­ing.

AUXILIARY POWER

The SAE-400 SEVERE DUTY provides 3 KW of
115/230 VAC output for auxiliary power and emer­gency standby power.

SAE-400 SEVERE DUTY

fire or explosion.

• Do not weld near flammable material .

• Do not weld on containers that have

held flammable material.

---------------------------------------------

MOVING PARTS can injure.

• Keep away from moving parts

• Do not operate with doors open or
guards off.

• Stop engine before servicing.

-------------------------------------------------------

ENGINE EXHAUST can kill.

• Use

in open, well ventilated areas or

vent exhaust outside.

B-3 B-3

DESIGN FEATURES AND ADVANTAGES

OPERATION

DUTY CYCLE

FOR STICK WELDING

• Excellent DC constant current output for stick weld­ing applications.

• Continuous adjustment of both voltage and current

for unsurpassed welds on demanding jobs.

• Remote control capability standard.

FOR AUXILIARY POWER

• 3,000 watts of 115/230 VAC, 60 Hz auxiliary power.

• One 20 amp 115 VAC duplex receptacle for up to 26

amps of 115 VAC power.

• One 15 amp, 230 VAC duplex receptacle for up to 13

amps of 230 VAC power.

• Weld and AC auxiliary power at the same time (with-

in the limits shown on the chart below).

Welding Using Only Using Only Total

Current, Amps 115V Circuit, 230V Circuit, Aux.

@ NEMA Arc Amps Amps kVA

Vol ts

Duty cycle is the percentage of time the load is being
applied in a 10 minute period. For example a 60% duty
cycle, represents 6 minutes of load and 4 minutes of
no load in a 10 minute period.

026133.0

100 19.5 9.75 2.25

200 13 6.5 1.5

300 6.5 3.25 0.75

400 0 0 0

500• 0 0 0

* Codes 11199 and 11408

OTHER FEATURES

• Perkins 4-cylinder, water cooled diesel engine.

Designed for long life, easy maintenance and excel­lent fuel economy.

• Engine protection system shuts the engine down for

low engine oil pressure or high coolant temperature,
alternator failure, or broken belt.

• Electronic Engine Idler. Engine automatically goes to
low idle in 10 to 14 seconds after welding or use of
auxiliary power stops. Includes high idle switch.

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• Gauges for engine oil pressure, coolant temperature

and battery charging ammeter.

• Engine hour meter standard.

• Extended range 22.5 gallon (85.1 L) fuel tank.

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SAE-400 SEVERE DUTY

B-4 B-4

OPERATION

ENGINE CONTROLS

ENGINE PROTECTION SYSTEM

IGNITION SWITCH

The engine protection system shuts down the engine
When placed in the “ON” position, this switch ener­gizes the fuel solenoid. When placed in the “OFF” posi­tion, the flow of fuel to the injection pump is stopped to
shut down the engine.

“IDLER” SWITCH

The idler switch has two positions, “HIGH” and
“AUTO”.

When in “HIGH” ( ) position, the engine will run
continuously at high idle.

When in “AUTO” ( / ) idle position, the idler
operates as follows:

a. Welding

When the electrode touches the work, the welding
arc is initiated and the engine accelerates to full
speed.

After welding ceases (and no auxiliary power is
being drawn), the engine will return to low idle after
approximately 10 to 14 seconds.

under high coolant temperature, low engine oil pres-

sure, broken belt or alternator failure conditions by

allowing the fuel solenoid valve to close.

AIR INTAKE SHUT-OFF

Code 10856:

This code uses an air intake shut-off device that is

manually engaged and blocks all intake air from enter-

ing the engine.

To shut down the engine, simply pull the emergency

stop handle on the lower control panel.

This air intake shut-off device must be reset manually

inside of the welder.

• Place the Ignition toggle switch in the “off” position.

• Manually turn the air intake shut-off reset handle such
that the handle is in-line with the air intake hoses. The
air intake shut-off is located on the top of the engine
between the muffler and the air filter.

Codes 11199 and 11408:

b. Auxiliary Power

With the engine running at low idle and auxiliary
power for lights or tools is drawn (approximately
100-150 watts or greater) from the receptacles, the
engine will accelerate to high speed. If no power is
being drawn from the receptacles ( and not weld­ing) for 10-14 seconds, the idler reduces the engine
speed to low idle.

ENGINE TEMPERATURE GAUGE

Displays the coolant temperature in the engine block.

ENGINE OIL PRESSURE GAUGE

Displays the oil pressure to the engine. When the
engine starts running, watch for the oil pressure to
build up. If no pressure shows within 30 seconds, stop
the engine and consult the engine instruction manual.

BATTERY CHARGING AMMETER

Displays the current going from the charging alternator
into the batteries. It is normal for charging current to be
high (above 15 amps) after starting or when the batter­ies are ‘low’ on charge.

These codes have an automatic/manual device that
blocks all intake air from entering the engine.

The automatic feature of this shut-off device will
engage should excessive over speeding occur. The
valve is calibrated at the factory to shutdown before
damage occurs to the engine or generator.

To manually shut down the engine, simply pull the
emergency stop handle on the lower control panel.

This air intake shut-off device will reset automatically,
generally within one minute.

IMPORTANT: Before restarting engine, verify that the
air intake shut-off is in the open position. DO NOT
ATTEMPT TO START ENGINE WITH THE AIR
INTAKE SHUT-OFF IN THE CLOSED POSITION.

WARNING

•

Muffler and Engine may be hot!

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ENGINE HOUR METER

The engine hour meter records the total running time
on the engine in hours. It can be used to keep a record
of maintenance on the engine and or welder.

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This may cause severe damage to the engine.

SAE-400 SEVERE DUTY

B-5 B-5

WELDER CONTROLS

POLARITY SWITCH

Turn the Arc Polarity switch to electrode positive or
electrode negative as required for each particular
application.

CONTROL OF WELDING CURRENT
Purpose of Controls

The continuous “Current Control” is the main current
adjuster. The “Job Selector” is both a fine current
adjuster and the continuous Open Circuit Voltage
adjuster. Open Circuit Voltage (OCV) controls the arc
characteristics.

OPERATION

4. If you want a little more current, turn the “Job
Selector” up (counterclockwise) to increase cur­rent. If you want a little less current, turn the “Job
Selector” down (clockwise) to decrease current.

5. If dialing the desired current with the “Job
Selector” moves the setting outside the black
range causing undesirable arc characteristics, turn
the “Job Selector” back to the center of the black
range. Then turn the “Current Control” up or down
a little as needed. Readjust the “Job Selector” for
the exact characteristics and current desired.

REMOTE CONTROL

“Job Selector”

The “Job Selector” dial is divided into four colored sec­tions providing OCV ranges as follows:

Color Title OCV Range

White Large Electrodes High OCV
Black Normal Welding Medium OCV
Red Overhead & Vertical Low OCV
Grey Special Applications Extra-Low OCV

The “Job Selector” is usually set in the black range
because it provides a soft “Buttering “ arc desired for
most welding. Some operators prefer to set the “Job
Selector” in the red range for a snappy “Digging” arc
when welding vertical up or overhead.

“Current Control”

CAUTION

Do not adjust the “Current Control” while welding
because this can damage the control.

------------------------------------------------------------------------

The “Current Control” dial is calibrated in amperes on
three

separate colored dials corresponding to the
white, black and red ranges of the “Job Selector” dial.
For example: when the “Job Selector” is set on the
black range, the approximate welding current is indi­cated on the black scale of the “Current Control” dial.

A receptacle and “Local/Remote” control switch on the
lower front control panel and a remote control box with
100 ft. (30.5 m) of cord for adjusting the OCV at the
welding site are standard. Putting the switch in the
“REMOTE” position allows fine current control at the
remote control box while placing the switch in the
“LOCAL” position allows fine current control at the “Job
Selector” on the machine.

AUXILIARY POWER CONTROLS

Note: GFCI receptacles are an option and if installed,

see the “MAINTENANCE SECTION” for detailed
information on testing and resetting the GFCI
receptacle.

115 VAC Receptacle

One 20 amp, 115 VAC duplex receptacle provides 115
VAC for auxiliary power. A total of 26 amps can be
drawn from this receptacle.

230 VAC Receptacle

One 15 amp, 230 VAC duplex receptacle provides 230
VAC for auxiliary power. A total of 13 amps can be
drawn from this receptacle.

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HowtoSettheControls

Assume you want a normal soft arc and about 135
amps, using a 5/32” (4.0 mm) electrode:

1. Set the “Job Selector” at the center of the black
range.

2. Set the “Current Control” to read 135 amps on the
black dial.

3. Start to weld.

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Circuit Breakers

The circuit breakers provide separate overload current
protection for each half of the 115 V duplex receptacle.
The circuit breakers provide overload current protec­tion in both current carrying wires of the 230 V duplex
receptacle.

Ground Stud

Provides a connection point for connecting the
machine to earth ground. For the safest grounding pro­cedure refer to “Machine Grounding” in the INSTAL-
LATION section of this manual.

SAE-400 SEVERE DUTY

B-6 B-6

ENGINE OPERATION

WARNING

Do not attempt to use this equipment until you
have thoroughly read the engine manufacturerʼs
manual supplied with your welder. It includes
important safety precautions, detailed engine
starting, operating and maintenance instructions,
and parts lists.

-----------------------------------------------------------------------­ELECTRIC SHOCK can kill.

• Do not touch electrically live parts or

electrode with skin or wet clothing.

• Insulate yourself from work and

ground

• Always wear dry insulating gloves.

-----------------------------------------------------------------------­ENGINE EXHAUST can kill.

• Use in open, well ventilated areas or

vent exhaust outside.

OPERATION

5. Observe the oil pressure. If no pressure shows
within 30 seconds, stop the engine and consult the
engine operating manual. To stop the engine, turn
the “IGNITION” switch to “OFF”.

6. If the engine protection warning light comes on
during cranking or after start up, the “IGNITION”
switch must be turned “OFF” to reset the engine
protection system.

7. Allow the engine to run at high idle speed for sev­eral minutes to warm the engine. Stop the engine
and recheck the oil level, after allowing sufficient
time for the oil to drain into the pan. If the level is
down, fill it to the full mark again. The engine con­trols were properly set at the factory and should
require no adjusting when received.

COLD WEATHER STARTING

WARNING

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-----------------------------------------------------------------------­MOVING PARTS can injure.

• Do not operate with doors open or

guards off.

• Stop engine before servicing.

•Keepawayfrommovingparts.

------------------------------------------------------------------------

See additional warning information at the

front of this operatorʼs manual.

For added safety always operate the welder with the
doors closed. Further, leaving the doors open changes
the designed air flow and may cause engine, genera­tor overheating.

CAUTION

Do not adjust the high idle engine speed (rpm)
above the factory setting specification as this will
void warranty.

------------------------------------------------------------------------

STARTING INSTRUCTIONS

Be sure all Pre-Operation Maintenance has been
performed. (See INSTALLATION section of this
manual).

1. Turn the “IDLER” switch to “HIGH”.

2. Turn the “IGNITION” switch to “ON”.

3. Press the Glow Plug button for 20 to 30 seconds.

(maximum 60 seconds). (codes 11199 and 11408
only).

4. Press the Glow Plug and the Start buttons at the

same time. When the engine starts running,
release buttons. If the engine fails to start in 20
seconds, wait 30 seconds and repeat the above
procedure. Press the Start button only for code

10856.

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Under NO conditions should ether or other starting
fluids be used!

-----------------------------------------------------------------------­Code 10856

When overnight temperatures are between 10oF(12oC)
and freezing, use the standard “Thermostart” starting
system installed on all engines. Follow the instructions
on the start panel nameplate and in the engine manu­al shipped with the welder. With fully charged batteries
and the proper weight oil, the “Themostart” system
operates satisfactorially even down to about 0

o

C).

18

Codes 11199 and 11408

With a fully charged battery and the proper weight oil,
the engine should start satisfactorily even down to
about -5°F (-20°C). It maybe desirable to install cold­starting aides at lower temperatures.

Note: Extreme cold weather staring may require longer
glow plug operation.

STOPPING THE ENGINE

1. Turn the “IGNITION” switch to “OFF”

At the end of each day’s welding, check the crankcase
oil level, drain accumulated dirt and water from the
water separator and refill the fuel tank to minimize
moisture condensation in the tank. Also, running out of
fuel tends to draw dirt into the fuel system.

When hauling the welder between job sites, close the
fuel shut-off valve.

If the fuel supply is cut off or runs out while the fuel
pump is operating, air may be entrapped in the fuel dis­tribution system. If this happens, bleeding of the fuel
system may be necessary. Use qualified personnel to
do this per the instructions in the MAINTENANCE sec­tion of this manual.

SAE-400 SEVERE DUTY

o

F(-

B-7 B-7

OPERATION

TYPICAL FUEL CONSUMPTION

The typical fuel consumption of the SAE-400 for various operat­ing scenarios is shown below:

11199 + 11408 10856
Low Idle - No Load .30 gal./ hr. .35 gal./hr
1100 RPM (1.12 L./hr.) (1.32 L/hr)

High Idle - No Load .69 gal./hr. .75 gal./hr
1800 RPM (2.61 L./hr.) (2.84 L/hr)

Welding Load 1.79 gal./hr. 1.92 gal./hr
400 Amps, 40 Volts (6.76 L./hr.) (7.27 L/hr)

Welding Load 2.43 gal./hr.
500 Amps, 40 Volts (9.19 L./hr.)

Auxiliary Power .71 gal./hr. .96 gal./hr
3000VA (3.68 L./hr.) (3.63 L/hr)

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SAE-400 SEVERE DUTY

B-8 B-8

NOTES

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SAE-400 SEVERE DUTY

C-1 C-1

Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C-1

Optional Field Installed Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C-2

TABLE OF CONTENTS - ACCESSORIES SECTION

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SAE-400 SEVERE DUTY

C-2 C-2

ACCESSORIES

OPTIONAL FIELD INSTALLED
ACCESSORIES

K802-D Power Plug Kit - Kit includes male plugs for

20 Amp receptacle.

K2641-1 Trailer - A 4-wheel steerable trailer for in-

(1)

plant and yard towing

with E78-14 load range (B)
tubeless tires. Mounts directly to welder base.(Not for
use on the highway.)

Comes standard with a Duo-Hitch™, a

2” Ball and Lunette Eye combination Hitch.

K2637-1 Trailer - A 2-wheel trailer designed for road

(1)

off road, in-plant and yard towing. Trailer mounts
directly to welder base.

Comes standard with a Duo-Hitch™,

a 2” Ball and Lunette Eye combination Hitch.

Order:

K2637-1 Trailer
K958-1 Ball Hitch
K958-2 Lunette Eye Hitch
K2639-1 Fender & Light Kit.
K2640-1 Cable Storage Rack

1

For highway use, consult applicable federal, state and local laws regarding

possible requirements for brakes, lights, fenders, etc.

K704 Standard Accessory Kit - Includes electrode
and work cables, headshield, work clamp and elec­trode holder.

K1690-1 GFCI RECEPTACLE KIT

Includes one UL approved 120V ground fault circuit
interrupter duplex type receptacle with cover and
installation instructions. Replaces the factory installed

120V duplex receptacle. Each receptacle of the GFCI
Duplex is rated at 20 Amps, the maximum total current

from the GFCI Duplex is limited to the 20 Amps. See
the MAINTENANCE section for detailed information on

testing and resetting the GFCI receptacle.

,

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SAE-400 SEVERE DUTY

D-1 D-1

Maintenance ...........................................................................D-1

RoutineMaintenance ..................................................................D-2

PeriodicMaintenance..................................................................D-2

EngineOilChange,EngineAirFilter ......................................................D-2

BearingCommutatorAndBrushMaintenance ..............................................D-3

Cooling System, Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D-3

WaterSeperator......................................................................D-4

SecondaryFuelFilter..................................................................D-4

Engine Maintenance Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .......D-4

TABLE OF CONTENTS - MAINTENANCE SECTION

Spark Arrestor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D-5

GFCIReceptacleTestingAndResetingProcedure...........................................D-5

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SAE-400 SEVERE DUTY

D-2 D-2

●

●

●

●

●

●

●

MAINTENANCE

WARNING

ELECTRIC SHOCK can kill.

Do not touch electrically live parts
such as output terminals or inter­nal wiring

ENGINE EXHAUST can kill.

Use in open, well ventilated areas
or vent exhaust outside

MOVING PARTS can injure.

Do not operate with doors open or
guards off

Stop engine before servicing
Keep away from moving parts

Remove guards only when necessary and
replace when work requiring removal is com­plete.

Only qualified personnel should install, use, or
service this equipment.

ROUTINE MAINTENANCE

At the end of each day’s welding, refill the fuel tank to
minimize moisture condensation in the tank. Also, run­ning out of fuel tends to draw dirt into the fuel system.
Check the engine crankcase oil level.

If the fuel supply runs out while the fuel pump is oper­ating, air may be entrapped in the fuel distribution sys­tem. If this happens, bleeding of the fuel system may
be necessary. See the engine instruction manual.

PERIODIC MAINTENANCE

1. Blow out the welder and controls with an air hose at least
once every two months. In particularly dirty locations, this
cleaning may be necessary once a week. Use low pres­sure air to avoid driving dirt into the insulation.

4. Belts tend to loosen after the first 30 or 40 hours of oper­ation. Check the cooling fan belt and tighten if necessary.
DO NOT OVER TIGHTEN.

ENGINE OIL CHANGE

The SAE-400 SEVERE DUTY is equipped with a convenient
oil drain system. Drain the oil when the engine is warm to
assure rapid and complete draining.

• Remove the oil filler cap and dipstick.

• To open drain valve, push handle away from valve and turn

90°.

• Drain oil into a suitable container.

• To close drain valve, turn handle 90° till handle snaps in the

closed position.

• Refill engine with the recommended oil to the appropriate

level. Replace dipstick and tighten the oil filler cap secure­ly.

Change the crankcase oil at regular intervals using the prop­er grade of oil as recommended in the Engine Operating
Manual. Wash your hands with soap and water after handling
used oil. Please dispose of used motor oil in a manner that is
compatible with the environment. We suggest you take it in a
sealed container to your local service station or recycling
center for reclamation. Do not throw it in the trash, pour it on
the ground or down a drain.

ENGINE AIR FILTER

The engine air filter element is a dry cartridge type. It
is located above the engine. It can be cleaned and re­used; however, damaged elements should not be
washed or re-used. Remove loose dirt from element
with compressed air or water hose directed from inside
out. Compressed Air: 100 psi maximum. The filter
should never be removed while the engine is running.

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2. The current control reactor brushes are self-lubricating
and should not be greased. Keep the contacts clean. This
control should be moved from maximum to minimum daily
to prevent the controls from sticking.

3. See the engine Instruction Manual for periodic engine
maintenance information. Change the oil filter in accor­dance with the instructions in the engine operating man­ual. When the oil filter is changed add one quart of oil to
the crankcase to replace the oil held in the filter during
operation.

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SAE-400 SEVERE DUTY

D-3 D-3

MAINTENANCE

BEARING MAINTENANCE

To seat the slip ring brushes, position the brushes in

This welder is equipped with a double-shielded ball bearing
having sufficient grease to last indefinitely under normal ser­vice. Where the welder is used constantly or in excessively
dirty locations, it may be necessary to add one-half ounce of
grease per year. A pad of grease one inch wide, one inch
long and one inch high weighs approximately one-half
ounce. Over greasing is far worse than insufficient greasing.

When greasing the bearings, keep all dirt out of the area.
Wipe the fittings completely clean and use clean equipment.
More bearing failures are caused by dirt introduced during
greasing than from insufficient grease.

place. Then slide one end of a piece of fine sandpaper
between slip rings and brushes with the coarse side
against the brushes. Pull the sandpaper around the cir­cumference of the rings, in direction of rotation only ­until brushes seat properly. In addition, stone slip ring
with a fine stone. Brushes must be seated 100%.

Arcing or excessive exciter brush wear indicates a pos­sible misaligned shaft. Have an authorized Field
Service Shop check and realign the shaft.

COOLING SYSTEM

COMMUTATOR AND BRUSH MAINTENANCE

WARNING

Uncovered rotating equipment can be dangerous.
Use care so your hands, hair, clothing or tools do
not catch in the rotating parts. Protect yourself
from particles that may be thrown out by the rotat­ing armature when stoning the commutator.

------------------------------------------------------------------------

The generator brushes are properly adjusted when the
welder is shipped.
DO NOT SHIFT THE BRUSHES or adjust the rocker
setting.

Shifting of the brushes may result in:

- Change in machine output

- Commutator Damage

- Excessive brush wear

Periodically inspect the commutator, slip rings and
brushes by removing the covers. DO NOT remove or
replace these covers while the machine is running.
Commutators and slip rings require little attention.
However, if they are black or appear uneven, have
them cleaned by an experienced maintenance person
using fine sandpaper or a commutator stone. Never
use emery cloth or paper for this purpose.

NOTE: If the welder is used in dirty or dusty locations,

or if the welder is not used for prolonged peri­ods of time, it may be necessary to clean the
commutator and slip rings more often.

Replace brushes when they wear within 1/4" of the pig­tail. A complete set of replacement brushes should be
kept on hand. Lincoln brushes have a curved face to fit
the commutator. Have an experienced maintenance
man seat these brushes by lightly stoning the commu­tator as the armature rotates at full speed until contact
is made across the full face of the brushes. After ston­ing, blow out the dust with low pressure air.

They require no particular attention.

The SAE-400 SEVERE DUTY is equipped with a pres­sure radiator. Keep the radiator cap tight to prevent
loss of coolant. Clean and flush the cooling system
periodically to prevent clogging the passage and over­heating the engine. When antifreeze is needed, always
use the permanent type.

FUEL FILTERS

WARNING

When working on the fuel system

• Keep ungrounded lights away, do not
smoke !

• Do not spill fuel !

-----------------------------------------------------------------------­The SAE-400 SEVERE DUTY is equipped with a Fuel
Pre-Filter/Water Separator Assembly located before

the lift pump and a Secondary Fuel Filter located after
the lift pump and before the fuel injectors. The Fuel
Pre-Filter/Water Separator is mounted to the engine
block just below the lift pump.
The Secondary Fuel Filter is mounted directly to the
engine just above the oil filter.

FUEL PRE-FILTER/WATER SEPARATOR ASSEMBLY

The pre-filter is a 150 micron screen designed to pro­tect against gross fuel contamination of the water sep­arator element and the Secondary Fuel Filter. If the
pre-filter becomes plugged it may be removed, inspect­ed, cleaned and reinstalled. In general this only needs
to be done with each water separator element change
(about every 1,000 hrs.) However if at any time exces­sive fuel contamination is suspected or a sudden fall­off in engine performance is detected the pre-filter
screen should be inspected and cleaned. Follow the
following procedure:

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SAE-400 SEVERE DUTY

D-4 D-4

1. Close the fuel shutoff valve located under the fuel
tank. (on code 10856 valve is located on the fuel
strainer, which is mounted on tank)

MAINTENANCE

3. Grasp the element and pull down with a slight rock­ing motion to remove the element from the grommet
post on the bottom of the filter header.

2. Unscrew the cap ring located on the top of the filter
header and remove the plastic center cap and O­ring.

3. Remove the large white volume plug located direct­ly under the center cap in the upper cavity of the fil­ter header. Use a small screwdriver (or similar
device) to lift the plug part way out of the cavity to
assist with its removal.

Be careful not to damage the pre-filter screen with the
tool used to remove the plug.

4. Using a pair of pliers, gently tug on the pull tabs of
the pre-filter screen in an alternating pattern to
gradually remove the pre-filter screen.

5. Brush off any debris and rinse in diesel fuel.

6. Re-install the pre-filter screen into the upper cavity
of the filter header making sure the four pull tabs
are pointing up. Putting your fingers on the pull
tabs, push down evenly until the lower body of the
pre-filter screen contacts the floor of the upper cav­ity.

7. Re-insert the large white volume plug into the upper
cavity.

4. Slide the new element onto the grommet post on the
bottom of the filter header until the element no longer
easily moves up into the filter header. Now rotate the
element (may take almost 1 full turn) with a slight
upward pressure until the element begins to further
engage the header. With the proper orientation now
established apply additional pressure to seat the ele­ment in the filter header. You should feel the element
“pop” into place when properly seated.

Note: The element will only go on one way. Never use

excessive force when mounting the element to the
header.

5. Slide the quick change ring up over the element and
rotate counter clockwise until an audible click or pop
is heard. If you do not hear the click you have not rotat­ed the ring far enough and the element is not in the
locked position. Another indication that the ring is in
the locked position is that one set (it doesn’t matter
which one) of arrows located on the outside of the ring
should be located directly under the air vent valve.

6. Open the fuel shutoff valve.

7. Open the air vent valve on the front of the filter head­er until fuel emerges free of air bubbles and then close
the air vent valve.

Note : Consult your engine operation manual for informa-

tion on air bleeding the entire fuel system.

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8. Place the O-ring onto the angled seal surface of the
filter header and re-install the plastic cap. Make
sure its flange rests on the O-ring.

9. Screw on the cap ring and tighten hand tight.

10. Remember to open the fuel shutoff valve before
starting the engine.

WATER SEPARATOR ELEMENT

The water separator element is a two stage filter with a
special filtration/water separating media, and an
expanded water reservoir providing maximum protec­tion against water in the fuel. The recommended
change interval for the water separator element is
1,000 hours. The procedure for changing the element
is as follows:

1. Close the fuel shutoff valve located under the fuel
tank.

2. Rotate the quick change ring (located just below fil­ter header) clockwise approximately 1/2 turn and
slide it down and off of the element.

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SECONDARY FUEL FILTER

The Secondary Fuel Filter has a quick change element
mounted to the engine similar to the Water Separator.
Consult your engine operation manual for complete infor­mation on service intervals and element changing proce­dures.

ENGINE MAINTENANCE COMPONENTS

ITEM MAKE PART NUMBER PART NUMBER

Engine Air Filter Donaldson P822768 P181052

Fan Belt Perkins 26148555043 2614B550

Water Seperator
Element

Fuel Pre-Filter Screen

Fuel Filter Perkins 26560201 26560143

Engin Oil Filter Perkins 2654407 2654403

SAE-400 SEVERE DUTY

Lincoln
Stanadyne

Lincoln
Stanadyne

11199 & 11408 10856

M16890-C
31572

B

M16890­29575

M16890-C
31572

M16890-B
29575

D-5 D-5

SPARK ARRESTOR

MAINTENANCE

GFCI RECEPTACLE TESTING AND RESET­TING PROCEDURE

WARNING

The GFCI receptacle should be properly tested at least

WARNING

For machines with separate spark arresting unit:

Service the spark arrestor every 100 hours of opera­tion or twice a year, which ever occurs first.
Service as follows:

1. Stop engine and allow to cool.

2. Loosen clamp and remove spark arrestor from
machine.

3. Remove locknut on top of spark arrestor housing
and lift off cap.

4. Seperate plates and clean if necessary.

5. Inspect plates and housing for holes or cracks.
Replace spark arrestor if damaged.

6. Assemble spark arrestor using reverse order:
step 3, then step 2.

For machines with integral spark arresting muf­flers:

•

Spark Arrestor and Muffler may be hot!

Allow engine to cool before

Do not operate engine while

servicing spark arrestor!

servicing spark arrestor!

once every month or whenever it is tripped. To proper­ly test and reset the GFCI receptacle:

• If the receptacle has tripped, first carefully remove
any load and check it for damage.

• If the equipment has been shut down, it must be
restarted.

• The equipment needs to be operating at high idle
speed and any necessary adjustments made on the
control panel so that the equipment is providing at
least 80 volts to the receptacle input terminals.

• The circuit breaker for this receptacle must not be
tripped. Reset if necessary.

• Push the "Reset" button located on the GFCI recep­tacle. This will assure normal GFCI operation.

• Plug a night-light (with an "ON/OFF" switch) or other
product (such as a lamp) into the GFCI receptacle
and turn the product "ON".

• Push the "Test" button located on the GFCI recepta­cle. The night-light or other product should go "OFF".

• Push the "Reset" button, again. The light or other
product should go "ON" again.

If the light or other product remains "ON" when the
"Test" button is pushed, the GFCI is not working prop­erly or has been incorrectly installed (miswired). If your
GFCI is not working properly, contact a qualified, certi­fied electrician who can assess the situation, rewire the
GFCI if necessary or replace the device.

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Service spark arrestor every 250 hours.
Service as follows:

1. Stop engine and allow to cool.

2. Remove clean out plug from the side of the spark
arrestor.

3. Without damaging the spark arrestor, gently tap on
the shell near the clean out plug.

4. Once particles are removed, replace the clean out
plug.

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SAE-400 SEVERE DUTY

D-6 D-6

NOTES

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SAE-400 SEVERE DUTY

E-1 E-1

TABLE OF CONTENTS-THEORY OF OPERATION SECTION

Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E-1

Engine Starting and Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E-2

Automatic Engine Idle System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E-3

Exciter/Auxiliary Alternator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E-4

Welding Generator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E-6

THERMOSTART

BUTTON

TO IDLE / ENGINE
PROTECTION BOARD

TO IDLE/ENGINE
PROT. BOARD

RUN/STOP
SWITCH

AMMETER

START
BUTTON

STARTER
SOLENOID

IDLE SWITCH

HOUR

METER

TO
FLASHING
RESISTOR
AND
DIODE

S
T
A
R
T
E
R

INJECTION
PUMP
SOLENOID
SYSTEM

DIESEL
ENGINE

IDLE
SOLENOID

IDLE / ENGINE
PROTECTION BOARD

ENGINE
FAULT
LIGHT

FIGURE E.1 BLOCK LOGIC DIAGRAM

MIN

(OFF)

AC

(-) (+)

AC

REMOTE
RHEOSTAT

POLARITY
SWITCH

RESISTOR

THERMOSTAT

OIL
PRESSURE
SWITCH

TO ALTERNATOR
FLASH/SENSE

TO INJECTION
PUMP SOLENOID

TEMP
SWITCH

SHUNT COILS

SERIES COILS

GENERATOR
ARMATURE

INTERPOLE COILS

EXCITER
ROTOR

OUTPUT
CONTROL

MAX

LOCAL

RHEOSTAT

(JOB SELECTOR)

EXCITER

WINDING

(+)

(-)

(-)

115 VA C
RECEPTACLES

AUXILIARY
POWER
WINDINGS

(+)

FLASHING

RESISTOR AND
DIODE

230 VAC
RECEPTACLES

TO HOUR METER

WORK
TERMINAL

ELECTRODE
TERMINAL

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SAE-400 SEVERE DUTY

E-2 E-2

THEORY OF OPERATION

FIGURE E.2 - ALTERNATOR OPERATION

ELECTRODE

WORK
TERMINAL

TERMINAL

---

THERMOSTART

BUTTON

TO IDLE / ENGINE
PROTECTION BOARD

TO IDLE/ENGINE
PROT. BOARD

RUN/STOP
SWITCH

AMMETER

START
BUTTON

STARTER
SOLENOID

IDLE SWITCH

HOUR

METER

TO
FLASHING
RESISTOR
AND
DIODE

S
T
A
R
T
E
R

INJECTION
PUMP
SOLENOID
SYSTEM

DIESEL
ENGINE

IDLE
SOLENOID

IDLE / ENGINE
PROTECTION BOARD

ENGINE
FAULT
LIGHT

THERMOSTAT

OIL
PRESSURE
SWITCH

TO ALTERNATOR
FLASH/SENSE

TO INJECTION
PUMP SOLENOID

TEMP
SWITCH

AC

(-) (+)

AC

RESISTOR

SHUNT COILS

SERIES COILS

GENERATOR
ARMATURE

INTERPOLE COILS

MIN

(OFF)

POLARITY
SWITCH

REMOTE
RHEOSTAT

LOCAL

RHEOSTAT

(JOB SELECTOR)

EXCITER

WINDING

EXCITER
ROTOR

OUTPUT
CONTROL

MAX

(+)

(-)

(-)

115 VAC
RECEPTACLES

AUXILIARY
POWER
WINDINGS

(+)

FLASHING

RESISTOR AND
DIODE

230 VAC
RECEPTACLES

TO HOUR METER

ENGINE STARTING AND PROTEC­TION

Turning on the run/stop switch supplies 12VDC power
to idler/engine protection PC board. During the first
minute after the switch is placed in the on position,
power is supplied to the Fuel solenoid, the hour meter,
and flashing circuits for the engine alternator and the
exciter alternator. The engine should be started during
this first minute.

After one minute, the PC board will begin to monitor
the oil pressure switch, cooling system temp switch,
and the engine alternator. If a fault is detected in any
of these systems, the engine fault light will come on
and the engine will be shut down by shutting off the
power to the fuel solenoid. These systems signal a
fault by connecting the sense lead to chassis ground.

If the engine fault light turns on, the engine protection
system must be reset by turning the run/stop switch off,
then on again before attempting to restart the engine.

The machine is equipped with either a “Thermostart” or
a glow plug starting system that is used for cold weath­er starting. Pressing the “Thermostart” or Glow Plug
button activates this system. See the machine name­plate and engine manual for operating instructions and
service information.

Pressing the start button activates the starter motor
which cranks the engine. The start button is a momen­tary contact switch that routes power from the battery
to the starting terminal of the starter solenoid. The
starter will crank the engine even if the run/stop switch
is in the off position.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

NOTE: Unshaded areas of Block Logic

Diagram are the subject of discussion

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

E-3 E-3

THEORY OF OPERATION

FIGURE E.2 - ENGINE STARTING AND PROTECTION

ELECTRODE

WORK
TERMINAL

TERMINAL

---

THERMOSTART

BUTTON

TO IDLE / ENGINE
PROTECTION BOARD

TO IDLE/ENGINE
PROT. BOARD

RUN/STOP
SWITCH

AMMETER

START
BUTTON

STARTER
SOLENOID

IDLE SWITCH

HOUR
METER

TO
FLASHING
RESISTOR
AND
DIODE

S
T
A
R
T
E
R

INJECTION
PUMP
SOLENOID
SYSTEM

DIESEL
ENGINE

IDLE
SOLENOID

IDLE / ENGINE
PROTECTION BOARD

ENGINE
FAULT
LIGHT

THERMOSTAT

OIL
PRESSURE
SWITCH

TO ALTERNATOR
FLASH/SENSE

TO INJECTION
PUMP SOLENOID

TEMP
SWITCH

AC

(-) (+)

AC

RESISTOR

SHUNT COILS

SERIES COILS

GENERATOR
ARMATURE

INTERPOLE COILS

MIN

(OFF)

POLARITY
SWITCH

REMOTE
RHEOSTAT

LOCAL

RHEOSTAT

(JOB SELECTOR)

EXCITER

WINDING

EXCITER
ROTOR

OUTPUT
CONTROL

MAX

(+)

115 VAC
RECEPTACLES

FLASHING

RESISTOR AND
DIODE

(-)

(+)

(-)

AUXILIARY
POWER
WINDINGS

230 VAC
RECEPTACLES

TO HOUR METER

AUTOMATIC ENGINE IDLE SYSTEM

The automatic idle system reduces the engine RPM
when there is no electrical demand on the machine.
When an arc is struck, or a load of 100 Watts or greater
is applied to the auxiliary output, the engine speed will
immediately increase to high RPM. When the load is
released, the engine continues to run at high RPM for
about 12 seconds. If a load is re-applied during this
time, the machine will continue to operate at high RPM.
If no load is applied, the engine RPM is reduced to idle
speed.

The automatic idle system functions by energizing a
solenoid, which pulls the engine speed control to a pre­set low idle RPM position. When this solenoid is de­energized, the engine speed is controlled by the gov­ernor which maintains the engine RPM at the specified
high RPM setting. The solenoid is supplied with
+12VDC power whenever the idle switch is in the auto
position. It is activated when circuitry on the
Idler/engine shutdown PC board completes the sole­noid’s path to chassis ground.

The automatic idle circuitry on the PC board uses a
magnetic reed switch to sense weld current and a
toroidal current transformer to sense auxiliary current.
When weld current flows the reed switch closes, con­necting the sense lead to chassis ground. When suffi­cient AC current flows, the toroidal current transformer
sends a signal to the PC board.

When the idle switch is in the “high” position, power to
the solenoid is shut off deactivating it and causing the
engine to operate at high rpm. The idle circuitry on the
PC board continues to sense if there is a load on any
of the outputs, and continues to open and close the
solenoid’s ground path.

If the machine had been operating at low idle and the
idle switch is moved from auto to high, the engine RPM
will increase immediately. If the switch is moved from
high to auto, the engine RPM may be reduced imme­diately or it could take up to 12 seconds for the idle cir­cuitry on the PC board to activate and engage the sole­noid.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

NOTE: Unshaded areas of Block Logic

Diagram are the subject of discussion

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

E-4 E-4

THEORY OF OPERATION

FIGURE E.2 - GENERAL DESCRIPTION

ELECTRODE
TERMINAL

OUTPUT
CONTROL

THERMOSTART

BUTTON

TO IDLE / ENGINE
PROTECTION BOARD

TO IDLE/ENGINE
PROT. BOARD

RUN/STOP
SWITCH

AMMETER

START
BUTTON

STARTER
SOLENOID

IDLE SWITCH

HOUR

METER

TO
FLASHING
RESISTOR
AND
DIODE

S
T
A
R
T
E
R

INJECTION
PUMP
SOLENOID
SYSTEM

DIESEL
ENGINE

IDLE
SOLENOID

IDLE / ENGINE
PROTECTION BOARD

ENGINE
FAULT
LIGHT

THERMOSTAT

OIL
PRESSURE
SWITCH

TO ALTERNATOR
FLASH/SENSE

TO INJECTION
PUMP SOLENOID

TEMP
SWITCH

AC

(-) (+)

AC

RESISTOR

SHUNT COILS

SERIES COILS

GENERATOR
ARMATURE

INTERPOLE COILS

MIN

(OFF)

POLARITY
SWITCH

REMOTE
RHEOSTAT

LOCAL

RHEOSTAT

(JOB SELECTOR)

EXCITER

WINDING

EXCITER
ROTOR

MAX

(+)

(-)

(-)

115 VAC
RECEPTACLES

AUXILIARY
POWER
WINDINGS

(+)

FLASHING

RESISTOR AND
DIODE

230 VAC
RECEPTACLES

TO HOUR METER

WORK
TERMINAL

EXCITER/AUXILIARY ALTERNATOR
OPERATION

The exciter alternator is the smaller power generator
that is located at the end of the main welding genera­tor. It provides power to energize the rotor, the shunt
fields of the main welding generator and about 3 KVA
of 120/230 volts, 60 Hz. for auxiliary power.

Flashing:

The exciter alternator requires that DC power be
applied to the slip rings to start the power generation
process. This DC power is often referred to as
“Flashing” voltage, and originates at the battery. This
voltage is applied through the Idler/Engine Protection
PC Board, whenever the fuel solenoid is open and the
hour meter is running.

The flashing current passes through a blocking diode
and current limiting resistor before being applied to the
rotor field winding through the positive brush and slip
ring. The current then passes out of the negative slip
ring and brush, through two diodes, and back to the
battery through a chassis ground connection.

Building output:

The flashing current produces a weak magnetic field in
the rotor, which is coupled to the now running engine.
This rotating magnetic field begins to generate AC out­put from all of the stator windings. Output from the
exciter winding is rectified by a diode bridge, and then
fed back into the rotating field winding, through the
brushes, making the magnetic field stronger. This
stronger magnetic field then produces higher voltage
from the stator windings, which feeds back to the rotor,
making its magnetic field even stronger.

This process of strengthening the magnetic field
through feedback from the exciter winding continues to
increase the output of the alternator until the design
voltage is reached.

The field voltage is now considerably higher than the
flashing voltage that was used to start the generating
process. The diode in the flashing circuit now blocks
that higher field voltage from intruding into the 12VDC
battery system and the machine chassis.

(continued on next page)

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

NOTE: Unshaded areas of Block Logic

Diagram are the subject of discussion

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

E-5 E-5

THEORY OF OPERATION

EXCITER/AUXILIARY ALTERNATOR
OPERATION (Continued)

AC Auxiliary Output:

The exciter alternator is now producing sufficient AC
power from both the exciter winding and the 115/230
VAC auxiliary power winding. This 115/230 VAC, 60
Hz. auxiliary power is made available for use through
the receptacles on the front panel of the machine, after
passing through circuit breakers and the automatic idle
system’s current sensor.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

E-6 E-6

THEORY OF OPERATION

FIGURE E.2 - GENERAL DESCRIPTION

ELECTRODE
TERMINAL

OUTPUT
CONTROL

THERMOSTART

BUTTON

TO IDLE / ENGINE
PROTECTION BOARD

TO IDLE/ENGINE
PROT. BOARD

RUN/STOP
SWITCH

AMMETER

START
BUTTON

STARTER
SOLENOID

IDLE SWITCH

HOUR

METER

TO
FLASHING
RESISTOR
AND
DIODE

S
T
A
R
T
E
R

INJECTION
PUMP
SOLENOID
SYSTEM

DIESEL
ENGINE

IDLE
SOLENOID

IDLE / ENGINE
PROTECTION BOARD

ENGINE
FAULT
LIGHT

THERMOSTAT

OIL
PRESSURE
SWITCH

TO ALTERNATOR
FLASH/SENSE

TO INJECTION
PUMP SOLENOID

TEMP
SWITCH

AC

(-) (+)

AC

RESISTOR

SHUNT COILS

SERIES COILS

GENERATOR
ARMATURE

INTERPOLE COILS

MIN

(OFF)

POLARITY
SWITCH

REMOTE
RHEOSTAT

LOCAL

RHEOSTAT

(JOB SELECTOR)

EXCITER

WINDING

EXCITER
ROTOR

MAX

(+)

(-)

(-)

115 VAC
RECEPTACLES

AUXILIARY
POWER
WINDINGS

(+)

FLASHING

RESISTOR AND
DIODE

230 VAC
RECEPTACLES

TO HOUR METER

WORK
TERMINAL

WELDING GENERATOR OPERA­TION

Overview:

The welding generator is coupled directly to the engine
and produces the DC current required for welding and
arc gouging. The welding power is induced in the wind­ings of the armature when it spins in a magnetic field.
The power produced in the armature is converted to
direct current (DC) by a commutator and a set of car­bon brushes, which are then connected to the interpole
coils, the series coils, and the reactor assembly. The
weld current is controlled by varying the field (Job
Selector) and the reactor (Current Control) setting,
using the front panel control knobs.

Excitation and field control:

Before any welding current can be produced, there
must be a magnetic field in which the armature can
spin. Creating this magnetic field is often described as
exciting the generator, and is accomplished by passing
controlled DC current through two shunt coils in the
generator stator.

The power used to excite the generator starts out as
AC current produced by the exciter/auxiliary alternator.
This AC current passes through a remote/local switch
and then through either a remote or the front panel
mounted 64 Ohm rheostat. The now controlled AC
current is then converted to direct current (DC) by a full
wave bridge rectifier. The DC output from the rectifier
then passes through a polarity reversing switch, and is
then applied to the two series connected shunt coils in
the generator stator.

Reversing the polarity of the field also reverses the
polarity of the weld current. When the polarity switch is
moved to the neutral position, the shunt coils are dis­connected. The resulting collapse of the magnetic field
around these coils can produce a very high induced
voltage. A 500 Ohm resistor is connected in parallel
with the shunt coil set to reduce this voltage to a level
that is within the limits of the insulation used. It also
helps reduce arcing and damage to the polarity switch.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

NOTE: Unshaded areas of Block Logic

Diagram are the subject of discussion

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

E-7 E-7

THEORY OF OPERATION

FIGURE E.2 - GENERAL DESCRIPTION

ELECTRODE
TERMINAL

OUTPUT
CONTROL

THERMOSTART

BUTTON

TO IDLE / ENGINE
PROTECTION BOARD

TO IDLE/ENGINE
PROT. BOARD

RUN/STOP
SWITCH

AMMETER

START
BUTTON

STARTER
SOLENOID

IDLE SWITCH

HOUR

METER

TO
FLASHING
RESISTOR
AND
DIODE

S
T
A
R
T
E
R

INJECTION
PUMP
SOLENOID
SYSTEM

DIESEL
ENGINE

IDLE
SOLENOID

IDLE / ENGINE
PROTECTION BOARD

ENGINE
FAULT
LIGHT

THERMOSTAT

OIL
PRESSURE
SWITCH

TO ALTERNATOR
FLASH/SENSE

TO INJECTION
PUMP SOLENOID

TEMP
SWITCH

AC

(-) (+)

AC

RESISTOR

SHUNT COILS

SERIES COILS

GENERATOR
ARMATURE

INTERPOLE COILS

MIN

(OFF)

POLARITY
SWITCH

REMOTE
RHEOSTAT

LOCAL

RHEOSTAT

(JOB SELECTOR)

EXCITER

WINDING

EXCITER
ROTOR

MAX

(+)

(-)

(-)

115 VAC
RECEPTACLES

AUXILIARY
POWER
WINDINGS

(+)

FLASHING

RESISTOR AND
DIODE

230 VAC
RECEPTACLES

TO HOUR METER

WORK
TERMINAL

WELDING GENERATOR OPERA­TION (Continued)

Producing weld current:

Weld current is produced in the armature windings
when it spins in the magnetic field produced by the
excitation process described above. The 64 Ohm rheo­stat in the excitation circuit varies the strength of the
field. A stronger field will produce greater weld output;
a weaker field will produce less.

As the windings in the armature pass through the mag­netic field, current flows, first in one direction, then the
other. This alternating current flow is converted to
direct current (DC) and connected to the remaining
generator circuitry through a commutator and a system
of brushes.

The commutator is a cylindrical structure made up of
copper conductor bars and insulating materials that
keep each bar isolated from the other bars and from
the armature shaft. Each bar is connected to the end
of an armature winding.

The brushes contact the commutator at precise points
around its circumference and are positioned so that
they will conduct current only from windings that are
producing maximum output at the correct polarity.

With the armature spinning at about 1800 RPM, wind­ings are coming in contact with the brushes many
times per second, producing a continuous flow of DC
current at the generator brushes.

Controlling the weld output:

The SAE-400 utilizes a dual continuous control system
for weld output. These controls are the Job Selector
and the Current Control dials on the control panel of
the SAE-400 machine.

Job Selector:

The Job Selector handle rotates the 64 Ohm rheostat
described in the section on excitation and field control.
This control has a significant effect on the open circuit
voltage (OCV) of the weld output.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

NOTE: Unshaded areas of Block Logic

Diagram are the subject of discussion

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

E-8 E-8

THEORY OF OPERATION

FIGURE E.2 - GENERAL DESCRIPTION

ELECTRODE
TERMINAL

OUTPUT
CONTROL

THERMOSTART

BUTTON

TO IDLE / ENGINE
PROTECTION BOARD

TO IDLE/ENGINE
PROT. BOARD

RUN/STOP
SWITCH

AMMETER

START
BUTTON

STARTER
SOLENOID

IDLE SWITCH

HOUR

METER

TO
FLASHING
RESISTOR
AND
DIODE

S
T
A
R
T
E
R

INJECTION
PUMP
SOLENOID
SYSTEM

DIESEL
ENGINE

IDLE
SOLENOID

IDLE / ENGINE
PROTECTION BOARD

ENGINE
FAULT
LIGHT

THERMOSTAT

OIL
PRESSURE
SWITCH

TO ALTERNATOR
FLASH/SENSE

TO INJECTION
PUMP SOLENOID

TEMP
SWITCH

AC

(-) (+)

AC

RESISTOR

SHUNT COILS

SERIES COILS

GENERATOR
ARMATURE

INTERPOLE COILS

MIN

(OFF)

POLARITY
SWITCH

REMOTE
RHEOSTAT

LOCAL

RHEOSTAT

(JOB SELECTOR)

EXCITER

WINDING

EXCITER
ROTOR

MAX

(+)

(-)

(-)

115 VAC
RECEPTACLES

AUXILIARY
POWER
WINDINGS

(+)

FLASHING

RESISTOR AND
DIODE

230 VAC
RECEPTACLES

TO HOUR METER

WORK
TERMINAL

WELDING GENERATOR OPERA­TION (Continued)

Current Control:

The Current Control handle turns a rotor inside the
reactor assembly. This reactor assembly functions
together with the generator’s series coils to regulate
the output current and produce the drooping volt/amp
curve that is so important to a constant current welding
source. This current control has almost no effect on
the OCV.

Series coils and reactor:

Current from two of the four sets of brushes is routed
through the generator’s series coils and the reactor
assembly before being connected to one of the weld
output terminals. These series coils are wound and
arranged in such a way as to reduce or buck the cur­rent flowing from the armature. Because the series
coils do not reduce the weld output until current is flow­ing, OCV is not reduced, and starting the arc is easier.

Reactor Assembly:

The reactor assembly functions like a specialized, high
current rheostat, and is connected in parallel with the
series coils of the generator. At the very minimum set­ting the reactor is electrically open, forcing all of the
current flowing from the armature to pass through the
series coils. This setting will produce the lowest weld
current that can be set with this control.

Moving the current control off of the minimum setting
closes the circuit in the reactor and allows some of the
current to bypass the series coils. Continuing to move
the control to the higher settings reduces the resis­tance of the reactor and causes even more current to
bypass the series coils. When the current control is set
to maximum, the reactor resistance is at minimum, and
nearly all of the current passes through the reactor.
Because the current passing through the reactor is not
reduced by the bucking action of the series coils, weld
current is increased.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

NOTE: Unshaded areas of Block Logic

Diagram are the subject of discussion

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

E-9 E-9

THEORY OF OPERATION

FIGURE E.2 - GENERAL DESCRIPTION

ELECTRODE
TERMINAL

OUTPUT
CONTROL

THERMOSTART

BUTTON

TO IDLE / ENGINE
PROTECTION BOARD

TO IDLE/ENGINE
PROT. BOARD

RUN/STOP
SWITCH

AMMETER

START
BUTTON

STARTER
SOLENOID

IDLE SWITCH

HOUR

METER

TO
FLASHING
RESISTOR
AND
DIODE

S
T
A
R
T
E
R

INJECTION
PUMP
SOLENOID
SYSTEM

DIESEL
ENGINE

IDLE
SOLENOID

IDLE / ENGINE
PROTECTION BOARD

ENGINE
FAULT
LIGHT

THERMOSTAT

OIL
PRESSURE
SWITCH

TO ALTERNATOR
FLASH/SENSE

TO INJECTION
PUMP SOLENOID

TEMP
SWITCH

AC

(-) (+)

AC

RESISTOR

SHUNT COILS

SERIES COILS

GENERATOR
ARMATURE

INTERPOLE COILS

MIN

(OFF)

POLARITY
SWITCH

REMOTE
RHEOSTAT

LOCAL

RHEOSTAT

(JOB SELECTOR)

EXCITER

WINDING

EXCITER
ROTOR

MAX

(+)

(-)

(-)

115 VAC
RECEPTACLES

AUXILIARY
POWER
WINDINGS

(+)

FLASHING

RESISTOR AND
DIODE

230 VAC
RECEPTACLES

TO HOUR METER

WORK
TERMINAL

WELDING GENERATOR OPERA­TION (Continued)

Interpole coils:

Armature current from the remaining two sets of brush­es is routed through four interpole coils, before being
connected to the weld output terminal. These coils are
narrower than the shunt and series coils, and are locat­ed in the generator stator between them. Their purpose
is to reduce distortion of the magnetic field.

The magnetic field generated by the the shunt coils will
become distorted when current is drawn from the
armature. This distortion will increase as the current
flow increases. The interpole coils are connected and
arranged to counteract this magnetic distortion. If not
corrected, the distortion would cause reduced output
and excessive sparking on the commutator.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

NOTE: Unshaded areas of Block Logic

Diagram are the subject of discussion

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

E-10 E-10

NOTES

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-1 F-1

TABLE OF CONTENTS - TROUBLESHOOTING AND REPAIR

Troubleshooting and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-1

How to Use Troubleshooting Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-2

PC Board Troubleshooting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-3

Troubleshooting Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-4

Test Procedures

Engine RPM Adjustment Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-21

Brush And Slip Ring Service Procedure (Exciter / Auxiliary Power Alternator) . . . . . . . . . . . . . . . . . .F-25

Exciter Rotor Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-29

Exciter Rotor Resistance And Ground Test (Exciter / Auxiliary Power Alternator . . . . . . . . . . . . . . . . F-33

Flashing Voltage Test (Engine Not Running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-37

Exciter Stator Short Circuit & Ground Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-41

Welding Generator Brush And Commutator Inspection And Service . . . . . . . . . . . . . . . . . . . . . . . . .F-43

Weld Circuit Ground And Short Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-47

Shunt Field Coil Resistance And Ground Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-49

Shunt Field Circuit Voltage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-51

Dead Short, 1st Step, And Open Reactor Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-53

Rocker Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-55

Output Control Unit (Variable Reactor) Inspection And Service Procedure . . . . . . . . . . . . . . . . . . . .F-59

Engine Protection System Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-65

Engine Alternator Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-69

Engine Fuel System Voltage Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-73

Removal and Replacement Procedures

Alternator Rotor Removal and Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-77

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

Alternator Stator Removal And Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-81

Generator Frame Removal And Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-85

Generator Armature Removal And Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-87

Retest And Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F-89

SAE-400 SEVERE DUTY

F-2 F-2

TROUBLESHOOTING AND REPAIR

HOW TO USE TROUBLESHOOTING GUIDE

WARNING

Service and Repair should only be performed by Lincoln Electric Factory Trained
Personnel. Unauthorized repairs performed on this equipment may result in danger to
the technician and machine operator and will invalidate your factory warranty. For your
safety and to avoid Electrical Shock, please observe all safety notes and precautions
detailed throughout this manual.

---------------------------------------------------------------------------------------------------------------------------

This Troubleshooting Guide is provided to
help you locate and repair possible machine
malfunctions. Simply follow the three-step
procedure listed below.

Step 1. LOCATE PROBLEM (SYMPTOM).

Look under the column labeled “PROBLEM
(SYMPTOMS)”. This column describes pos­sible symptoms that the machine may exhib­it. Find the listing that best describes the
symptom that the machine is exhibiting.
Symptoms are grouped into the following
categories: output problems, function prob­lems, wire feeding problems, and welding
problems.

Step 2. PERFORM EXTERNAL TESTS.

The second column labeled “POSSIBLE
AREAS OF MISADJUSTMENT(S)” lists the
obvious external possibilities that may con­tribute to the machine symptom. Perform
these tests/checks in the order listed. In
general, these tests can be conducted with­out removing the case wrap-around cover.

Step 3. RECOMMENDED
COURSE OF ACTION

The last column labeled “Recommended
Course of Action” lists the most likely com­ponents that may have failed in your
machine. It also specifies the appropriate
test procedure to verify that the subject com­ponent is either good or bad. If there are a
number of possible components, check the
components in the order listed
one possibility at a time until you locate the
cause of your problem.

All of the referenced test procedures
referred to in the Troubleshooting Guide are
described in detail at the end of this chapter.
Refer to the Troubleshooting and Repair
Table of Contents to locate each specific
Test Procedure. All of the specified test
points, components, terminal strips, etc. can
be found on the referenced electrical wiring
diagrams and schematics. Refer to the
Electrical Diagrams Section Table of
Contents to locate the appropriate diagram.

to eliminate

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the
tests/repairs safely, contact the Lincoln Electric Service Department for technical troubleshooting
assistance before you proceed. Call 1-888-935-3877.

-----------------------------------------------------------------------------------------------------------------------------------

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-3 F-3

TROUBLESHOOTING AND REPAIR

PC BOARD TROUBLESHOOTING PROCEDURES

WARNING

ELECTRIC SHOCK
can kill.

•

Have an electrician install and
service this equipment. Turn the
input power OFF at the fuse box
before working on equipment. Do
not touch electrically hot parts.

CAUTION

Sometimes machine failures appear to be due to PC
board failures. These problems can sometimes be
traced to poor electrical connections. To avoid prob­lems when troubleshooting and replacing PC boards,
please use the following procedure:

1. Determine to the best of your technical ability
that the PC board is the most likely component
causing the failure symptom.

2. Check for loose connections at the PC board
to assure that the PC board is properly
connected.

3. If the problem persists, replace the suspect PC
board using standard practices to avoid static
electrical damage and electrical shock. Read
the warning inside the static resistant bag and
perform the following procedures:

PC board can be damaged by static electricity.

- Remove your body’s static
charge before opening the static­shielding bag. Wear an anti-static
wrist strap. For safety, use a 1
Meg ohm resistive cord connected

ATTENTION
Static-Sensitive
Devices
Handle only at
Static-Safe
Workstations

to a grounded part of the
equipment frame.

- If you don’t have a wrist strap,
touch an un-painted, grounded,
part of the equipment frame. Keep
touching the frame to prevent
static build-up. Be sure not to
touch any electrically live parts at
the same time.

- Remove the PC board from the static-shielding bag
and place it directly into the equipment. Don’t set the
PC board on or near paper, plastic or cloth which
could have a static charge. If the PC board can’t be
installed immediately, put it back in the static-shield­ing bag.

- If the PC board uses protective shorting jumpers,
don’t remove them until installation is complete.

- If you return a PC board to The Lincoln Electric
Company for credit, it must be in the static-shielding
bag. This will prevent further damage and allow prop­er failure analysis.

4. Test the machine to determine if the failure
symptom has been corrected by the
replacement PC board.

NOTE

: It is desirable to have a spare (known good)

PC board available for PC board troubleshooting.

NOTE: Allow the machine to heat up so that all
electrical components can reach their operating
temperature.

5. Remove the replacement PC board and
substitute it with the original PC board to
recreate the original problem.

a. If the original problem does not reappear by

substituting the original board, then the PC
board was not the problem. Continue to look
for bad connections in the control wiring
harness, junction blocks, and terminal strips.

b. If the original problem is recreated by the

substitution of the original board, then the PC
board was the problem. Reinstall the
replacement PC board and test the machine.

6. Always indicate that this procedure was
followed when warranty reports are to be
submitted.

NOTE

: Following this procedure and writing on the

warranty report, “INSTALLED AND SWITCHED PC
BOARDS TO VERIFY PROBLEM,” will help avoid
denial of legitimate PC board warranty claims.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

- Tools which come in contact with the PC board must
be either conductive, anti-static or static-dissipative.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-4 F-4

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

Both the weld and auxiliary output voltages are low

There is no, or very low weld output, and no auxiliary output.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

Make sure the engine is
operating at the correct high idle
speed.

Make sure that no load is
connected to either the weld or
auxiliary outputs.

Check that the electrode polarity
switch is not in the off position,
and that the remote/local switch
is in the local control position.
Check that the auxiliary power
circuit breakers and GFCIs (if so
equipped) are not tripped.

NOTE: GFCIs will not reliably
reset, unless engine is operating
at high idle RPM.

RECOMMENDED

COURSE OF ACTION

Perform the Engine RPM
Adjustment Test.

Perform the Brush and Slip
Ring Service Procedure.

Perform the Exciter Rotor
Voltage Test.

Perform Exciter Rotor
Resistance and Ground Test.

Perform the Brush and Slip
Ring Service Procedure.

Perform the Exciter Rotor
Voltage Test.

Perform the Exciter Rotor
Resistance and Ground Test.

There is no, or very low weld output voltage. The auxiliary output is normal.

Check all leads and cables for
damaged or poor connections.

Check the polarity switch; make
sure it is not in the off position.

Check that the remote/local
switch is positioned correctly.

If a remote current control is
being used, try switching to
local control. The remote
current control may be faulty.

Check all leads and cables for
damaged or poor connections.

Perform the Shunt Field Coil

Resistance and Ground Test.

Perform the Shunt Field Circuit
Voltage Test.

Perform the Welding Generator
Brush and Commutator
Inspection and Service
Procedure.

Check for damaged or poor
connections at the brush
holders, series and interpole
coils, weld output control unit,
weld output terminals, and all
the conductors connecting these
components.

The Armature may be faulty.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-5 F-5

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

There is no auxiliary voltage, weld output is normal.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

Check that the auxiliary power
circuit breakers are not tripped.

If the machine is equipped with a
ground fault circuit interrupter
(GFCI), it may be tripped or
defective.

NOTE: GFCIs will not reliably
reset, unless engine is operating
at high idle RPM.

Check all leads and cables for
damaged or poor connections.

RECOMMENDED

COURSE OF ACTION

Check for auxiliary voltage at the
receptacle input terminals, if
normal voltage is present,
replace receptacle.

Check for auxiliary voltage at the
connections closest to the
exciter stator windings. See
wiring diagram.

• If normal voltage is present,
check the wiring and circuit
breakers between the test
points and the receptacle.
Repair or replace any
defective parts or wiring.

• If normal voltage is not
present, check for damaged
conductors between the test
points and the winding. If the
conductors are good, the
stator is defective.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-6 F-6

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The weld output varies abnormally. Auxiliary voltage is normal.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

Check welding cables for
damaged or poor connections.

Welding cable may be
excessively long, too small, or
coiled. Try using a set of short
test cables of adequate size.

If a remote current control is
being used, try switching to local
control. The remote current
control may be faulty.

The engine may not be
maintaining steady RPM. Make
sure there is an adequate supply
of clean, fresh fuel. Replace
fuel filters if necessary. Have
engine serviced by a qualified
engine technician.

RECOMMENDED

COURSE OF ACTION

Check and, if necessary, perform
the Brush and Slip Ring

Service Procedure.

Perform the Welding Generator
Brush and Commutator
Inspection and Service
Procedure.

Perform the Engine RPM
Adjustment Test.

Check all the large weld current
carrying leads inside the
machine for damaged
conductors, insulation, and poor
connections.

Perform the Output Control

Unit Inspection and Service
Procedure.

Check the wiring that connects
the exciter, diode bridges,
rheostat, remote/local switch,
polarity switch, and the shunt
coils. Check for damaged
conductors, insulation, and
connections.

Check Job Selector rheostat,
replace if necessary.

Check remote/local switch.
Replace if necessary

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-7 F-7

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The weld output varies abnormally. Auxiliary voltage is normal. (continued)

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

RECOMMENDED

COURSE OF ACTION

Examine polarity switch for poor
electrical connections and
damaged or burned contacts.
Replace if necessary. If polarity
switch contacts have excessive
arc damage, check the 500 Ohm
resistor.

Perform the Exciter Rotor

Resistance and Ground Test.

Perform the Shunt Field Coil
Resistance and Ground Test.

Check the Generator brush
rocker position; perform the

Rocker Adjustment Procedure

if necessary.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-8 F-8

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The weld output is considerably less than indicated on the dials. Auxiliary voltage is normal.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

Check welding cables for
damaged or poor connections.

Welding cable may be
excessively long, too small, or
coiled. Try using a set of short
test cables of adequate size.

If a remote current control is
being used, try switching to local
control. The remote current
control may be faulty.

The engine RPM may low. Make
sure there is an adequate supply
of clean, fresh fuel. Replace
fuel filters if necessary. Have
engine serviced by a qualified
engine technician.

RECOMMENDED

COURSE OF ACTION

Perform the Engine RPM
Adjustment Test.

Perform the Welding Generator
Brush and Commutator
Inspection and Service
Procedure.

Perform the Brush and Slip
Ring Service Procedure.

Perform the Shunt Field Coil
Resistance and Ground Test.

Perform the “Dead Short”,
“First Step”, and “Open
Reactor” Tests. If necessary,
perform the Output Control
Unit Inspection and Service
Procedure.

Perform the Exciter Rotor
Resistance and Ground Test.

Check all the large weld current
carrying leads inside the
machine for damaged
conductors, damaged insulation,
and poor connections.

Check the wiring that connects
the exciter, diode bridges,
rheostat, remote/local switch,
polarity switch, and the shunt
coils. Check for damaged
conductors, insulation, and
connections.

Check Job Selector rheostat,
replace if necessary.

Check remote/local switch.
Replace if necessary

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-9 F-9

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The weld output is considerably
less than indicated on the dials.
Auxiliary voltage is normal.

(continued)

The weld output is considerably higher than indicated on the dials. Auxiliary voltage is normal.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

If a remote current control is
being used, try switching to local
control. The remote current
control may be faulty.

RECOMMENDED

COURSE OF ACTION

Examine polarity switch for poor
electrical connections and
damaged or burned contacts.
Replace if necessary. If polarity
switch contacts have excessive
arc damage, check the 500 Ohm
resistor.

Verify that the rocker is
positioned correctly, according to
the factory drill mark. If
necessary, perform the Rocker

Adjustment Procedure.

Verify that the rocker is
positioned correctly, according to
the factory drill mark.

Perform the Dead Short, First

Step, and Open Reactor Tests.

Perform the Exciter Rotor
Resistance and Ground Test.

Perform the Shunt Field Coil
Resistance and Ground Test.

Perform the Rocker Adjustment
Procedure.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-10 F-10

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The welding arc is loud and spatters excessively.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

The weld current or voltage
settings may be incorrect.

The polarity may be incorrect for
the process in use. Make sure
that the actual polarity of the
output studs is what the Polarity
Switch indicates.

If a remote current control is
being used, try switching to local
control. The remote current
control may be faulty.

RECOMMENDED

COURSE OF ACTION

The engine RPM may be
incorrect; perform the Engine
RPM Adjustment Test.

Perform the Brush and Slip

Ring Service Procedure.

Perform the Welding generator
Brush and Commutator
Inspection and Service
Procedure.

Perform the Dead Short, First
Step, and Open Reactor Tests.

Perform the Exciter Rotor
Resistance and Ground Test.

Perform the Shunt Field Coil
Resistance and Ground Test.

Check that the rocker is aligned
to the factory drill mark, and
perform the Rocker Adjustment
Procedure if necessary

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-11 F-11

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The welding arc frequently “pops out”. Welding seems otherwise normal and auxiliary output voltage appears normal.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

The Job selector rheostat may
be set too low.

If a remote control is being used,
try switching to local control.
The remote control unit may be
faulty.

Check welding cables for
damaged or poor connections.

Welding cable may be
excessively long, too small, or
coiled. Try using a set of short
test cables of adequate size.

RECOMMENDED

COURSE OF ACTION

The engine RPM may be
incorrect; perform the Engine
RPM Adjustment Test.

Perform the Brush and Slip

Ring Service Procedure.

Perform the Welding Generator
Brush and Commutator
Inspection and Service
Procedure.

Perform the Output control unit
Inspection and Service
Procedure.

Perform the Exciter Rotor
Voltage Test.

Perform the Shunt Field Circuit
Voltage Test.

The engine will not crank when the start button is pressed.

The batteries may be
discharged. Check, and if
necessary, charge or replace the
batteries.

The battery cables or battery
connections may be loose or
corroded. Service the battery
terminals.

Check that the rocker is aligned
to the factory drill mark, and
perform the Rocker Adjustment
Procedure if necessary.

Check for battery voltage where
lead 235 connects to the starter
solenoid, while holding in the
start button.

• If no voltage is present, check
the connections and wiring
connecting the starter
solenoid, the ammeter, and
the start push button switch.
(See the wiring diagram) If
the wiring and connections
are good, replace the push
button switch.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-12 F-12

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The engine will not crank when
the start button is pressed.

(continued)

The engine cranks when the start button is pressed, but will not start.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

Make sure the run/stop switch is
in the run position.

The run/stop switch may have
been left in the run position for
more that 30 seconds (60
seconds for some models).
Move switch to the stop position,
then after a few seconds, move
it back to the run position.

RECOMMENDED

COURSE OF ACTION

• If voltage is present, check
that the negative battery
terminal is properly connected
to the engine block. If the
battery is properly connected,
the starter/solenoid is
defective and should be
serviced or replaced.

Perform the Engine Fuel
System Voltage Tests.

If the machine is being used in a
cold climate, the thermostart or
glow plug system may need to
be used. See the welder
operators’ manual and the
engine operator’s manual for
detailed instructions.

Check that there is an adequate
supply of fresh clean fuel, and
that the fuel shut-off valve is
open.

Check and if necessary, replace
the fuel filter.

There may be air in the fuel
system. See the engine
manufacturer’s manual and
bleed all air from the fuel
system.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-13 F-13

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The engine starts normally, but shuts down after running for several seconds.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

The oil pressure may be low.
Check the oil level and add oil
as needed. If necessary, contact
the engine manufacturer, or a
qualified engine specialist to
determine the cause of the low
oil pressure condition, and make
any required adjustments or
repairs.

The engine alternator belt may
be loose or broken. Replace the
belt and/or adjust the belt
tension.

The engine may be overheated.
Contact the engine
manufacturer, or a qualified
engine specialist to determine
the cause of the overheat
condition, and make any
required adjustments or repairs.

RECOMMENDED

COURSE OF ACTION

The idle/engine protection PC
board, alternator, oil pressure
switch, or engine coolant
temperature switch may be
faulty. Perform the Engine
Protection System Test.

The engine will not develop full power.

The engine will not shut down when the run/stop switch is moved to the stop position.

Check that there is an adequate
supply of fresh clean fuel, and
that the fuel shut-off valve is fully
open.

Check the fuel and air filters,
replace if necessary.

Perform the Engine RPM
Adjustment Test.

There may be internal problems
with the engine. Contact the
engine manufacturer or a
qualified engine repair
technician.

Check the voltage at the
primary fuel solenoid. If the
voltage drops to zero when the
switch is turned off, and the
engine continues to run, there is
likely a failure in the fuel
system. Contact the engine
manufacturer or a qualified
engine technician.

If the voltage remains at the
solenoid after the switch is
moved to the stop position, the
run/stop switch has most likely
failed.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-14 F-14

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The battery does not stay charged.

The machine will not idle down
to low RPM when weld and
auxiliary loads are removed.

The machine has normal weld
and auxiliary output. The engine
starts and shuts down normally.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

The battery may be faulty.
Recharge and test the battery.
Replace it if necessary.

The engine alternator drive belt
may be loose. Replace and/or
adjust the belt tension.

Make sure the idle switch is in
the “AUTO IDLE” position.

Make sure there is no external
load on the weld terminals or the
auxiliary power receptacles.
Disconnect the weld cables and
unplug anything that may be
connected to the auxiliary
receptacles.

Check for mechanical restrictions
in the idler solenoid linkage.

RECOMMENDED

COURSE OF ACTION

Perform the Engine Alternator
Test.

The idle solenoid linkage may be
bent or out of adjustment. Check
that the linkage moves freely and
that the plunger does not bind in
any way.

Check that the solenoid can
freely pull in and solidly seat
against its internal stop.

Perform the Engine RPM

Adjustment Test.

The idle solenoid may have
failed. Disconnect the solenoid
leads and check the resistance
of the solenoid coil.

For code 10856, the resistance
should measure about 8.8 Ohms.

For codes 11199 and 11408, the
resistance from the black lead to
the white lead should measure
about 0.4 Ohms. The resistance
from the black lead to the red
lead should be about 15 Ohms.

Return to Section TOC Return to Section TOC Return to Section TOC Return to Section TOC

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-15 F-15

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The machine will not idle down
to low RPM when weld and
auxiliary loads are removed.

The machine has normal weld
and auxiliary output. The engine
starts and shuts down normally.

(continued)

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

RECOMMENDED

COURSE OF ACTION

Check the solenoid for a
grounded coil; the resistance
between chassis ground and
either solenoid lead wire should
be 500k Ohms (500,000 Ohms)
minimum.

Apply battery voltage directly to
the solenoid leads and verify
that it is operating normally.

For code 10856, the solenoid
should pull in and hold firmly
when battery voltage is applied.

For codes 11199 and 11408,
apply battery voltage, for only an
instant, to the black and white
leads. The solenoid should pull
in immediately.

WARNING: Do not allow the

black and white
leads to remain
connected to battery.
Serious damage can
result.

Apply battery voltage to the
black and red leads. Manually
move the plunger into the
solenoid. The plunger should
hold tightly against the internal
stop and remain in that position
until the voltage is removed.

The 2-CR Reed relay may be
faulty. The reed relay should be
electrically open if no current is
flowing in the weld circuit. If
there is continuity through the
reed relay when the machine is
off, it is defective and should be
replaced.

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CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

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SAE-400 SEVERE DUTY

F-16 F-16

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The machine will not idle down
to low RPM when weld and
auxiliary loads are removed.

The machine has normal weld
and auxiliary output. The engine
starts and shuts down normally.

(continued)

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

RECOMMENDED

COURSE OF ACTION

There may be voltage in the
toroidal current sensor circuit.
Unplug the current sensor from
the PC board. Unplug J2 for
code 10856, and J32 for codes
11119 and 11408.

If the machine idles down after
the sensor is unplugged, check
the wiring between the PC board
and toroidal current sensor for
damaged insulation and
electrical contact with other
electrically live components.
(See the wiring diagram) If the
wiring is good, there is likely a
load on the auxiliary circuit.
Check all wiring and components
in the AC auxiliary circuit. (See
wiring diagram)

If the machine still will not idle
down, check all wiring connected
to the solenoid. See the wiring
diagram. Look for damaged
wiring, poor connections, dirty or
corroded terminals, etc. If all of
the wiring is good, replace the
PC board.

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CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-17 F-17

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The engine goes to low idle, but
will not stay at low idle.

The machine has normal weld
and auxiliary output. The engine
starts and shuts down normally.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

Make sure there are no external
loads on the weld terminals or
the auxiliary power receptacles.
Disconnect the weld cables and
unplug anything that may be
connected to the auxiliary
receptacles.

RECOMMENDED

COURSE OF ACTION

The low idle RPM may be too
low. Perform the Engine Idle

Adjustment Procedure.

The idle solenoid linkage may be
out of adjustment. Check that
the linkage moves freely and
that the plunger is not binding in
any way. Check that the
solenoid can freely pull in and
solidly seat against its internal
stop.

The idle solenoid may have
failed. Disconnect the solenoid
leads and check the resistance
of the solenoid coil. It should be
about 8.8 Ohms at 77 Deg. F
(25 Deg. C). Check the solenoid
for a grounded coil; the
resistance between chassis
ground and either solenoid lead
wire should be 500k Ohms
(500,000 Ohms) minimum.

CAUTION

There may be a poor or
intermittent connection in the
solenoid wiring, or a component
may be opening while under
load. Check the idle switch and
the wiring between the switch,
the solenoid, and the PC Board.
Repair or replace any poor
connections, damaged wiring, or
faulty components. (See wiring
diagram)

The idle/engine protection PC
board may be faulty.

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If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-18 F-18

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The engine will not go to high idle when the idle switch is moved to the “High” position. The idle system functions normally while welding or using auxiliary power. The engine starts and shuts down normally.

The engine will not go to high
idle when striking an arc or when
using auxiliary power. The
engine goes to high idle, and the
weld and auxiliary power are
normal when the idle switch is in
the “High Idle” position. The
engine starts, runs, and shuts
down normally.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

Check that the welding cables
and the auxiliary power lead
connections are tight and in
good condition.

RECOMMENDED

COURSE OF ACTION

For code 10856

The Idle switch may be
defective, or the insulation on
Lead #234 may be damaged.

For codes 11199 and 11408

The idle switch may be
defective, or there may be a
faulty connection between the
PC board, the idle switch, and
the chassis ground connection.

For Code 10856:

Wire #231 that connects the
solenoid to the idle/engine
protection PC board may be
grounded. Check for damaged
insulation and improper
connections.

The Idle/Engine Protection PC
board is probably faulty.

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For Codes 11199 and 11408:

The Idle/Engine Protection PC
board is probably faulty.

The engine will not go to high
idle when striking an arc. The
automatic idle system functions
normally when using auxiliary
power. Weld and auxiliary
power are normal when the idle
switch is in the “High Idle”
position. The engine starts,
runs, and shuts down normally.

Check that the welding cables,
electrode holder, and work
clamp are tight and in good
condition.

This may be normal operation if
the machine has a Constant
Voltage adapter, and is
operating in CV mode. See the
operator’s manual for the
Constant Voltage Adapter.

The 2 CR Reed Relay, or the
wiring that connects it to the PC
board and chassis ground may
be faulty. The Reed relay
should close when sufficient
current is drawn from the weld
output terminals.

The Idle/Engine Protection PC
board may be faulty.

CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

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SAE-400 SEVERE DUTY

F-19 F-19

Observe Safety Guidelines detailed in the beginning of this manual.

TROUBLESHOOTING AND REPAIR

PROBLEMS

(SYMPTOMS)

The engine will not go to high
idle when using auxiliary power.
The automatic idle system
functions normally when welding.
Weld and auxiliary power is
normal when the idle switch is in
the “High Idle” position. The
engine starts, runs, and shuts
down normally.

POSSIBLE AREAS OF

MISADJUSTMENT(S)

OUTPUT PROBLEMS

The load applied to the auxiliary
receptacles may be too low. A
load of 100 Watts minimum is
required for the idle system to
operate reliably.

Check that any power cords are
in good condition and properly
connected.

Verify that any devices operating
from the auxiliary AC power are
operating correctly and are in
good condition. Try plugging the
device into another source of AC
power to be sure it is functioning
properly.

Some devices may test the input
power for correct voltage and
frequency before they will
operate. If such a device is
being used, the idle switch will
need to be placed in the “High”
position. The current drawn by
many of these devices, when
testing the power, is too low to
reliably activate the automatic
idle system.

RECOMMENDED

COURSE OF ACTION

The Toroidal Current
Transformer or the wiring
connecting it to the idler/engine
protection PC board may be
faulty. Check the resistance of
the toroidal current transformer.
The resistance should measure
10 to 14 Ohms.

The Idler/Engine Protection PC
board may be faulty.

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CAUTION

If for any reason you do not understand the test procedures or are unable to perform the tests/repairs safely,
contact the Lincoln Electric Service Department for technical troubleshooting assistance before you proceed.
Call 1-888-935-3877.

Return to Master TOC Return to Master TOC Return to Master TOC Return to Master TOC

SAE-400 SEVERE DUTY

F-20 F-20

NOTES

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SAE-400 SEVERE DUTY

F-21 F-21

TROUBLESHOOTING AND REPAIR

ENGINE RPM ADJUSTMENT TEST

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

This test will determine if the engine is operating at the correct RPM, for both high and
low idle positions.

MATERIALS NEEDED

Miscellaneous hand tools
Strobe Tachometer, Frequency Counter, or Multimeter with frequency counter
function
Bright colored marking pencil or marker

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SAE-400 SEVERE DUTY

F-22 F-22

TROUBLESHOOTING AND REPAIR

ENGINE RPM ADJUSTMENT TEST (continued)

FIGURE F.1 – ENGINE COMPONENTS (CODE 10856)

Spring

Speed
Control
Lever

Ball
Joint

Idler Rod

Idler
Solenoid

Fan Blades

Lock
Nut

Pulley

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TEST PROCEDURE

1. Turn the engine off

2. Open the left side door, on the engine end of the
machine.

WARNING: Secure the door in the open position using

the door restraint system. If the machine
does not have a door restraint system,
remove the door or securely restrain it to
prevent it from falling closed.

3. Check that the linkage attaching the solenoid to the
engine speed control lever is properly aligned and
in good condition. It is more important that the sole­noid linkage be more precisely aligned when in the
high speed (de-energized position). See Figures
F.1 and F. 2.

Strobe-Tach Method:

1. Place a highly visible mark on the engine crankshaft
pulley, or another rotating component connected to
the engine crankshaft. See Figure F.1.

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Possible Strobe-Tach
Mark Points

2. Connect the strobe-tach according to the manufac­turer’s instructions.

3. Start the engine and place the idle switch in the
“HIGH IDLE” position. Apply a resistive load operat­ing the machine at 100% output (400 amps @ 36
volts) for about 30 minutes to get the machine up to
operating temperature and the RPM to stabilize.

CAUTION: Do Not Short the Output Studs Together

as a means of loading the machine.
Serious damage can result that will not
be covered by Warranty.

4. Direct the strobe-tach light on the highly visible
mark that had been applied earlier and synchronize
the light with the rotating mark. See the strobe-tach
manufacturer’s instructions.

SAE-400 SEVERE DUTY

F-23 F-23

TROUBLESHOOTING AND REPAIR

ENGINE RPM ADJUSTMENT TEST (continued)

FIGURE F.2 – ENGINE COMPONENTS (CODE 11199 & 114080)

SOLENOID

BALL
JOINT

LOCK NUT

BRACKET

IDLER
ROD

Strobe-Tach Method (continued)

5. The tach should read between 1780 and 1810 RPM

6. Move the idle switch to the “AUTO IDLE” position
and wait for the idle solenoid to energize, and the
engine RPM to drop and stabilize at the low idle
RPM.

7. Synchronize the strobe-tach to read the low idle
RPM.

8. The tach should read between 1000 and 1150
RPM.

9. If either of the readings is incorrect, proceed to the
“ENGINE RPM ADJUSTMENT PROCEDURE” later
in this section.

Frequency counter method:
NOTE: A dedicated frequency counter can be used for

this test, but many high quality digital multime­ters also have this function, and can be easily
utilized. See the manufacturer’s instructions
for your frequency counter or multimeter.

1. Set your frequency counter per the meter manufac­turer’s instructions, and plug the probes into one of
the 120VAC auxiliary receptacles.

2. Start the engine and place the idle switch in the
“HIGH IDLE” position. Apply a resistive load of
about 300 amps long enough to get the machine up
to operating temperature and the RPM to stabilize.

CAUTION: Do Not Short the Output Studs Together

as a means of loading the machine.
Serious damage can result that will not
be covered by Warranty

The frequency should read between 59.3 and 60.3 Hz.

Move the idle switch to the “AUTO IDLE” position and
wait for the idle solenoid to energize, and the engine
RPM to drop and stabilize at the low idle RPM.

The frequency should read between 33.3 and 38.3Hz.

If either of the readings is incorrect, proceed to the
“ENGINE RPM ADJUSTMENT PROCEDURE” later in
this section.

NOTE: For the SAE-400 Severe Duty, and any other

Lincoln Electric 1800 RPM (4 Pole) machine,
that has 60 Hz AC auxiliary power; the engine
RPM can be determined by multiplying the fre­quency of the auxiliary power output, in Hz. By

30. (Example: 60 Hz. * 30 = 1800 RPM)

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SAE-400 SEVERE DUTY

F-24 F-24

TROUBLESHOOTING AND REPAIR

ENGINE RPM ADJUSTMENT TEST (continued)

ENGINE RPM ADJUSTMENT PROCEDURE

High Idle Adjustment:

IMPORTANT: The high idle RPM is set by the engine

manufacturer, and should not be
changed. If the high idle RPM is not
within the specified range, the engine
should be serviced by a qualified engine
technician.

Low idle adjustment:
Code 10856 only:

1. Hold the ball joint housing with a wrench and loosen
the lock nut. Snap the ball joint housing off of the
ball, (some prying may be required) Rotate the ball
joint housing, lengthening or shortening the idle
rod/ball joint assembly as required.

2. Snap the ball joint housing back on the ball and re-

check the RPM. Repeat this adjustment procedure
as needed. When the idle RPM is correct, hold the
ball joint housing with a wrench and tighten the lock
nut.

Codes 11199 and 11408:

4. Hold the idle rod with a wrench and loosen the lock
nut. Adjust the length of the idle rod by turning it
onto or out of the ball joint on the injection pump.

5. Recheck the low idle RPM and adjust as needed;
when the low idle RPM is correct, hold the idle rod in
position and tighten the lock nut.

6. Check that the idle solenoid linkage moves freely
and does not bind. When the solenoid is energized,
the plunger must fully seat against the stop inside
the solenoid coil assembly.

7. After the lock nut has been tightened, re-check the
idle RPM.

8. If testing and service is complete, disconnect any
test equipment and close the doors.

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3. Check that the idle solenoid linkage moves freely
and does not bind. When the solenoid is energized,
the plunger must fully seat against the stop inside
the solenoid coil assembly.

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SAE-400 SEVERE DUTY

F-25 F-25

TROUBLESHOOTING AND REPAIR

BRUSH AND SLIP RING SERVICE PROCEDURE

(Exciter / Auxiliary Power Alternator)

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

This procedure provides guidance in testing and maintaining the brush and slip ring sys­tem of the Exciter / auxiliary power alternator.

MATERIALS NEEDED

500 or 600 grit emery cloth.
180 grit sand paper
220 or 320 grit commutator stone (Optional)

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SAE-400 SEVERE DUTY

F-26 F-26

TROUBLESHOOTING AND REPAIR

BRUSH AND SLIP RING SERVICE PROCEDURE

(Exciter / Auxiliary Power Alternator) (continued)

FIGURE F.3 – EXCITER COVER SCREW LOCATIONS

FIVE SCREWS
(TWO ON OTHER SIDE)

EXCITER COVER

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PROCEDURE

1. Open either, or both of the doors on the control

panel end of the SAE-400 machine.

WARNING: Secure the doors in the open position

using the door restraint system. If the
machine does not have a door restraint
system, remove the doors or securely
restrain them to prevent them from falling
closed.

2. Remove the covers from the exciter / auxiliary
power alternator by removing the screws securing
it. See Figure F.3.

3. Examine brushes, slip rings, and brush holder.

• Brushes should be clean and free from oil or
grease.

• The brushes should be of sufficient length and
have adequate spring tension.

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• Brushes should be making good, continuous
contact with the slip rings, and should be riding
near the center of the slip rings. (The brush
holder bracket may need to be slightly bent to
achieve acceptable alignment.)

(Generally, the brushes should be replaced if either
brush has less than 1/4” remaining before it reach­es the end of its travel.)

4. If the slip rings are very dark in color, display evi­dence of excessive arcing, or have worn prema­turely, these may be signs of a grounded or shorted
rotor. Perform the Exciter Rotor Resistance and

Ground Test.

SAE-400 SEVERE DUTY

F-27 F-27

TROUBLESHOOTING AND REPAIR

BRUSH AND SLIP RING SERVICE PROCEDURE

(Exciter / Auxiliary Power Alternator) (continued)

FIGURE F.4 – BRUSH LOCATIONS

BRUSHES

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PROCEDURE (continued

5. Check for evidence of sticking brushes. Sticking
brushes will normally result in the slip rings being
pitted and discolored from excessive arcing.
Another sign of sticking brushes is instability or loss
of both weld and auxiliary output, but the machine
may begin to work properly, for a short time, after
being jarred or moved.

6. If there is any evidence that the brushes may have
been sticking in the brush holders, a new brush
holder and brush assembly should be installed.

Cleaning slip rings:

In the event that the slip rings have become dirty, dis­colored or mildly pitted, it will be necessary to clean
them, using very fine (500 or 600 grit) emery cloth, or a
220 or 320 grit commutator stone.

CAUTION: Commutator stones should only be used by

experienced technicians who have the
knowledge and equipment necessary to
use them safely.

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Seating brushes:

If brushes have been replaced, repositioned, or are not
making full contact with the slip rings, it will be neces­sary to re-seat them. This can be done by placing a
strip of 180 grit sandpaper between the slip rings and
the brushes, with the abrasive side against the brush­es. Pull the sandpaper strip around the circumference
of the slip rings in the direction of rotor rotation only.
Repeat this procedure until the surface of each brush
is in full contact with its matching slip ring.

Use low pressure compressed air to thoroughly blow
the carbon, commutator stone, and sandpaper dust
from the machine before operating.

Securely connect the leads to the brush terminals (see
wiring Diagram) and replace the alternator cover if test­ing and service is complete.

SAE-400 SEVERE DUTY

F-28 F-28

NOTES

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SAE-400 SEVERE DUTY

F-29 F-29

TROUBLESHOOTING AND REPAIR

EXCITER ROTOR VOLTAGE TEST

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

This test will determine if the exciter rotor winding is operating at normal voltage.

MATERIALS NEEDED

Miscellaneous hand tools
Voltmeter
Wiring diagram

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SAE-400 SEVERE DUTY

F-30 F-30

TROUBLESHOOTING AND REPAIR

EXCITER ROTOR VOLTAGE TEST(continued)

FIGURE F.6 – EXCITER COVER SCREW LOCATIONS

FIVE SCREWS
(TWO ON OTHER SIDE)

EXCITER COVER

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PROCEDURE

1. Turn engine off.

2. Make sure that the battery is fully charged and in
good condition, and the battery connections are
clean and tight.

The Engine and generator should be at normal operat­ing temperature for this test. If the machine is cold, the
voltage readings may be slightly higher than specified.

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3. Open either, or both of the doors on the control
panel end of the SAE-400 machine.

WARNING: Secure the doors in the open position

using the door restraint system. If the
machine does not have a door restraint
system, remove the doors or securely
restrain them to prevent them from falling
closed.

4. Remove the covers from the exciter/auxiliary power
alternator by removing the screws securing it. See
Figure F.6.

SAE-400 SEVERE DUTY

Y

F-31 F-31

TROUBLESHOOTING AND REPAIR

EXCITER ROTOR VOLTAGE TEST (continued)

FIGURE F.7 – EXCITER ROTOR VOLTAGE TEST

BRUSH HOLDER ASSEMBL

VOLTMETER LEADS

BRUSHES

NEGATIVE
SLIP RING

PROCEDURE (continued)

5. Connect the volt meter probes to the brush termi­nals. See the wiring diagram and Figure F.7

NOTE: On this machine, and all other Lincoln Electric

DC generator machines, the black exciter lead
is positive, and the red lead is negative.

6. Set the RUN/STOP switch to “RUN” and the IDLE
switch to “HIGH”. Do not start the engine at this
time.

7. Within 30 seconds of switching the run/stop switch
to the run position, read the “flashing” voltage
across the brush connections. The meter should
read approximately 2 to 4 VDC. (Check this voltage)

POSITIVE
SLIP RING

If this voltage reading is correct, start the engine and
continue the testing.

If this voltage is not within these limits, perform the
Flashing Voltage Tests.

NOTE: If more than 30 seconds (One minute for some

models) has passed, the engine fault lamp will
turn on and the fuel solenoid and flashing volt­age will be turned off. Before the engine can
be started, the engine protection system will
need to be reset by switching the run/stop
switch off, then on again.

8. Start the engine and allow the RPM to stabilize for
about 15 to 30 seconds.

The meter should read 124 to 132 VDC*.

(continued on following page)

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SAE-400 SEVERE DUTY

F-32 F-32

TROUBLESHOOTING AND REPAIR

EXCITER ROTOR VOLTAGE TEST (continued)

PROCEDURE (continued)

9. Set the RUN/STOP switch to “STOP”

If the meter reading is normal, this test is complete.

11. Check the wiring and terminals connecting the D1

bridge rectifier to the Exciter stator winding. See
the wiring diagram.

If the voltage measures zero or very near zero, the
rotor may be shorting or grounding while spinning.
Perform the Exciter Rotor Resistance and Ground
Test.

If voltage is higher than specified, the engine RPM may
be too high, or there may be voltage intrusion from one
of the higher voltage stator windings to the stator
exciter winding. Perform the Engine RPM

Adjustment Test, and the Exciter Stator Short
Circuit and Ground Test.

If the voltage is lower than 124, but higher than 14, the
engine RPM may be too low, or there may be problems
in the windings or other exciter circuit components or
connections. Perform the Engine RPM Adjustment
Test, and then perform the testing described below,
under the heading “If the voltage measures about 2 to
4 VDC”

If the meter reading indicates battery voltage, about 12
to 14 VDC, The rotor may be opening while spinning,
or the brushes may be faulty or not making proper con­tact with the slip rings while the rotor is spinning.

Perform the Rotor Resistance Test, and the Brush
and Slip Ring Service Procedure.

If the voltage measures about 2 to 4 VDC, the genera­tor is not building-up to normal output even though the
flashing circuit appears to be functioning normally. This
condition could be caused by one of several failed
components or connections. Continue with the follow­ing tests.

12. Perform the Exciter Stator Short Circuit and

Ground Test.

When the Stator Short Circuit and Ground Tests have
been completed, reconnect the leads to the AC termi­nals of the D1 field bridge rectifier.

Be sure that there are no loads of any kind across any
of the stator windings. The exciter winding should be
the only stator winding connected at this time.
Examine stator wiring for damage, pinched leads,
chafed insulation, etc. If necessary, disconnect and
insulate the stator output leads as close to the stator
winding as possible. If any leads were disconnected,
secure them so they cannot be damaged by moving
parts. See wiring diagram.

13. Re-start the machine and measure the rotor volt-

age.

If the rotor voltage continues to read significantly lower
than 124VDC, the Stator is probably defective and
should be replaced.

NOTE: The field bridge rectifier may appear to func-

tion normally when tested independently, but
may malfunction when placed under the stress
of normal operation. For this reason, it is rec­ommended that the bridge rectifier be replaced
with a known good component before replac­ing the stator.

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10. Check the D1 field bridge rectifier.

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* Voltages shown in this document are for a machine

operating at normal temperature. Voltage readings
may be slightly higher if the machine is cold.

SAE-400 SEVERE DUTY

F-33 F-33

TROUBLESHOOTING AND REPAIR

EXCITER ROTOR RESISTANCE AND GROUND TEST

(Exciter / Auxiliary Power Alternator)

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

This test will determine if the exciter / auxiliary power alternator rotor winding is open,
shorted, or grounded.

MATERIALS NEEDED

Miscellaneous hand tools
Ohmmeter (Analog type meter required for dynamic resistance test.)
Wiring diagram

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SAE-400 SEVERE DUTY

F-34 F-34

TROUBLESHOOTING AND REPAIR

EXCITER ROTOR RESISTANCE AND GROUND TEST

(Exciter / Auxiliary Power Alternator) (continued)

FIGURE F.8 – EXCITER COVER SCREW LOCATIONS

FIVE SCREWS
(TWO ON OTHER SIDE)

EXCITER COVER

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PROCEDURE
“Static” Tests:

1. Turn the engine off.

2. Open either, or both of the doors on the control
panel end of the SAE-400 machine.

WARNING: Secure the doors in the open position

using the door restraint system. If the
machine does not have a door restraint
system, remove the doors or securely
restrain them to prevent them from falling
closed.

3. Remove the cover from the exciter / auxiliary power
alternator by removing the screws securing it. See
Figure F.8.

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4. Locate and label the leads connected to the rotor
brush holder assembly. Remove the leads.to elec­trically isolate the rotor windings.

SAE-400 SEVERE DUTY

Y

F-35 F-35

TROUBLESHOOTING AND REPAIR

EXCITER ROTOR RESISTANCE AND GROUND TEST

(Exciter / Auxiliary Power Alternator) (continued)

FIGURE F.9 – SLIP RING LOCATIONS

BRUSHES

BRUSH HOLDER ASSEMBL

OHMMETER LEADS

NEGATIVE
SLIP RING

PROCEDURE (continued)

5. Using the ohmmeter, check the rotor winding resis­tance across the slip rings. Normal resistance is
approximately 41.5* ohms, at 77°F. (25° C.) See
Figure F.9.

6. Measure the resistance to ground. Place one meter
probe on either of the slip rings. Place the other
probe on any good, unpainted chassis ground. The
resistance should be very high, at least 500,000
(500k) ohms.

If the resistance measurements are not as specified
the rotor may be faulty and should be replaced.

If these resistance values are normal, continue testing,
using the dynamic rotor resistance and ground test.

POSITIVE
SLIP RING

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SAE-400 SEVERE DUTY

Y

F-36 F-36

TROUBLESHOOTING AND REPAIR

EXCITER ROTOR RESISTANCE AND GROUND TEST

(Exciter / Auxiliary Power Alternator) (continued)

FIGURE F.10 – SLIP RING LOCATIONS

VOLTMETER LEADS

BRUSHES

NEGATIVE
SLIP RING

PROCEDURE (continued)

“Dynamic” Tests:

(Also referred to as flying resistance test)

This test checks for faults in the rotor winding, while
these windings are being stressed by the mechanical
forces encountered during normal operation.

BRUSH HOLDER ASSEMBL

POSITIVE
SLIP RING

2. Start the engine and run it at high idle speed (1800
RPM). The resistance should read approximately
42 ohms* at 77 deg. F. (25 deg. C).

3. Shut off engine, and move one of the ohmmeter
leads to a good clean chassis ground connection.

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NOTE: This test is best performed with a good quality

analog type ohmmeter. Many digital meters will
not provide stable or accurate resistance read­ings while the rotor is spinning.

This test requires that the brushes and slip rings are
clean, in good condition, and are properly seated.

Perform the Brush and Slip Ring Service Procedure.

1. Insulate the lead wires that had been disconnected
from the brushes during the static rotor resistance
test. Position and secure them so they cannot
become damaged by the spinning rotor.

It is recommended that the ohmmeter leads be secure­ly attached to the brush terminals, using clips or termi­nals BEFORE starting the engine. See Figure F.10.

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4. Restart the engine and run it at high idle speed
(1800 RPM). The resistance should be very high, at
least 500,000 (500k) ohms.

5. If the resistance readings differ significantly from the
values indicated, re-check the brushes and the
brush spring tension. If the brushes and slip rings
are good, replace the rotor.

6. Securely connect the leads to the brush terminals
(see wiring Diagram) and replace the alternator
covers if testing and service is complete.

*NOTE: The resistance of the copper windings will

change with temperature. Higher tempera­tures will produce higher resistance, and lower
temperatures will produce lower resistance.

SAE-400 SEVERE DUTY

F-37 F-37

TROUBLESHOOTING AND REPAIR

FLASHING VOLTAGE TEST

(Engine not running)

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

This test checks the exciter rotor flashing voltage with the engine stopped.

MATERIALS NEEDED

Miscellaneous hand tools
Volt meter
Wiring diagram

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SAE-400 SEVERE DUTY

F-38 F-38

Y

TROUBLESHOOTING AND REPAIR

FLASHING VOLTAGE TEST

(Engine not running) (continued)

FIGURE F.11 – EXCITER COVER SCREW

LOCATIONS

FIGURE F.12 – FLASHING VOLTAGE TEST

FIVE SCREWS
(TWO ON OTHER SIDE)

EXCITER COVER

PROCEDURE

1. Open either, or both of the doors on the control
panel end of the SAE-400 machine.

VOLTMETER LEADS

BRUSHES

NEGATIVE
SLIP RING

BRUSH HOLDER ASSEMBL

POSITIVE
SLIP RING

4. Connect the volt meter probes to the brush termi­nals. See the wiring diagram and Figure F.12.

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WARNING: Secure the doors in the open position

using the door restraint system. If the
machine does not have a door restraint
system, remove the doors or securely
restrain them to prevent them from falling
closed.

2. Remove the covers from the exciter/auxiliary power
alternator by removing the screws. See Figure F.11.

3. Make sure that the battery is fully charged and in
good condition, and the battery connections are
clean and tight.

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5. Set the RUN/STOP switch to “RUN”. Do not start
the engine at this time.

6. Within 30 seconds of switching the run/stop switch
to the run position, read the “flashing” voltage
across the brush connections. The meter should
read approximately 2 to 4 VDC.

NOTE: If the flashing voltage reading is not taken with-

in 30 seconds, (60 seconds with some models)
after moving the run/stop switch to the run posi­tion, move the run/stop to “stop” then back to
“run”. This resets the Idler/engine protection
PC board.

SAE-400 SEVERE DUTY

F-39 F-39

TROUBLESHOOTING AND REPAIR

FLASHING VOLTAGE TEST

(Engine not running) (continued)

FIGURE F.13 – IDLER/ENGINE PROTECTION PC BOARD CODES 10856

J1-1
(+) BATTERY VOLTAGE

J1-10, FLASHING AND HOUR METER OUTPUT

PROCEDURE (continued)

7. If this voltage reading is correct, the test is com­plete.

If the voltage is significantly higher than expected:

There may be an open rotor winding or faulty brushes
or slip rings. Perform the Brush and Slip Ring

Service Procedure, and the Exciter Rotor
Resistance and Ground Test.

If the voltage measures zero or significantly lower than
specified (Be sure that the voltage reading was taken
within 30 seconds after the run/stop switch was moved
to the run position. Reset the switch and retest if nec­essary.)

J1-5, CHASSIS GROUND

This condition could be caused by a poor connection or
a defective component in the flashing circuit. Other
possible causes include a shorted rotor winding, a
shorted field bridge rectifier, or a failed Idler/Engine
protection PC board. Continue with the tests below.

8. Perform the Exciter Rotor Resistance and
Ground Test.

9. Test or replace the D1 field bridge rectifier.

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SAE-400 SEVERE DUTY

F-40 F-40

TROUBLESHOOTING AND REPAIR

FLASHING VOLTAGE TEST

(Engine not running (continued)

FIGURE F.14 – IDLER/ENGINE PROTECTION PC BOARD CODES 11199 AND 11408

J31-10, FLASHING AND HOUR METER OUTPUT

J31-1, (+) BATTERY VOLTAGE INPUT

PROCEDURE (continued)

10. Connect positive voltmeter probe to the Idler /
Engine protection PC board J1 pin 10 for Code
10856, (J31 pin 10 for codes 11199 and 11408).
Connect the negative probe to a good chassis
ground connection or the negative battery termi­nal.

11. Move the run/stop switch to “run” and read the volt-

age within 30 seconds of switching to “run”.

If battery voltage is detected:

Test the flashing diode and resistor assembly, and the
two diode and leads connecting the negative side of
the D1 bridge rectifier to chassis ground. Also check all
of the wiring and connections between the Idle / Engine
Protection PC board, and the positive brush terminal.
See the wiring diagram.

If battery voltage is not present, move the positive
probe to J1, pin 1 for code 10856, (J31, pin 1 for Codes
11199 and 11408), and check the voltage.

B-1 CHASSIS GROUND

If no voltage is present, check the run/stop switch, the
circuit breaker, and all connections between the bat­tery, engine starter solenoid, ammeter, run/stop switch,
idler switch, circuit breaker, and the idler/engine pro­tection PC board. See the wiring diagram.

If battery voltage is present at J1 pin 1for code 10856,
(J31-pin 1 for codes 11199 and 11408), check that the
Idler/Engine protection PC board is properly grounded.
Lead wire #5A connects J1 pin 5 to chassis ground for
code 10856. Wire GND-A connects terminal B1 to
chassis ground on codes 11199 and 11408.

12. If the idler/engine protection PC board is getting
power, and has a good chassis ground connec­tion, but is not producing flashing voltage during
the first 30 seconds after power-up. Replace the
Idler/Engine Protection PC board

When testing is complete, replace all covers and close
the doors.

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SAE-400 SEVERE DUTY

F-41 F-41

TROUBLESHOOTING AND REPAIR

EXCITER STATOR SHORT CIRCUIT & GROUND TEST

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

This test will determine if there are undesirable electrical connections between the exciter
stator windings and chassis ground, or between individual windings within the exciter sta­tor.

This test should be performed if flashing voltage is present at the rotor slip rings, rotor
resistance, the D1 field bridge rectifier, and all associated wiring are proven to be good,
but the exciter stator output voltage fails to build-up to normal levels, or is too high in one
or more of the windings.

MATERIALS NEEDED

Miscellaneous hand tools
Ohm Meter

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SAE-400 SEVERE DUTY

F-42 F-42

TROUBLESHOOTING AND REPAIR

EXCITER STATOR SHORT CIRCUIT & GROUND TEST (continued)

PROCEDURE

1. Open either, or both of the doors on the control
panel end of the SAE-400 machine.

5. Using an ohmmeter; check the resistance between
the following points. Resistance should read very
high, 500,000 (500k) ohms minimum.

WARNING: Secure the doors in the open position

using the door restraint system. If the
machine does not have a door restraint
system, remove the doors or securely
restrain them to prevent them from falling
closed.

2. Make sure that nothing is plugged into the auxiliary
receptacles.

3. Disconnect and isolate the ground lead connected
to the neutral side of the 115 VAC auxiliary recepta­cle. See the wiring diagram.

4. Disconnect and isolate the exciter winding leads.
(Leads 4 and 5 for code 10856, leads 203A and
602C for codes 11199 and 11408.) See the wiring
diagram.

• From chassis ground and one of the exciter wind­ing leads.

• From chassis ground and one of the neutral termi­nals of the 115 VAC receptacle. (The neutral ter­minal is the larger of the two slots).

• From one of the neutral terminals of the 115 VAC
receptacle to one of the exciter leads.

If any of these readings are less than 500,000 (500k)
ohms, be certain that the windings are completely dry
and check for grounded components or wiring that
remain connected to the stator, such as circuit break­ers, receptacles, etc. See wiring diagram. If neces­sary, disconnect and isolate the stator leads as close to
the stator winding as possible.

If the low resistance to ground, or between individual
stator windings is determined to be within the stator,
the stator is defective and should be replaced.

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SAE-400 SEVERE DUTY

F-43 F-43

TROUBLESHOOTING AND REPAIR

WELDING GENERATOR BRUSH AND COMMUTATOR INSPECTION AND

SERVICE

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

This procedure provides guidelines for checking and servicing the welding generator com­mutator and brushes.

MATERIALS NEEDED

Miscellaneous hand tools
120-150 grit commutator stone
220-320 grit commutator stone

IMPORTANT: Do not use emery cloth or paper to clean the commutator. Use only

sand paper or a commutator stone.

CAUTION: Stoning the commutator involves pressing an abrasive stone against a spin-

ning commutator. This procedure can be hazardous if done without proper
training, tools and protective equipment. Consult the commutator stone
manufacturer’s instructions before attempting this procedure.

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SAE-400 SEVERE DUTY

F-44 F-44

TROUBLESHOOTING AND REPAIR

WELDING GENERATOR BRUSH AND COMMUTATOR INSPECTION AND

SERVICE (continued)

FIGURE F.15 – GENERATOR COVER SCREW LOCATIONS

GENERATOR COVER
FOUR SCREWS TOTAL

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PROCEDURE

1. Shut off the engine.

2. Open either, or both of the doors on the control
panel end of the SAE-400 machine.

WARNING: Secure the doors in the open position

using the door restraint system. If the
machine does not have a door restraint
system, remove the doors or securely
restrain them to prevent them from falling
closed.

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3. Disconnect the negative battery cable.

4. Remove the sheet metal covers protecting the
welder generator brushes. See Figure F.15.

SAE-400 SEVERE DUTY

F-45 F-45

TROUBLESHOOTING AND REPAIR

WELDING GENERATOR BRUSH AND COMMUTATOR INSPECTION AND

SERVICE (continued)

FIGURE F.16 – GENERATOR COMPONENTS

SPRINGS

DRILL MARK

ROCKER

MOUNTING SCREW

COMMUTATOR

BRUSH HOLDER
INSULATORS

BRUSHES

BRUSH HOLDER PLATE

ARMATURE

BRUSH RETAINER

PROCEDURE

5. Examine the Commutator.

Normal appearance:

The commutator should appear smooth, and have an
even brown color where the brushes ride.

Blackened Commutator:

A commutator that appears to have an even black color
all around may indicate a grounded armature, shorted
weld circuit, a serious overload condition, or out-of­adjustment rocker. It could also indicate the use of
poor quality brushes, or brushes that have been conta­minated with oil or some other foreign substance.

• Check the rocker position. Be certain that it is
aligned with or very close to the factory drill mark.
See Figure 16. IMPORTANT: If the rocker position
requires adjustment, do not over tighten the rocker
clamping screw. This screw should be tightened to
a torque of 70 to 75 Inch-Lbs. Over tightening can
destroy the rocker.

• Perform the Weld Circuit Ground and Short
Circuit Test.

• If the weld circuit is not grounded or shorted, and
poor brush quality or contamination is suspected,
replace the brushes and seat them with a commu­tator stone or sand paper.

• If brush quality or contamination is not suspected,
clean the commutator by lightly stoning the sur­face.

CAUTION: Stoning the commutator involves pressing

an abrasive stone against a spinning com­mutator. This procedure can be haz­ardous if done without proper training,
tools and protective equipment. Consult
the commutator stone manufacturer’s
instructions before attempting this proce­dure.

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SAE-400 SEVERE DUTY

F-46 F-46

TROUBLESHOOTING AND REPAIR

WELDING GENERATOR BRUSH AND COMMUTATOR INSPECTION AND

SERVICE (continued)

PROCEDURE (continued)

Pitted and Arc Damaged Commutator:

If pitting and arc damage to the commutator is evident,
the machine may have been used with badly worn
brushes. The brush spring tension may have been too
low, or the brushes may have been sticking in the hold­ers. An out-of-adjustment rocker or a serious overload
may also cause this condition.

• Examine the inside of the brush covers and other
parts that are close to the commutator. If there is
a significant amount of solder and debris that has
been thrown from the commutator, the armature
will need to be replaced and the stator coils must
be carefully examined and tested for damage.

• Perform the Weld Circuit Ground and Short

Circuit Test.

• If the brushes are worn out, replace them and re­surface or clean the commutator as needed. If re­cutting is required, the minimum diameter of the
commutator is 6.895 in. If the brush springs
appear weak, discolored or damaged in any way,
replace them as well. The brush holder plates and
retainers should be clean, smooth, and undam­aged so the brushes can move freely as they wear.

• If the commutator has uneven color, but there is no
sign of serious generator performance problems,
the commutator may only need to be cleaned by
lightly stoning the surface. See caution note on
commutator stone usage.

Examine the brushes:

The brushes and springs should all be in place and not
be excessively worn. Brushes should be replaced if
they are worn to within ¼” of the pigtail lead.

The pigtail lead of each brush should be positioned so
it allows free movement of the brush while it wears.

The brushes should be seated so that the face of each
brush makes 95% minimum contact with the commuta­tor. Lightly stone the commutator to seat the brushes.
See caution note on commutator stone usage.

Examine the brush holders:

The brush holder insulators must be clean and in good
condition and all of the hardware must be in place. See
Figure F.16. Replace any insulators that are cracked
or damaged in any way.

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• Check the rocker position. Be certain that it is
aligned with or very close to the factory drill mark.
See Figure F.16. IMPORTANT: If the rocker posi-
tion requires adjustment, do not over tighten the
rocker clamping screw. This screw should be tight­ened to a torque of 70 to 75 Inch-Lbs. Over tight­ening can destroy the rocker.

Uneven Commutator appearance:

If the commutator appears to have some normal col­ored bars and some blackened bars, the armature may
be shorted.

• If excessive sparking is observed and/or the weld
output is abnormal, the armature should be
replaced.

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When installing the brush holders, they should be rotat­ed toward the brush retainer (clockwise rotation when
facing the brush holder mounting screw.) until they
stop. The edge of the brush holder plate should be par­allel with the surface of the commutator and positioned
.030 to .090 from the surface of the commutator. The
brush holder mounting screw should be tightened to a
torque of 24 to 28 Ft Lbs.

The brush holder plate and retainer assembly must be
clean and smooth; nothing should prevent free move­ment of the brushes. All electrical connections to the
brush holders must be clean, and tight. The recom­mended torque for 5/16-18 brush holder connection
screws is 8 Ft.-Lbs.

SAE-400 SEVERE DUTY

F-47 F-47

TROUBLESHOOTING AND REPAIR

WELD CIRCUIT GROUND AND SHORT CIRCUIT TEST

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

This procedure checks for grounded components in the weld circuit. It also checks for a
short circuit condition between the positive and negative components of the weld circuit.
This test cannot detect a short circuit within the armature or a turn to turn short circuit with­in a coil or coil set.

IMPORTANT: The machine must be clean and completely dry before this test is done.

.

MATERIALS NEEDED

Miscellaneous hand tools
Ohm meter or Multimeter
Wiring diagram

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SAE-400 SEVERE DUTY

F-48 F-48

TROUBLESHOOTING AND REPAIR

WELD CIRCUIT GROUND AND SHORT CIRCUIT TEST (continued)

PROCEDURE

1. Turn the engine off.

If the commutator has low resistance to chassis
ground, the armature is defective.

Weld circuit ground test:

1. Rotate the output control to the minimum output

position.

2. Measure the resistance between either of the two

weld output terminals and a clean chassis ground
connection.

3. The resistance measurement should be very high

500,000 (500k) Ohms minimum.

If the resistance is lower than 500k Ohms:

4. Move the output control away from the minimum

position and recheck the resistance. If the resis­tance is now 500k Ohms or greater; check for a
damaged or missing insulator bushing at the output
control unit.

7. If the resistance measured at the “WORK” terminal
is low, carefully examine the interpole coils, and the
heavy leads, and the brush holders connected to
the interpole coils. Check for damaged, dirty or
missing brush holder insulators. Check for a dam­aged or dirty weld output “WORK” terminal.

8. If the resistance measured at the “ELECTRODE”
terminal is low, examine the output control unit, the
series coils, and the heavy leads and brush holders
connected to them. Check for damaged, dirty or
missing brush holder insulators. Check for a dam­aged or dirty weld output “ELECTRODE” terminal.
If necessary, disconnect the output control unit and
test it separately. See the Output Control Unit

(Variable Reactor) Inspection and Service
Procedure.

9. Test for a short circuit condition between the elec­trode and work circuits.

5. If the resistance is still less than 500k Ohms,
Remove the welding generator brushes, or pull
them away from the commutator and isolate them
so they cannot come in contact with anything
except the brush holder where they are attached.

6. Check the resistance between chassis ground and
each output terminal, and between chassis ground
and the commutator.

10. With the brushes still isolated as described above,
check the resistance between the two weld termi­nals. The resistance should be very high, 500,000
(500k) Ohms minimum.

11. If the resistance measurement is too low, check
the heavy weld current carrying leads and connec­tions for damaged insulation or dirt buildup
between the electrode (Series Coils) and work
(Interople Coils) circuits. If the low resistance point
is between the stator coils, the coils will require
replacement or repair.

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SAE-400 SEVERE DUTY

F-49 F-49

TROUBLESHOOTING AND REPAIR

SHUNT FIELD COIL RESISTANCE AND GROUND TEST

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

This procedure will determine if the welding generator shunt field coils are open, shorted
or grounded

IMPORTANT: The machine should be clean and windings must be completely dry before

this test is done.

MATERIALS NEEDED

Miscellaneous hand tools
Ohm meter or Multimeter
Wiring diagram

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SAE-400 SEVERE DUTY

F-50 F-50

TROUBLESHOOTING AND REPAIR

SHUNT FIELD COIL RESISTANCE AND GROUND TEST (continued)

PROCEDURE

1. Turn the engine off.

2. Open both of the doors on the control panel end of
the SAE-400 machine. The roof may also need to
be removed on some models.

WARNING: Secure the doors in the open position

using the door restraint system. If the
machine does not have a door restraint
system, remove the doors or securely
restrain them to prevent them from falling
closed.

Shunt Coil Resistance Test:

3. Place the polarity switch in the “OFF” position.
Locate the 500 Ohm/50 Watt resistor located on the
back of the control panel, just below the 115 VAC
duplex receptacle. Leave all of the leads connect­ed to the resister, and measure the resistance
across it.

The resistance should measure approximately

36.5* ohms at 77°F. (25° C.)

If the resistance reading is correct, proceed to the
Shunt coil ground test.

• If the resistance reading is slightly high, about 40*
Ohms, The 500 Ohm resistor may be open.

• If the resistance is significantly higher than 40*
Ohms, check the wiring between the test points
and the shunt coils. Check the lead connecting
the two shunt coils together inside the generator
frame. See the wiring diagram and the internal
generator diagram. If these wires and connec­tions are undamaged, one of the coils is likely
open. Replace the shunt field coil set.

Shunt Coil Ground Test:

4. Place the polarity switch in the “OFF” position.
Locate the 500 Ohm resistor located on the back of
the control panel, just below the 115 VAC duplex
receptacle. Leave all of the leads connected to the
resistor, and measure the resistance between either
of the resistor terminals and a good clean chassis
ground. The resistance should be very high,
500,000 (500k) Ohms minimum.

• If the resistance is too low, disconnect the shunt
coil leads from the resistor and position them so
they cannot make electrical contact with any­thing. See the wiring diagram. Test the resis­tance between either of the shunt coil lead wires
and a good, clean chassis ground.

• If the resistance is still lower than 500,000 (500k)
Ohms, check the shunt coil leads between the
test points and the coils. Also check the lead
connecting the two shunt coils together inside of
the generator. Look for pinched wires and dam­aged insulation. If the low resistance is deter­mined to be between chassis ground and one of
the shunt coils, replace the coil set.

• If the coil set tests normal when disconnected,
check the resistor and polarity switch for low
resistance to chassis ground. Repair or replace
these parts as needed.

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• If the resistance is significantly lower than 36.5*
Ohms at 77°F. (25° C.), check the wiring between
the test points and the coils for damaged insula­tion, pinched wires, etc. If the wires and insula­tion are in good condition, disconnect at least one
of the shunt coil wires from the resistor and test
the resistance of just the shunt coil set. See the
wiring diagram and internal generator diagram. If
the resistance is still significantly lower than 40
Ohms, one of the coils is likely shorted. Replace
the shunt coil set.

SAE-400 SEVERE DUTY

5. Reconnect the wires and replace any covers that
have been removed.

*NOTE: The resistance of the copper windings will

change with temperature. Higher tempera­tures will produce slightly higher resistance,
and lower temperatures will produce slightly
lower resistance.

F-51 F-51

TROUBLESHOOTING AND REPAIR

SHUNT FIELD CIRCUIT VOLTAGE TEST

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

This procedure will determine if the shunt field coils are receiving the necessary power to
operate correctly.

This test should be done if there is little or no output from the welding generator, but aux­iliary output is normal.

MATERIALS NEEDED

Miscellaneous hand tools
Volt meter or Multimeter
Wiring diagram

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SAE-400 SEVERE DUTY

F-52 F-52

TROUBLESHOOTING AND REPAIR

SHUNT FIELD CIRCUIT VOLTAGE TEST (continued)

PROCEDURE

1. Turn the engine off.

2. Open both of the doors on the control panel end of
the SAE-400 machine. The roof may need to be
removed on some models.

WARNING: Secure the doors in the open position

using the door restraint system. If the
machine does not have a door restraint
system, remove the doors or securely
restrain them to prevent them from falling
closed.

If the measured voltage is normal, but there is still no
usable output from the welding generator, perform the
Shunt Field Coil Resistance and Ground Test.

If the correct voltage is not present at the 500 Ohm
resistor, check for voltage at the positive and negative
terminals of the D2 bridge rectifier.

If about 140 VDC is present at the D2 bridge rectifier,
check the wiring between the rectifier, the polarity
switch and the 500 Ohm resistor. If the wiring and con­nections are all good, the polarity switch may be faulty.

3. Place the rheostat in the maximum position and ver­ify that the polarity switch is either the positive or
negative position. It must not be in the neutral posi­tion.

4. Place the remote/local switch in the local position.

5. Place the idle switch in the high idle position, start
the engine and allow it to stabilize at high idle RPM.

6. Locate the 500 Ohm/50 Watt resistor located on the
back of the control panel, just below the 115 VAC
duplex receptacle, and measure the voltage across
it. The voltage should measure about 140 VDC.

If the voltage is not present at the DC terminals of the
D2 rectifier, check for approximately 125 VAC at the AC
terminals of the D2 rectifier. If this AC voltage is pre­sent, replace the D2 rectifier.

If AC voltage is not present, check the remote/local
switch, the P8 harness plug and receptacle. Check all
the wiring and connections between the D2 and the D1
rectifiers. See the wiring diagram.

7. Check the Rheostat.

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SAE-400 SEVERE DUTY

F-53 F-53

TROUBLESHOOTING AND REPAIR

DEAD SHORT, 1ST STEP, AND OPEN REACTOR TESTS

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

This procedure tests the operation of the Output Control Unit (Variable Reactor) and the
Series Field Coils in the welding generator.

This procedure should be done if the low end weld output too low, too high, or varies
abnormally, and the auxiliary output is normal.

MATERIALS NEEDED

Miscellaneous Hand tools
Ohm Meter
Resistive load Bank
A short length of heavy cable to short the output, or load bank with shorting contactor

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SAE-400 SEVERE DUTY

F-54 F-54

TROUBLESHOOTING AND REPAIR

DEAD SHORT, 1ST STEP, AND OPEN REACTOR TESTS (continued)

FIGURE F.17 – OUTPUT CONTROL UNIT

ROTOR

MOVABLE CONTACTS
Min. (open) Position

FIRST STEP
CONTACT
POSITION

PROCEDURE

1. If possible, bring the machine to normal tempera­ture by connecting a load bank and operating the
machine at 100% output (400 amps @ 36 volts) for
about 30 minutes.

2. Remove the load; turn the Job Selector Rheostat to
MAXIMUM, and the Current Control to MINIMUM
(Contacts on the insulated steel filler or “Open
Reactor”).

3. Short the output terminals and check that the
machine output is 135 to 165 Amps, at 0.2 to 4 Volts
DC*.

If there is no output at the Min. setting of the output
control, there is probably an open circuit in the Series
coils or the conductors connecting them. See the
Internal generator diagram, and the wiring diagram

.

WINDING

CONTACT SPRINGS

INSULATED
FILLER

4. Begin rotating the output control until the output cur­rent changes, this is the first step or first turn of the
reactor coil. See Figure F.17. The output should
measure 200 to 300 Amps, at 0.2 to 4 Volts DC*.

A slightly high reading in the Min. position, with no clear
first step jump in output could indicate that the contacts
are badly worn, and the contact fingers, rather than the
contacts themselves, may be making contact with the
output control winding. Perform the Output Control
Unit Inspection and Service Procedure.

No change in the output as the output control is slowly
increased to the first step would indicate an open
Output Control Unit, or an open in the cables connect­ing to it. See the wiring diagram, and perform the

Output Control Unit Inspection and Service
Procedure.

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A high output when the reactor is set to Min. would indi­cate a possible short in the series coils. See the inter­nal generator diagram.

SAE-400 SEVERE DUTY

* These values will be accurate if machine is operating

at normal temperature. If the machine is cold, the val­ues will be higher.

F-55 F-55

TROUBLESHOOTING AND REPAIR

ROCKER ADJUSTMENT PROCEDURE

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

The rocker is the part of the welding generator that supports and positions the 4 sets of
brushes. Its position can be adjusted to fine tune the weld output and influence the weld
characteristics.

IMPORTANT: The rocker is set at the factory for the best overall performance and long

generator and brush life. Altering this adjustment is normally not recom­mended unless one or more of the welding generator components affect­ing this setting have been replaced. In very unusual situations, very
small adjustments of the rocker may be beneficial if the machine is oper­ating within the specified limits, but the arc characteristics are unsatisfac­tory for the desired application.

CAUTION: Improper rocker adjustment can result in poor performance, reduced brush

life and damage to the welding generator. This adjustment should only be
attempted by an experienced professional.

MATERIALS NEEDED

Resistive load bank, capable of absorbing at least a 500 Amp load.
Volt meter
Ammeter, able to read at least 500 Amps
Miscellaneous hand tools
Drill with 1/8” bit
Tachometer or frequency meter.

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SAE-400 SEVERE DUTY

F-56 F-56

TROUBLESHOOTING AND REPAIR

ROCKER ADJUSTMENT PROCEDURE (continued)

FIGURE F.18 – ROCKER W/MARKS

SPRINGS

DRILL MARK

ROCKER

MOUNTING SCREW

COMMUTATOR

BRUSH HOLDER
INSULATORS

BRUSH HOLDER PLATE

BRUSHES

PROCEDURE

The factory set point drill marks:

1. When the rocker is set for the first time at the facto­ry, a 1/8” drill is used to mark the position of both the
rocker and the exciter bracket. See Figure F.18

If a machine is not operating within the specified limits,
and nothing else appears to be faulty, the rocker posi­tion should be checked. If the drill marks are not
aligned, the rocker and/or the exciter bracket should be
reset to the original factory position.

If it has been determined that a rocker adjustment is
necessary on an unaltered machine; the rocker should
only be moved in very small increments, and the total
movement should be no more than ½ the diameter of
the drill mark.

ARMATURE

BRUSH RETAINER

Setting the Rocker - if the factory drill mark is miss­ing or invalid due to component replacement.

IMPORTANT: The following procedures should only be

attempted if all the other systems have
been thoroughly checked and are func­tioning normally.

A tachometer will be required for this phase of the test.
See the Engine RPM Adjustment Test for details
about measuring engine RPM.

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SAE-400 SEVERE DUTY

F-57 F-57

TROUBLESHOOTING AND REPAIR

ROCKER ADJUSTMENT PROCEDURE (continued)

PROCEDURE (continued)

Initial rocker placement:

1. The rocker should be initially positioned so the
center of brushes visually lines up with the
center of the main poles. Lining up the four
brush holder studs with the four exciter brack­et mounting bolts is acceptable for initial place­ment. The rocker should be tight against the
shoulder of the hub and the clamping screw
should be tightened only enough to assure the
rocker cannot move.

IMPORTANT: DO NOT OVER TIGHTEN. Over

tightening the rocker clamp screw
can destroy the rocker.

2. Check that the brush holders are properly
installed and positioned correctly. See the

Welding generator Brush and Commutator
Inspection and Service Procedure.

3. Start the engine, place the idle switch in the
high idle position, and seat the brushes using
a commutator stone. See the Welding gener-

ator Brush and Commutator Inspection and
Service Procedure.

4. Use a load bank to apply a 100% duty cycle
load (400 amps @ 36 volts). Look at the
brushes while the load is applied. If excessive
sparking is observed, adjust the rocker position
to minimize sparking. Generally, moving the
rocker slightly in the direction of the armature
rotation will reduce sparking.

5. Continue running the machine under load for
at least 30 minutes to bring the machine up to
normal operating temperature and to fully seat
the brushes.

Check for Max output.

WARNING: Do not move the Current Control while

the machine is under load.

7. |Measure the output voltage, it should read
between 45 and 51 Volts DC

8. Measure the engine RPM, it should measure
between 1680 and 1795 RPM.

If the engine RPM is not within specification,
Perform the Engine RPM Adjustment Test, if the
engine high idle RPM is normal, but the load RPM
is significantly less than specified above, the
engine or governor may be malfunctioning. See
the engine troubleshooting procedures in this man­ual and/or have the engine serviced or repaired by
a qualified engine technician.

If the weld output voltage is lower than specified
above, the rocker position will need to be adjusted.
Generally, moving the rocker opposite the arma­ture rotation direction will increase output voltage.
When making this adjustment, the rocker should
only be moved in very small increments. The
adjustment may need to be repeated several times
to achieve the desired result.

9. Remove the load and check the voltage at the
output studs (OCV). The voltage should mea­sure 93 to 99 Volts DC.

After the rocker has been adjusted and the
machine is operating normally, the rocker locking
screw should be tightened to 70-75 Inch-Lbs.

If new parts had been installed, the new rocker
and/or exciter bracket location should be marked
with a 1/8” drill mark. See Figure F.18.

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6. Remove the load, set the output control and
rheostat to maximum, re-apply the load and
adjust the load bank
to the machine.

to apply a 500 Amp load

SAE-400 SEVERE DUTY

F-58 F-58

NOTES

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SAE-400 SEVERE DUTY

F-59 F-59

TROUBLESHOOTING AND REPAIR

OUTPUT CONTROL UNIT (VARIABLE REACTOR)

INSPECTION AND SERVICE PROCEDURE

WARNING

Service and repair should be performed by only Lincoln Electric factory trained personnel.
Unauthorized repairs performed on this equipment may result in danger to the technician
or machine operator and will invalidate your factory warranty. For your safety and to avoid
electrical shock, please observe all safety notes and precautions detailed throughout this
manual.

If for any reason you do not understand the test procedures or are unable to perform the
test/repairs safely, contact the Lincoln Electric Service Department for electrical trou­bleshooting assistance before you proceed. Call 1-888-935-3877.

TEST DESCRIPTION

The output control unit, also known as a variable reactor, functions like a very high cur­rent, highly specialized rheostat. It works together with the series coils in the generator to
regulate the weld output and the weld output volt/amp curve. See the theory of operation
section of this manual for a more complete description.

This procedure should be performed if a visual inspection of the unit indicates excessive
wear, dirt, or damage. It should also be performed if the output control unit fails a ground
test, or if called for in the dead short, first step, or open reactor tests. It should also be
done if the weld output is low or erratic, and the auxiliary output is normal.

MATERIALS NEEDED

Miscellaneous Hand Tools
400 to 600 Grit sand paper
Ohm meter

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SAE-400 SEVERE DUTY

F-60 F-60

TROUBLESHOOTING AND REPAIR

OUTPUT CONTROL UNIT (VARIABLE REACTOR)

INSPECTION AND SERVICE PROCEDURE (continued)

FIGURE F.19 – BRUSH & SPRING

WINDING

Brush
Holder
Assembly

PROCEDURE

1. Turn the engine off, open the doors on the control
panel end of the machine and disconnect the nega­tive battery cable. The doors must be secured while
disconnecting the battery cable.

WARNING: Secure the doors in the open position

using the door restraint system. If the
machine does not have a door restraint
system, remove the doors or securely
restrain them to prevent them from falling
closed.

2. Remove the roof and doors.

3. Inspect the output control unit:

4. Carefully examine the unit. Check for arc damage,
missing or broken springs, burned and/or badly
worn contacts. Also look for missing or damaged
insulators, poor lead connections, and damaged
lead insulation. If there is serious damage to the
inside diameter of the winding, the Output Control
Unit should be replaced. See Figures F19 and F.20.

Output Stud
Assembly

Contacts &
Springs

5. Disassemble the continuous control unit:

If service is necessary, remove the fuel tank and dis­connect the heavy cable attached to the output stud, at
the center back on the output control.

6. Remove the Output control handle.

7. Remove the two screws holding the Brush holder
stud assembly. Use caution, the shaft is under
spring tension. The stud assembly and the rotating
brush holder/contact assembly can now be
removed through the back of the unit. See Figures
F19 and F.20.

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SAE-400 SEVERE DUTY