Page 1
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Page 2
EGH,
EGS
Printed
in
USA
981-051
0
2-94
Page 3
R
Page 4
Table
of
Contents
SECTION
1
6
TITLE
PAGE
SAFETY PRECAUTIONS
.................................................
inside Front Cover
INTRODUCTION
......................................................................
1-1
About This Manual
..................................................................
1-1
Model Identification
.................................................................
1-1
SPECIFICATIONS
....................................................................
2-1
DIMENSIONS AND CLEARANCES
.....................................................
3-1
TORQUE SPECIFICATIONS
...........................................................
4-1
PREPARING
TO
SERVICE
.............................................................
5-1
.
Troubleshooting
5-1
Special
Tools
.......................................................................
Safety Considerations
.........................
:
.....................................
5-1
ENGINE-PRIMARY SYSTEMS
.........................................................
6-1
Introduction
........................................................................
6-1
Troubleshooting Engine Primary Systems
.............................................
6-1
Exhaust System
....................................................................
6-5
Cooling System
.....................................................................
6-5
Ignition System
.....................................................................
6-6
Crankcase Ventilation System
........................................................
6-9
Recoil Starter
......................................................................
6-14
Electric Starter
....................................................................
6-15
Oil Pressure Relief Valve
............................................................
6-20
Oil Watch System
..................................................................
6-21
Control Operation
...................................................................
7-1
Control Troubleshooting
.............................................................
7-2
....................................................................
5-1
..........................................................................
Governor 6-9
Fuel System 6-11
Oil Pump 6-19
.......................................................................
.........................................................................
CONTROL
...........................................................................
7-1
........................................................................
......................................................................
Introduction
7-1
Control Panel 7-1
Control Tests 7-4
Introduction 8-1
.......................................................................
GENERATOR
........................................................................
8-1
........................................................................
Generator Description . Capacitor-Type Regulation
....................................
8-1
Generator Operation
.
Capacitor-Type Regulation
.....................................
8-1
Generator Description
.
Transistor-Type Regulation
....................................
8-3
Generator Operation
.
Transistor-Type Regulation
.....................................
8-3
Transistor-Type Voltage Regulator Operation
..........................................
8-5
Generator Troubleshooting
...........................................
..............
8-5
Generator Service
..................................................................
8-9
Generator Testing
.
Capacitor-Type Regulation
.......................................
8-10
Generator Testing
.
Transistor-Type Regulation
......................................
8-12
i
Page 5
Table
of
Contents . Continued
SECTION TITLE PAGE
Introduction
........................................................................
9-1
Side Valve Engine Disassembly
......................................................
9-1
Over Head Valve Engine Disassembly
..................................................
9-3
Inspection
of
Engine Parts
...........................................................
9-9
Valve System
......................................................................
9-13
Side Valve Inspection and Service
...................................................
9-13
Over Head Valve Inspection and Service
.............................................
9-15
Compression Release System
.......................................................
9-16
General
...........................................................................
10-1
Lubrication
.........................................................................
10-1
Initial Start Adjustments
.............................................................
10-1
Output Checks
....................................................................
10-1
Exhaust System
...................................................................
10-1
Fuel System
.......................................................................
10-2
Control
...........................................................................
10-2
Mechanical Checks
................................................................
10-2
9
ENGINE-BLOCK ASSEMBLY
..........................................................
9-1
10
SERVICE CHECKLIST
................................................................
10-1
11
WIRING DIAGRAMS
.................................................................
11-1
Page 6
Section
1
Introduction
ABOUT THIS MANUAL
This manual contains service information
for
the
EGH
and
EGS
series portable generator sets. The manual
covers troubleshooting, disassembly, repair and
adjustments for the engine, generator and control. Service technicians should be thoroughly familiar with the
principles of gasoline engine operation and have a
basic knowledge
of
electrical theory. Other Onan publi-
cations such as Electrical/MechanicaI Fundamentals
(932-0408),
Onan Generator Training Manual
(932-
0404),
and the Standard and Pro Series Operatoi's
Manual (981-0130 for
60
Hz
or 981-0131 for
50
Hz
models) are recommended as additional sources of
information.
I
Read all service procedures completely before begin-
ning any repair workand observeall cautionsand warn-
ings. It is extremely important that the generator set be
operated in compliance with any applicable state, local,
or
US.
Forest Service codes or restrictions. Improper
service can result
in
an unsafe condition that could
result in severe personal injury, death, and/or equipment damage.
MODEL IDENTIFEATION
When contacting an Onan service center, always
supply the complete model number and serial number
as shown on the Onan nameplate. This information is
necessary to identify the set when ordering replacement
parts. See Figure
1-1.
Always use genuine Onan replacement parts obtained
from an authorized Onan service center. Universal
replacement parts (usually intended for automotive use)
often
look
similar but do not perform to Onan specifications. Only genuine Onan replacement parts are
designed and tested for the application.
ELECTRIC GENERATOR
IMPORTANT
WHEN WRITING ABOUT SERVICE OR PARTS
GIVE MODEL AND SERIAL NCIMBER
SER
NO.
WATTS : MAXIMUM/RATED
AMPS. /RATED
FIGURE
1-1.
ONAN
NAMEPLATE
[BWARNINGI
INCORRECT SERVICE
OR
REPLACEMENT
OF
PARTS CAN RESULT IN
SEVERE PERSONAL INJURY, DEATH, AND/OR EQUIPMENT DAMAGE.
SERVICE PERSONNEL MUST BE QUALIFIED
TO
PERFORM ELECTRICAL
AND MECHANICAL SERVICE.
1-1
Page 7
Page 8
Section
2.
Specifications
TABLE
2-1.
STANDARD
SERIES
SPECIFICATIONS
-
60
HZ
MODELS
MODEL
Engine Details
Valve Design
Engine Model Number
Displacement
Inches3 (cm3)
Bore - Inches (rnm)
Stroke
-
Inches (mrn)
Compression Ratio
Engine Speed (RPM)
Engine Oil Capacity
Quarts (Litres)
Generator
Set.Deiaik
AC Output
-
60
Hertz.
10
Voltage
Wattage (Max. Power)
Wattage
(Rated
Power)
Current (Rated Amperes)
Voltage Regulator
Type
DC
Output
Watts
Volts
x
Amperes
Starling
System
Dry
Weight
Tunt-up
specs
spark
Plug
Gap
Inches
(mm)
Valve Lash
Intake and Exhaust
Inches
Millimeters
Pounds
(Kilograms)
1.4
EGSAA
SIDE
VALVE
GS130
7.93 (130)
2.36
(60)
1.81 (46)
6.0:l
3600
058
(0.55)
120
1400
1200
1
0.0
Capacitor
60
12x5
Recoil
70 (32)
0.039
(1.0)
.0031-0.0055
0.08-0.14
1.7
EGHAA
OHV
GH170
10.31 (169)
2.64 (67)
1.89
(48)
8.3:l
3600
0.63 (0.6)
120
1700
1400
125
Capacitor
60
12x5
Recoil
75
(34)
0.028
(0.7)
0.002-0.0039
0.05-0.1
0
25
EGHAA
OHV
GH170
10.31 (169)
2.64
(67)
1.89
(48)
8.3:1
3600
0.63
(0.6)
120
2500
2000
16.7
Capacitor
120
12x10
Recoil
85
(39)
0.028
(0.7)
0.002-0.0039
0.05-0.10
4.0
EGHAB
OHV
GH280
16.72 (274)
3.11
(79)
2.20 (56)
8.1:1
3600
0.95 (0.9)
1201240
4Ooo
3500
292114.6
Transistor
-
-
Recoil
130
(59)
0.028
(0.7)
0.002-0.0039
0.05-0.1
0
5.0
EGHAB
OHV
GH400
23.74 (389)
3.31
(84.2)
2.76
PO)
8.51
3600
1.16 (1.1)
1201240
5000
5000
41.6120.8
Transistor
-
-
Recoil
170
(77)
0.039 (1.0)
0.0012-0.0031
0.03-0.08
2-1
Page 9
TABLE
2-2.
STANDARD
SERIES
SPECIFICATIONS
-
50
HZ
MODELS
MODEL
Engine Details
Valve Design
Engine Model Number
Displacement
Inches3 (cm3)
Bore
-
Inches
(mm)
Stroke - Inches
(mm)
Compression Ratio
Engine Speed
(RPM)
Engine
Oil
Capacity
Quarts (Litres)
Generator
Set
Details
AC Output
-
50
Hertz,
10
Voltage
Wattage (Max. Power)
Wattage (Rated Power)
Current (Rated Amperes)
Voltage Regulator Type
DC Output
Watts
Volts
x
Amperes
Starting System
Dry Weight
Tune-up
Specs
Spark Plug Gap
Inches
(mm)
Valve Lash
Intake
and
Exhaust
Inches
Millimeters
Pounds (Kilograms)
I
1.4
EGHAM
OHV
GH170
10.31 (169)
2.64 (67)
1.89 (48)
8-31
3000
0.63
(0.6)
1101220
1400
1400
12.716.4
CCapacitor/Transistor
100
12
x
8.3
Recoil
.80 (36.3)
0.028
(0.7)
0.002-0.0039
0.05-0.1
0
2.0EGHAM
OHV
GH170
10.31 (169)
2.64 (67)
1.89 (48)
8.3:l
3000
0.63 (0.6)
1101220
2000
1800.
16.418.2
*CapacitorlTransistor
100
12
x
8.3
Recoil
90 (40.8)
0.028
(0.7)
0.002-0.0039
0.05-0.10
3.5
EGHAM
OHV
GH280
16.72 (274)
3.11 (79)
2.20 (56)
8.1:l
3000
0.95 (0.9)
1101220
3500
3000
27.2113.6
Transistor
-
-
Recoil
140 (6.35)
0.028
(0.7)
0.002-0.0039
0.05-0.1
0
5.0
EGHAM
OHV
GH400
23.74 (389)
3.31 (84.2)
2.76 (70)
8.51
3000
1.16 (1.1)
1101220
5000
4500
40.9120.4
Transistor
-
-
Recoil
170(77)
.
0.039 (1.0)
0.0012-0.0031
0.03-0.08
.
*Spec A models have capacitor type voltage regulators.
2-2
Page 10
TABLE
2-3.
PRO SERIES SPECIFICATIONS
-
60
HZ
MODELS
2.5
EGHAA
PRO
MODEL
Engine Details
Engine Design
Engine Model Number
Displacement
Inches3 (cm3)
Bore
-
inches (mm)
Stroke
-
Inches
(mm)
Compression
Ratio
Engine Speed
(RPM)
Engine Oil Capacity
Generator
Set
Details
Quarts (Likes)
AC Output
-
60 Hz,
10
Voltage
Wattage (Maximum)
Wattage (Rated)
Current (Rated Amps)
Voltage Reg. Type
DC Output
Watts
Volts x Amperes
Starting System
Weight
Pounds
(Kilograms)
Battery Requirements:
Battery (Group
U1)
Cold
Cranking Amps
(at 32'F [O'CD
Tune-up
Specs
Spark Plug Gap
Inches (Millimeters)
Valve
Lash
Intake and Exhaust
Inches
Millimeters
~~~ ~ ~ ~~
4.0
EGHAB
4.0
EGHEB
5.0
EGHAB
5.0
EGHEB
6.0
EGHEB
GH170
10.31 (169)
2.64 (67)
1.89
(48)
8.31
3600
0.63 (0.6)
120
2500
2000
16.7
Capacitor
120
12 x 10
Recoil
llO(50)
-
-
0.028 (0.7)
0.002-0.0039
0.05-0.1 0
Gas
GH280
16.72 (274)
3.11 (79)
220 (56)
8.1:l
3600
0.95 (0.9)
1201240
4000
3500
292114.6
Transistor
120
12
x
10
Recoil
145 (66)
-
-
0.028
(0.7)
0.002-0.0039
0.05-0.1
0
GH280
16.72 (274)
3.11 (79)
2.20 (56)
8.1:l
3600
0.95 (0.9)
1201240
4Ooo
3500
292114.6
Transistor
120
12x10
ElectriclRecoil
155
(70)
-
-
0.028
(0.7)
0.002-0.0039
0.05-0.10
GH400
23.74 (389)
3.31 (84.2)
2.76
(70)
'
8.51
3600
1.16 (1.1)
1201240
5000
5000
Transistor
.
41.6120.8
120
12 x
10
Recoil
175
(79)
-
-
0.039 (1
-0)
0.0012-0.0031
0.03-0.08
oied
GH400
23.74
(389)
3.31 (84.2)
2.76
(70)
8.51
3600
1.16 (1.1)
1201240
5000
5000
41.6120.8
Transistor
120
12x10
ElectriclRecoil
185
(84)
12-Volt
235
0.039 (1
-0)
0.0012-0.0031
0.03-0.08
GH400
23.74
(389)
3.31 (84.2)
2.76
(70)
8.51
3600
1.16 (1.1)
1201240
6000
5500
45.8122.9
Transistor
120
12 x 10
ElectriclRecoil
205 (93)
12-Volt
235
0.039 (1.0)
0.0012-0.0031
0.03-0.08
2-3
Page 11
TABLE
2-4.
PRO SERIES SPECIFICATIONS
-
50
HZ
MODELS
2.0
EGHAM
PRO
MODEL
Engine
Details
Engine Design
Engine Model Number
Displacement
Inches3 (cm3)
Bore
-
Inches (mm)
Stroke
-
Inches (mm)
Compression Ratio
Engine Speed
(RPM)
Engine Oil Capacity
Quarts (Litres)
Generator Set Details
AC Output
-
50
Hz,
10
Voltage
Wattage (Maximum)
Wattage (Rated)
Current (Rated Amps)
.
Voltage Reg. Type
DC Output
Watts
Volts
x
Amperes
Starting System
Weight
Pounds (Kilograms)
Battery Requirements:
Battery (Group U1)
Cold Cranking Amps
(at 32°F [C!OCD
Tune-up
Specs
Spark Plug Gap
Valve Lash
Inches
Millimeters
Inches (Millimeters)
Intake and Exhaust
3.5
EGHEM
5.0
EGHEM
GH170
10.31 (169)
2.64
(67)
1.89
(48)
8.3:l
3000
0.63 (0.6)
11 0/220
2000
1800
16.418.2
*Capacitor/Transistor
100
12
x
8.3
Recoil
119 (54)
0.028
(0.7)
0.002-0.0039
0.05-0.10
GH280
16.72 (274)
3.11 (79)
2.20 (56)
8.1
:1
3000
0.95 (0.9)
11 0/220
3500
3000
Transistor
.
27.2ri3.6
100
12
x
8.3
RecoiVElectric
165 (75)
12-Volt
235
0.028
(0.7)
0.002-0.0039
0.05-0.10
GH400
23.74 (389)
3.31 (84.2)
2.76 (70)
8.51
3000
1.16 (1.1)
11
01220
5000
4500
40.9120.4
Transistor
100
12
x
8.3
Recoil/Electric
207 (94)
12-Volt
235
0.039 (1
.O)
0.001 2-0.0031
0.03-0.08
*Spec A model has a capacitor
type
voltage regulator.
2-4
Page 12
Section
3.
Dimensions
and
Clearances
Cylinder head surface flatness
Compression Pressure
Dimensions and clearances can vary by engine size.
The
engine model number must be identified by referring to the
Specifications
section prior
to
using these tables.
GS130
-
0.4
rnm
0.01
57
in.
0.05
mm
GH-ALL
-
0.0020
in.
245
kPa or more
196
kPa
GH-ALL 36
psi or more
28
psi
I2
Cylinder
Head
Valve Seat Width
Valve Seat Angle
Valve Face Angle
Item
I
Engine Model
I
Factory Specification
I
Allowable Limit
I
GS130
GS130
GS130
GH-ALL
'
GH-ALL
GH-ALL
Valves
Valve Clearance (Intake and Exhaust)
GS130
GHl70, GH280
GH400
Clearance between Valve
and
IN.
Valve Guide
Ex.
GS130
GH170
GH280, GH400
GS130
GH170
GH280, GH400
0.08
to
0.1
4
mm
0.0031
to
0.0055
in.
0.05
to
10
mm
0.0020
to
0.0039
in.
0.03
to
0.08
mm
0.0012
to
0.0031
in.
1
.OO
to
1.30
mm
0.039
to
0.051
in.
45O
45O
0.030
to
0.067
rnm
0.0012
to
0.0026
in.
0.020
to
0.044
rnm
0.0008
to
0.0017
in.
0.025
to
0.055
mm
0.0010
to
0.0022
in.
0.050
to
0.095
rnm
0.0020
to
0.0037
in.
0.040
to
0.072
rnm
0.0016
to
0.0028
in.
0.040
to
0.075
rnm
0.0016
to
0.0030
in.
1.7
mm
0.067
in.
-
0.1
mm
0.0039
0.1
mm
0.0039
in.
0.1
mm
0.039
in.
.
0.1
mm
0.0039
in.
0.1
mm
0.0039
in.
0.1
mm
0.0039
in.
3-
1
Page 13
-
Section
3.
Dimensions and Clearances - Continued
Valves (Continued)
Item
Valve Stern
O.D.
IN.
Ex.
Valve
Guide
I.D.
IN.
Ex.
Valve
Timing
ntake Valve
Open
Close
Engine Model
GS130
GH170
GH280
GH400
GS130
GH170
GH280
GH400
GSl30
GH170
GH280
GH400
GS130
GH170
GH280
GH400
.
GS130
GH170, GH280
GHW
GS130
GH170
GH280
GH400
Factory
Specification
5.968
to
5.980
rnrn
0.2350
to
0.2354
in.
5.468 to
5.480
mrn
0.21 53
to
0.21 57
in.
6.460
to
6.475
rnrn
0.2543
to
0.2549
in.
6.960 to 6.975
rnm
0.2740
to
0.2746
in.
5.94 to 5.96
mm
0.2339 to 0.2346
in.
'
5.440 to 5.460
rnm
0.2142
to
0.2150
in.
6.440 to 6.460
rnm
0.2535
to
0.2543
in.
7.940 to 7.960
rnrn
0.31 26
to
0.31 34
in.
6.010 to 6.035
rnm
0.2366
to
0.2376
in.
5.500
to
5.512
rnm
0.21 65
to
0.21 70
in.
6.500 to 6.515
rnm
0.2559 to 0.2565
in.
7.000
to
7.015
rnrn
0.2756
to
0.2762
in.
6.010
to
6.035
mm
0.2366
to
0.2376
in.
5.500
to 5.512
rnm
0.21 65
to
0.21
70
in.
6.500
to
6.515
mrn
0.2559 to 0.2565
in.
8.000
to
8.015
mrn
0.31
50
to
0.31 56
in.
58'
to
70'
before T.D.C.
70'
before T.D.C.
85O
before T.D.C.
98"
to
110'
after B.D.C.
1
10'
after B.D.C.
128'
after B.D.C.
119'
after B.D.C.
Allowable
Limit
-
3-2
Page 14
Section
3.
Dimensions and Clearances - Continued
Valve
Timing
(Continued)
Exhaust Valve
Close
Valve
Spring
Setting Load/Setting Length
Tilt (Allowable squareness limit)
I
~
Rocker
Arm
(GH400
Only)
Clearance between Rocker Arm Shaft
and Rocker Arm
Rocker Arm Shaft
O.D.
Rocker Arm
I.D.
Engine
Model
GS130
GH170
GH280
GH400
GS130
GH170
GH280
GH400
GS130
GH170
GH280
GH400
GS130
GH170
GH280
GH400
GS130
GH-ALL
GH400
GH400
GH400
98'
to
11
0"
before
B.D.C.
110'
before
T.D.C.
118"
before T.D.C.
128'
before
T.D.C.
58" to 70'
after T.D.C.
70"
after
B.D.C.
80"
after
B.D.C.
76'
after
B.D.C.
30.8 to 31.3 mm
1.21 26
to
1.2323 in.
33.0
to
33.5
mm
I
.2992
to
1.31
89 in.
328 to 33.3 mm
1.2913
to
1.3110 in.
45.5
to 45.8 mm
1.7913 to 1.8031
in.
6.8 kgf/24.5 mm
15.0 lbs./0.9946 in.
5.90 kgf/22.5 mm
13.0 lbsJ0.886 in.
6.44 kgf/27.0 mm
14.2 IbsJ1.063 in.
13.92 kgfl33.2 mm
30.7 lbs./1.307 in.
-
Allowable
Limit
-
30.5
mm
1.2008 in.
32.7
mm
1.2874 in.
32.5 mm
1.2795 in.
45.0
mm
1.771 7
in.
6.1 kgfi24.5 in.
13.4 lbsJ0.9646 in.
5.3 kgfi22.5 mm
11.7 lbsJ0.886 in.
5.6 kgf/27.0 mm
12.3 lbs./1.063 in.
I
12.7 kgfl33.2
mm
28.0 lbs./1.307 in.
1.5 mm
I
0.0590 in.
0.01 6 to
0.045
mm
0.0006 to 0.001 8 in.
11.973 to 11.984 mm
0.471 4
to
0.471 8 in.
12000
to
12.018 mm
0.4724 to 0.4732 in.
0.15
mm
0.0059 in.
-
-
3-3
Page 15
Section
3.
Dimensions and Clearances - Continued
'
-
Push
Rod Alignment
GH-ALL
Tappet
0.2
mm
0.0079
in.
~ ~~
Item
Clearance between tappet and guide
GSl30
'
GH-ALL
GS130
GH170
GH280
GH400
GS130
GH-ALL
GS130
Tappet
O.D.
-
24.65
mm
0.9705
in.
26.10
mm
1.0276
in.
32.44
mm
1.2772
in.
34.685
to
34.71
5
mm
1.3656
to
1.3667
in.
-
0.01 6
to
0.052
mm
Push
Rod
Camshaft Journal
O.D.
Engine
Model
GS130
GH-ALL 0.00063
to
0.00205
in.
19.980
to
19.993
mm
0.7866
to
0.7871
in.
GS130-Gear
side
GH170
Crankcase
Bore
I.D.
(for
Camshaft)
GH280, GH400
0.7073
to
0.7080
in.
1
5.000
to
15.01 8
mm
0.5906
to
0.5913
in.
18.000
to
18.018
rnm
0.7087
to
0.7094
in.
GH170
GH280,
GH400
GS130
GH170, GH280
GH400
Factory
Speckation
0.020
to
0.052
mm
0.0008
to
0.0020
in.
0.035
to
0.075
mm
0.0014
to
0.0030
in.
0.030
to
0.070
mm
0.0012
to
0.0028
in.
5.968
to
5.980
mm
0.2350
to
0.2354
in.
7.960
to
7.975
mm
0.31 33
to
0.31 40
in.
,
8.960
to
8.975
mm
0.3528
to
0.3533
in.
Allowable
Limit
0.1
mm
0.0039
in.
0.1
mm
0.0039
in.
0.1
mm
0.0039
in.
-
Camshaft
Side Clearance
Cam
Heights
(IN.,
EX.)
GS130-Flywheel
sidt
GH170
GH280. GH400
13.966
to
13.984
mm
0.5498
to
0.5506
in.
14.966
to
14.984
mm
0.5892
to
0.5899
in.
17.966
to
17.984
mm
0.2
mm
0.0079
in.
24.55
mm
0.9665
in.
26.00
mm
10.236
in.
32.34
mm
1.2732
in.
34.50 mm
1.3583
in.
0.05
mm
0.0020
in.
0.1
mm
0.0039
in.
-
3-4
Page 16
Section
3.
Dimensions and Clearances - Continued
Connecting Rod Alignment GS130
GH-ALL
Clearance between Piston Pin and GS130
Small End Bore GH-ALL
Piston Pin
O.D.
GSI 30
GHl70
GH280
GH400
Piston, Piston Ring
-
0.04
rnrn
0.0016 in.
0.1
rnrn
0.0039 in.
0.010
to
0.025
rnrn
0.00039
to
0.00098 in.
13.000
to
13.005
rnm
-
0.51 18
to
0.51
20
in.
15.000
to
15.005
mm
-
0.5906
to
0.5907 in.
18.000
to
18.005
rnrn
-
0.7087
to
0.7089 in.
20.000 to
20.005
rnm
-
0.7874 to 0.7876
in.
"
Item
Piston
Boss
I.D.
Piston Skirt
O.D.
-
Piston Ring Thickness
Top
Ring, Second Ring
Oil Ring
Clearance between Piston Ring
and
Groove
Piston Ring
Gap
Top
Ring, Second Ring
Oil Ring
Engine
Model
GS130
GH170
GH280
GH400
GS130
GHl70
GH280
GH400
GH-ALL
GH170, GH280
GH400
GS130
GH-ALL
GS130, GH170
GH280
GH400
GS130, GH170
GH280
GH400
Factory Specification
12.995
to
13.003
mrn
0.5116 to 0.5119
in.
14.995 to 15.003
rnm
0.5904
to
0.5907 in.
17.994
to
18.002
rnm
0.7084
to
0.7087 in.
19.995 to
20.003
rnm
0.7872 to 0.7875 in.
59.94
to
59.96
mm
2.3598
to
2.3606
in.
.
66.955 to 66.970
rnrn
2.6360 to 2.6366
in.
78.950
to
78.970
rnm
3.1 083 to 3.1 091
in.
84.1
50 to
84.1 70
mm
3.31 30 to 3.31 38 in.
1.47
to
1.49
rnrn
0.0579 to 0.0587 in.
2.47
to
2.49
rnrn
0.0972 to 0.0980 in.
2.85
to
2.95
mm
0.1122
to
0.1161 in.
0.02 to 0.06
mm
0.0008 to 0.0024 in.
0.2 to 0.4
rnrn
0.0079
to
0.01
57
in.
0.35 to
0.55
mrn
0.01 38
to
0.021 7 in.
0.2
to
0.4
rnrn
0.0079 to 0.01 57 in.
0.2 to 0.7
mm
0.0079 to 0.0276
in.
Allowable
Limit
13.05
rnm
0.5138 in.
15.05
mrn
0.5925 in.
18.05
mm
0.7106 in.
20.04
mm
0.7890
in.
66.87
rnrn
2.6327 in.
78.87
mm
3.1051 in.
84.05
rnm
3.3091 in.
1.45
mm
0.0571 in.
2.45
rnrn
0.0965 in.
0.1
rnrn
0.0039 in.
0.9
rnm
0.0354 in.
0.9
mrn
0.0354 in.
0.9
mm
0.0354
in.
0.9
mm
0.0354 in.
3-5
Page 17
Section
3.
Dimensions and Clearances - Continued
Connecting
Rod
(Continued)
Item
Small
End
Bore
Crankshaft
Crankshaft Alignment
Clearance between Crank Pin
and
Connecting Rod
Big
End
Bore
Crank
Pin
O.D.
Connecting Rod Big
End
Bore
Side
Clearance
of
Connecting Rod
Crank
Pin
Side
Clearance
of
Crankshaft
Engine Model
GS130
GH170
GH280
GH400
GS130
GH-ALL
GS130
GHl70, GH280
GH400
GS130
GH170
GH280, GH400
GS130
GH170
GH280
GH400
GS130, GH170
GH280
GH400
GS130, GH170
GH280
GH400
Factory Specification
13.01
5
to
13.025 mm
0.51 24
to
0.51
28
in.
15.01
5
to
15.025 mm
0.591
1
to
0.5915
in.
18.01
5
to
18.025 mm
0.7093
to
0.7096
in.
20.01
5
to
20.025
mm
0.7880
to
0.7884
in.
0.01 8
to
0.054 mm
0.0007
to
0.0021
in.
0.01
5
to
0.040 mm
0.00059
to
0.001 57
in.
0.015
to
0.050
mm
0.00059
to
0.001 97
in.
23.967
to
23.982 mm
0.9436
to
0.9442
in.
29.975
to
29.985
mm
1.1801
to
1.1805
in.
33.475
to
33.485 mm
1.31 79
to
1.31 83
in.
24.00
to
24.021
mm
0.9449
to
0.9457
in.
30.000
to
30.01 5 mm
1.1811
to
1.1817
in.
33.500
to
33.515 mm
1.31 89
to
1.31 95
in.
33.500
to
33.525 mm
1.31 89
to
1.31 99
in.
0.4
to
1.1
mm
0.0157
to
0.0433
in.
0.4
to
1.1
mm
0.01 6
to
0.043
in.
-
Alloway
Limit
1
0.04
mm
0.0016
in.
0.1 mm
0.0039 mm
0.1 mm
0.0039
in.
0.1 mm
0.0039
in.
-
1.3 mm
0.051
in.
1.5
mm
'0.059
in.
0.2 mm
0.0079
in.
0.1
mm
0.0039
in.
.
3-6
Page 18
Section
3.
Dimensions and Clearances - Continued
Factory Specification
60.00
to
60.02
mm
2.3622
to
2.370
in.
67.00
to
67.02
rnm
2.6378
to
2.6386
in.
79.00
to
79.02
mm
3.1102
to
3.1110
in.
84.20
to
84.225
mm
3.31
50
to
3.31
59
in.
Cylinder Liner
Allowable Limit
60.12
rnm
2.3740
in.
67.12
mm
2.6425
in.
79.12
mm
3.1
150
in.
84.325
mm
3.3199
in.
~ ~~~ ~~~~~
Item
Engine Model
Cylinder Wear
GS130
GH170
GH280
GH400
I
I
3-7
Page 19
Page 20
Section
4.
Torque
Specifications
Mounting screws and nuts must be tightened to the specified torque settings listed in the following tables. Torque
specifications can
vary
by engine size. The engine model number must be identified by referring
to
the
Specifications
section prior
to
using the engine torque specifications. The cylinder head mounting screws must be tightened
in
the
proper
sequence, refer
to
the
fngine
-
Block
Assembly
section.
d
TABLE
4-1.
ENGINE
TORQUE
SPECIFICATIONS
ITEM
Spark Plug
Rocker Mounting Nut
Cylinder
Head
Screw!
Crankcase Screws
Connecting Rod
Screws
Rocker Arm Lock Nut
Governor Lever
Screw
Flywheel Mounting
Nut
ENGINE MODEL
All
GH170
GH280
GH400
GS130
GH170
GH280
GH400
GS130
GH170, GH280
GH400
GS130
GH170
GH280.
GH400
GH170
GH280
GS130, GH170
GH280
GH400
GS130
GH170
GH280
GH400
FOOT
POUNDS
7.2
to
18.1
43.4
to
50.6
47.0
to 54.2
72.3
to 86.8
14.5
tb
21.7
18.1
to 23.9
15.9
to
20.3
30.4
to
36.9
5.6
to 9.4
10.1
to
14.5
7.2
to
10.1
10.1
to
14.5
17.4
to
21.7
5.8
to
9.4
8.0
to
12.3
5.1
to
8.7
8.0
to 14.5
10.1
to
13.0
21.7
to
32.5
43.4
to
50.6
47.0
to
54.2
72.3
to
86.8
NEWTON
METERS
9.8
to
24.5
58.8
to
68.6
63.7
to
73.6
98.1
to
11
7.7
19.6
to
29.4
24.5
to
32.4
21.6
to
27.5
41.2
to
50.0
7.8
to
12.7
13.7
to 19.6
9.8
to
13.7
13.7
to
19.6
23.5
to
29.4
7.8
to
12.7
10.8
to
16.7
6.9
to
11.8
10.8
to 19.6
13.7
to 17.6
29.4
to
44.1
58.8
to
68.6
63.7
to
73.5
98.1
to
117.7
.
4-1
Page 21
TABLE
4-2.
GENERATOR TORQUE SPECIFICATIONS
ITEM
I
FOOT
POUNDS I NEWTON
METERS
I
I
Rotor
Through-Bolt
Stator Through-Bolt
4.3
-
6.5
5.9 - 8.8
Adapter
Bracket
to Engine
13
-
15.9
17.7
-
21.6
Output
Terminal
Nut
1.4
-
1.8
1.9
-
2.45
When tightening torques are not spscified, tighten the screws and nuts according to Table
4-3.
The torque setting for
securing the generator set to the frame vibration isolators is
16
ft
Ibs
(21.7
Nom).
TABLE
4-3.
GENERAL USE TORQUE SPECIFICATIONS
The grade
numbers
are
indicated
on
top
of
the screw
or
bolt
head.
Page 22
Section
5.
Preparing
to
Service
TROUBLESHOOTING
Before starting to service the generator set, follow a
systematic troubleshooting procedure to locate the
problem. For servicing purposes, the generator set can
be divided into the following sections:
0
Engine - Primary Systems
Control
0
Generator
0
Engine - Block Assembly
d
This manual containsseparate sections that cover each
of
these areas.
Several troubleshooting guides are included in this
manual to help the service technician locate the cause
of
various malfunctions. Note that some malfunctions
might have several possible causes. For this reason, the
service technician might have to investigate several
likely problem areas in order to isolate the source of the
malfunction. Due to the complexity of the product, a
troubleshooting chart cannot list every malfunction and
the cause. In somesituations, the service technician will
have to rely on experience and a knowledge of the
product to locate the problem and to service as
required.
SPECIAL TOOLS
Engine
Tools
Torque wrench
(0-100
Ft-Lbs
or
0-135
Nem)
Feeler gauge
Oil pressure gauge
Compression tester Spark plug gap gauge
Flywheel puller
Gear separator
Cylinder ridge reamer
Piston ring compressor
Piston ring spreader
Cylinder hone
Valve seat cutter
Wire brush
Piston groove cleaner
Outside micrometer set
(0-4
in.)
Telescoping gauge set
(0.5
to 6 in.)
Hole gauge
(0.2
to
0.4
in.)
u
Valve seat replacement tool
Generator
and
Control
Lead
or
dead blow hammer
Battery hydrometer
VOM
multimeter
.
Frequency meter
Armature growler
Load test panel
J
urn per wires
SAFETY CONSIDERATIONS
Always consider the safety aspects of any service
procedure. Generator sets present several hazards that
the service technician must be aware of to complete the
job. Read through the safety precautions listed on the
inside cover page and become familiar with the various
hazards listed in Table
5-1.
Approach the job with a
safety conscious attitude. Being safety conscious is the
most effective way to avoid injury to yourself and to
others. Reduce the chance that an accident
will
occur
by adopting the following safeguards.
Safeguards
to
Avoid
Hazards
e
Use Personal Protection - Protect your body by
wearing safety shoes, gloves, safety glasses, hard
hat, and the appropriate safety equipment. Protective clothing includes protective apron. Leave rings
and jewelry
off
and do not wear loose clothing that
might get caught on equipment.
e
Work to Reduce the Hazard -The workshop area
and all pieces of equipment used can contribute to
reducing the hazard potential. Keep guards and
shields
in
place on machinery and maintain equipment in good working condition. Store flammable
liquids in approved containers away from open
flame, spark, pilot light, cigarette,
or
other ignition
source. Keep the work area clean and well lighted,
and provide adequate ventilation. Keep fire extinguisher and safety equipment nearby and be prepared to respond to an emergency.
5-1
Page 23
TABLE
5-1
HAZARDS
AND THEIR SOURCE
I
Fire and Explosions
-Leaking or spilled fuel
-Hydrogen gas from battery
-Oily rags improperly stored
-Flammable liquids improperly stored
-Hot exhaust pipes
-Hot engine and generator surfaces
-Electrical short in
DC
wiring system
Burns
Electrical Shock (AC)
-Improper generator set load connections
-Faulty electrical appliance
-Faulty generator set wiring
-Working in damp conditions
-Jewelry touching electrical components
--Jewelry or
loose
clothing catching
0
Rotating Machinery
in moving parts
Poisonous Gases
Slippery Surfaces
0
Heavy Objects
-Carbon monoxide from faulty exhaust
pipes, joints,
or
hangers
-Operating generator set where
exhaust gases can accumulate
-Leaking
or
spilled oil
-Lifting the generator set
-Removing heavy components
0
Develop Safe Work Habits - Unsafe actions are
identified as the cause of most accidents involving
the use of tools and machines. Be familiar with the
equipment and know how to use it carefully. Use the
correct
tool
for the job and check its condition
before starting. Observe the warnings and cautions
in this manual and take special precautions when
working around electrical equipment
Do
not work
alone if possible and do not take risks.
Generator sets are heavy and can
l&iiESl
cause severe personal injury
if
dropped during service. Use adequate lifting devices
and provide sufficienf support
for
the sef
to
avoid
dropping. Keep hands and feet clear when lifting
or
moving the generator sef.
.
5-2
Page 24
Section
6.
Engine
-
Primary
Systems
INTRODUCTION
The engine primary systems can be serviced without
major disassembly of the set. Use thefollowing troubleshooting guide to,help locate problems related
to
the
engine primary systems. Refer to Troubleshooting
Generator Set Control (Section
7)
for problems related
to starting
the
generator set.
The engine primary systems include the following:
0
Exhaust system
0
Cooling System
0
lgnition system
0
Crankcase Ventilation System
0
Governor
0
Fuel System
0
Recoil Starter
Electric Starter
0
Oil Pump
(GH400
Engine)
0
Oil Pressure Relief Valve (GH400 Engine)
Oil Watch System
Many troubleshooting procedures present hazards that can result in severe persona! injury
or
k@!@%l
death.
Only
qualifiedservice personnel
wifh
knowledge
of
fuels, electricity, andmachinery hazards
should perform service procedures. Review safety precautions
on
inside cover page.
TABLE
6-1.
TROUBLESHOOTING ENGINE PRIMARY SYSTEMS
*
TROUBLE
Engine Misfires
Engine Backfires
POSSIBLE CAUSE
1.
Faulty ignition dueto:
a. worn or fouled spark plug
b. faulty ignition system
c. faulty plug wire
2.
Lean fuel mixture due to:
a. incorrectly adjusted
carburetor
b. incorrect float level
c. dirt in carburetor
d. vacuum leak
3.
Contaminated fuel
4.
Dirty air cleaner
1.
Faulty ignition due to:
a. worn
or
fouled spark plug
b. faulty ignition system
2.
Lean fuel mixture due to:
a. incorrectly adjusted
carburetor
b. incorrect float level
c. dirt in carburetor
d. vacuum leak
3.
Excessive engine wear
CORRECTIVE ACTION
la. Clean
or
replace spark plug.
1
b. See lgnition System section.
1
c. Check spark plug wire and replace
if necessary.
2a. See Carburetor Adjustment
2b. Check carburetor float
2c. Disassemble carburetor and clean
2d. Locate leak, check for loose carburetor.
section.
all passages.
3.
Drain fuel tank and refill with
fresh fuel.
4.
Clean or replace air cleaner.
la. Clean or replace spark plug
1
b.
See /snition System section.
2a. See Carburetor Adjustment
2b. Check carburetor float
2c.
Disassemble carburetor and clean
2d. Locate leak, check for loose carburetor.
section.
all internal passages.
3.
See Engine
Block
Assembly section.
6-
1
Page 25
TABLE
6-2.
TROUBLESHOOTING ENGINE PRIMARY SYSTEMS
Many troubleshooting procedures present hazards that
can
result in severe personal
injury
or
death.
Only
qualifiedservice personnel with knowledge of fuels, electricity, and machinery hazards
should perlorm service procedures. Review safety precautions
on
inside cover page.
TROUBLE
Engine Lacks
Power
Engine Overheats
POSSIBLE
CAUSE
1.
Faulty ignition due to:
a. worn or fouled spark plug
b. faulty ignition system
2.
Dirty air cleaner
3.
Restricted fuel flow due to
plugged fuel filter
4.
Incorrect fuel mixture due to:
a. incorrectly adjusted
b. incorrect float level or
c. dirt in carburetor
carburetor
5.
Exhaust system blocked
or
6.
Incorrect valve clearance
restricted
or defective valve(s)
7.
No
load speed set too low
8.
Excessive engine wear or
damage to engine
9.
Choke valve blockage or
choke lever set incorrectly
1.
Restricted air flow due to
dirt
or
debris blocking air
inlet or outlet
2.
Dirt or oil covering engine
cooling fins
3.
Cooling fan plugged or broken
4.
Lean
fuel
mixture due to:
a. incorrectly adjusted
b. incorrect float level
c. dirt
in
carburetor
carburetor
CORRECTIVE ACTION
la. Clean or replace spark plug.
1
b. See
Ignition System
section.
2.
Clean or replace air cleaner.
3.
Clean or replace fuel filter.
4a.
'See
Carburetor Adjustment
4b. Check carburetor float
section.
4c. Disassemble carburetor and can
all internal passages.
5.
Locate and remove cause of blockage.
6.
Adjust valve clearance/inspect valves
(see
Engine
Block
Assembly
section).
7.
Adjust governor setting.
8.
See
Engine
Block
Assembly
section.
9.
Open choke lever fully, if problem
continues see
fuel System
section.
1.
Clear away any debris that may
restrict airflow.
2.
Clean away all dirt and oil from
engine cooling fins.
3.
Inspect cooling fan,
see
Generator
Service
section.
4a.
See
Carburetor Adjustment
4b.
Check carburetor float
4c. Disassemble carburetor and clean
section.
all internal passages.
6-2
Page 26
.
TABLE
6-3.
TROUBLESHOOTING ENGINE PRIMARY SYSTEMS
Many troubleshooting procedures present hazards that can result in severe
personal
injury
or
laWAR"G1
death.
Only
qualiiiedservice personnel wifh knowledge oiiuels, electricify, andmachinery hazards
should
perform service procedures.
Review
safety
precautions on inside cover
page.
TROUBLE
Black Exhaust
Smoke
White or
BG
Exhaust Smoke
Engine Hunts
or Surges
POSSIBLE
CAUSE
1.
Rich fuel mixture due to:
a. dirty air cleaner
b. choke closed
c. incorrectly adjusted
carburetor
d. dirt in the carburetor
1.
Lean fuel mixture due to:
a. dirty air cleaner
b. incorrect float level
c. incorrectly adjusted
d. dirt in the carburetor
carburetor
2.
Clogged or faulty breather
3.
Contaminated fuel
4. Excessive engine wear
1.
Sticking
or
binding
governor linkage
2.
Incorrect governor
adjustment
.
3.
Faulty governor spring
'
4. Incorrect fuel mixture due to:
a. incorrectly adjusted
b. incorrect float level or
c. dirt in carburetor
carburetor
5.
Governor mechanism worn
excessively
6. Fuel supply problem caused by:
a. Dirty fuel filter
b.
Contaminated fuel supply
CORRECTIVE ACTION
1
a. Clean or replace air cleaner.
1
b. Check choke setting.
1
c. See Carburetor Adjustment
id. Disassemble carburetor and clean
section.
all internal passages.
1
a. Clean or replace air cleaner.
1
b. Check carburetor float
1
c: See Carburetor Adjustment
Id. Disassemble carburetor and clean
section.
all internal passages.
2.
Clean or replace breather.
3.
Drain and replace fuel.
4. See Engine Block Assembly section.
1.
Check linkage alignment and straighten
or
replace. Clean governor linkage.
2.
See Governor section.
3.
Replace governor spring.
4a. See Carburetor Adjustment
section.
4b. Check carburetor float
4c. Disassemble carburetor and clean
all internal passages.
5.
See Engine Block Assembly section.
6a. Clean or replace fuel filter.
6b. Drain and refill fuel supply.
6-3
Page 27
TABLE
6-4.
TROUBLESHOOTING ENGINE PRIMARY SYSTEMS
Many troubleshooting procedures present hazards that can result in severe personal injury or
deafh. Only qualifi~service personnel with knowledge
of
fuels, electricity, and machinery hazards
should perlorm service procedures. Review safety precautions
on
inside cover page.
’
POSSIBLE CAUSE
1.
Oil viscosity
is
too
light
2.
Crankcase breather valve
is
or oil is diluted
dirty or defective
~
TROUBLE
CORRECTIVE ACTION
1.
Drain oil and refill with correct
viscosity oil.
2.
Clean crankcase breather or replace
if defective.
High Oil
Consumption
5.
tight loading
1.
Low
oil level
2.
Low oil level switch defective
3.
Fouled
spark plug
(Note: New
engines sometimes
have high oil
consumption during
break-in)
5.
.
Do not run set at no load for long
periods of time.
1.
Add oil as required.
2.
Replace oil level switch (see
Engine
Block
Assembly section).
3.
Clean or replace spark plug.
Engine Shuts
Down and
Will
Not Restart
I
3.
Oil
leaks
4.
Excessive engine wear
3.
Locate source of leak and repair as
required.
’
4.
See Engine
Block
Assembly section.
4.
Faulty fuel system
4.
Refer to
Fuel
System section for
service procedures.
6-4
Page 28
EXHAUST
SYSTEM
The exhaust system consists of a muffler assembly that
has an exhaust pipe with a flange for mounting the
muffler directly to the engine. The assembly also has
a
heat shield and a short exhaust outlet pipe (Figure
6-1).
Most models also have a spark arrester screen that is
located inside the exhaust outlet pipe.
The muffler must be serviced immediately if inspection
reveals leaking joints or connections, loose fasteners,
or broken or damaged components. Always replace a
ment replacement part Do not attempt to repair a
broken muffler assembly by welding and do not replace
specifications. Mufflers with a spark arrester should be
cleaned periodically to prevent build-up of carbon deposits on the spark arrester screen (see Maintenance
Section
of
ODerator's manual). Failure to provide and
.
qy5LpE
defective muffler assembly with a new original equip-
SCREEN
\.
,.
i
worn out components with parts that
do
not meetfactory
as-1152-2
FIGURE
6-1.
TYPICAL
MUFFLER
ASSEMBLY
maintain a spark arrester mufiler can be in violation of
replacement exhaust parts.
the
engine
cowling
and
the
engine
cooling
fins.
The
the generator assembly, on the engine end
of
the rotor
the law. Contact an Onan Parts distributor for approved
generator is cooled by a centrifugal fan located inside
shaft. The generator fan draws cooing air in through the
generator end cover, across the stator and rotor, and
then discharges the heated air through the air outlet in
the adapter
plate.
-1
Exhaust
gas
presents
Ihe
Of
AWARN"G
personal
i"juw
Or
not operate the generator set
if
there are any exhaust
leaks. Have the exhaust system repaired before using
the generator set.
The air inlet openings and the air discharqe openinQs
must be kept free of any obstructions to avoTd restricting
openings should be removed during periodic maintenance. Debris might also become lodged between the
cooling
fins
on
the
engine
block
and
cylinder
head.
If
this happens, heat transfer is greatly reduced and
engine overheating can occur. Use a brush or low pres-
sure
compressed
air
to
any
dirt
or
debris that
may be lodged in the engine cooling fins.
Disassembly:
Allow
generator
set
to
before
airflow. Dirt, dust,
or
other debris that can clog the air
servicing.
I.
Remove the heat shield that covers the exhaust pipe
2.
Remove the mounting nuts that secure the muffler
and engine at the top of the muffler.
flange to the engine.
3.
Remove the screws that secure the muffler to the
muffler support bracket and remove the exhaust
gasket
Assembly:
Obtain the required Onan original replace-
ment parts and then proceed as indicated.
1.
Install a new exhaust gasket Mount the muffler
flange to the engine and install the mounting nuts
and support bracket screws finger tight to align all
the mounting holes.
2.
Tighten mounting hardware to the specified torque.
3.
Install heat shield and secure with mounting
screws.
.
COOLING
SYSTEM
The engine and generator are both air cooled. A constant airflow is critical for the engine and generator to
prevent excessive heat build-up. Engine cooling is
accomplished by a centrifugal fan that is part
of
the
engine flywheel (Figure6-2). Air isdrawn in through the
openings in the spiral case and
is
forced out between
GENERATOR
COOUNG
FAN
ENGINE
CObUNG
FAN
CS-1379
FIGURE
6-2.
TYPICAL
COOLING
AIRFLOW
6-5
Page 29
IGNITION
SYSTEM
Two types of ignition systems are used. The overhead
valve
(GH)
engines useaTransistor Magnet Ignition and
the side valve
(GS)
engines use a Capacitor Discharge
Ignition (CDI). Both systems are breakerless ignitions
that are energized by a magnet mounted on the fly-
wheel. For reliable generator set operation, the complete ignition system including thespark plug and associated wiring must be in good working order. Ifthespark
plug (seespark Plug section) and the wiring are in good
working condition, and low or no spark is produced
during engine cranking, proceed to the following ignition service sections.
Wiring
Check all ignition wiring for loose connections and cuts
or breaks in the insulation. Clean all terminals and con-
nections and test for continuity with an ohmmeter. Usea
megger to check for breaks in the spark plug wire
insulation.
Transistor Magnet Ignition
This ignition system consists of a Transistor Magnet
Unit that contains two main parts: an Ignition Control
Unit to generate primary current and secondary high
voltage, and an Ignition Time Control Unitto induce high
voltage in the ignition coil by controlling the primary
current. The ignition system also consists of a magnet,
mounted to the flywheel, that induces a voltage in the
Ignition Control Unit when the engine is cranked over.
See Figure
6-3.
6
C105Fq16
(1)
TRANSISTOR
MAGNET
UNIT
(2)
MAGNET
(3)
FLYWHEEL
(4)
STOP
SWlTCH
(5)
SPARK
PLUG
(6)
1P
CONNECTOR
Transistor Magnet Ignition
check:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Measure the clearance between the Transistor
Magnet Unit and the flywheel magnet (Figure 6-4).
If the clearance in not within 0.01
57
to 0.0236 inches
(0.4
to 0.6mm), loosen the mounting screws and
adjust clearance
to
fall within specified clearance.
C105F066
FIGURE
6-4.
MEASURllNG CLEARANCE BETWEEN
TRANSISTOR
MAGNET UNIT AND FLYWHEEL MAGNET
Disconnect the 1 P connector (Figure 6-3) from the
stop switch.
Disconnect the high voltage lead from the spark
Plug*
With an accurate analog ohmmeter, measure the
resistance between the
1
P
connector and a clean
metal ground point on the engine.
The resistance between the primary coil and
ground, measured in step
5,
should be approxi-
mately
0.5
to
1.3
ohms. If abnormal reading is mea-
sured, replace the Transistor Magnet Unit.
Measure the resistance between the spark plug
lead and a clean metal ground point on the engine
(Figure 6-5).
The resistance between the secondary coil and
ground, measured in step
7,
should be 9k to 13k
ohms. If abnormal reading is measured replace the
Transistor Magnet Unit
The remaining circuitry of the Transistor Magnet
Ignition Unit cannot be tested with a meter. If each of
the components in the ignition system test good and
low or no spark are produced, replace the Transistor Magnet
Unit.
FIGURE
6-3.
TRANSISTOR MAGNET IGNITION
6-6
Page 30
\
C105F067
FIGURE
6-5.
CHECKING SECONDARY COIL
Capacitor Discharge Ignition
This ignition system consists of three main parts:
A
rectifying and Charging Unit (in the CDI Unit) that stores
primary voltage from the exciter coil.
An
Ignition Time
Indicating Unit (in the CDI Unit) that provides a timed
signal to an SCR that deliversthe stored voltage to the
primary of the ignition coil. And an Ignition Coil Unit that
generates high voltage between the primary and
secondary winding for ignition spark. The ignition system also consists of a magnet, mounted to the flywheel,
that induces a voltage in the exciter coil when the
engine is cranked over. See Figure 6-6.
W
I
'
C105FO19
(1)
STOP
SWITCH
(2)
CHARGING
COIL
(3)ROTOR
(4)MAGNET
(5)
EXCITER
COIL
(6)
CDI
UNIT
(7)
CHARGING
CIRCUIT
(8)
SPARK
PLUG
FIGURE
6-6.
CAPACITOR DISCHARGE MAGNET IGNITION
Capacifor
Discharge Ignifion Check:
1.
Disconnect the
1
P
connectors (Figure6-7) 5,6, and
7.
Also
disconnect
the high voltage lead from the
spark plug.
lead and connector
6
(black and white lead).
2.
Measure the resistance between the spark plug
3.
The resistanceof the secondary coil, measured
in
step
2,
should be less than infinity but not less than
3.7k ohms.
If
abnormal reading is measured,
replace the Capacitor Discharge Unit
4.
Measure the resistance between connector 7 (black
and red) and connector 6 (black and white) to check
for asho rtor open circuit If ashortor open circuit is
measured replace the Capacitor Discharge Unit
(1)
CAPACITOR DISCHARGE
UNIT
(CDI)
(4)
HIGH VOLTAGE
CORD
(5)
1
P
CONNECTOR
(BLACQ
(6)
1P
CONNECTOR
(BLACKIWHITE)
(7)
1
P
CONNECTOR
(BLACK/RED)
FIGURE
6-7.
CAPACITOR DISCHARGE UNIT
5.
Disconnect leads 8,9,10, and
11
from the charge
and exciter coils (Figure 6-8).
6. Measure the resistance of the charging coil
between connectors 9 (yellow) and
10
(blue).
Resistance should be approximately
0.2
ohms.
7. Measure the resistance of the exciter coil between
connectors
8
(black and red lead) and
1
1
(black and
white lead). The resistance should be approxi-
mately
240
ohms.
8.
If
abnormal reading is measured, replace the igni-
tion coil unit
9.
The remaining circuitry of the Capacitor Discharge
ignition Unit cannot be tested with a meter.
If
each
of
the components in the ignition system test good and
low
or no sparkare produced, replace the Capacitor
Discharge Unit
6-7
Page 31
Cl05F070
/2\
CHARGING
COIL
,-,
-.
__
.. .
-. . .
- -
-
.-
(3)
EXCITER
COIL
(8)
1P
CONNECTOR
(BLACKIRED)
(9)
1P
CONNECTOR
VEUOW)
(10) 1 P
CONNECTOR
(BLUE)
(11) 1P
CONNECTOR
(BLACKIW6lITE)
FIGURE
6-8.
IGNITION
COIL UNIT
Spark
Plug
Remove and inspect the spark plug at the intervals
indicated in the Operator's Manual. Clean the electrode
with a wire brush to remove carbon deposits. Measure
and reset the electrode gap to the specified setting
(Figure
6-9).
Replace the spark plug
if
the electrode or
insulator are deformed or cracked.
The spark plug is located behind the control panel on
the
5.0
and
6.0
kW Pro models. If necessary, the fuel tank
can be raised for easier service access as follows:
1.
Let the generator set cool down completely. Check
fuel level in the fuel tank and reduce the level if tank
is full toavoid spilling. Usea pump designed for use
with fuels
to
lower
fuel tank level
and
store fuel
in
a
clean container designed for fuel storage.
2.
Close the fuel shutoff valveon the bottom ofthe fuel
tank.
3.
Remove the fuel tank mounting nuts and raise the
control panel side of the fuel tank high enough to
access the spark plug. Supportthe fuel
tank
to
pre-
vent tilting or dropping.
'
fuel presents the hazard oi iire
or
laWAR"G1
explosion that can cause severeper-
sonal injury or death. Shut iuel valve and handle iuel
tank careiully
to
prevent iuel leakage. Reduce iuel
level in iuel tank
to
reduce the risk
of
spilling fuel.
Do
not
permit any flame, spark, pilot light, cigarette,
or
other ignition
source
near the fuel system. Keep an
ABC fype
fire extinguisher nearby.
A
careful examination
of
the plug can often pinpoint the
source of an engine problem. The following section
covers some common spark plug conditions and the
probable cause.
.
,.
Carbon fouled - Check for a poor high tension lead
0
Oil fouled - Check for faulty choke operation, rich
connection or low compression.
fuet mixture, or dirty air filter.
Burned or Overheated - Check for leaking intake
manifold gasket, lean fuel mixture, or incorrect
spark plug type.
0
Chipped insulator - Bend only side electrode when
setting gap.
0
Splash Fouled - Check for accumulated combustion chamber deposits. See Cylinder Head section.
Light Tan or Grey Deposits - Normal plug color.
FIGURE
6,
MEASURING PLUG
ES-1462
np
6-8
Page 32
CRANKCASE VENTILATION
SYSTEM
The crankcase breather prevents pressure from building
up
in the
crankcase.
It
also
prevents
oil
contamination by removing moisture or gasoline vapors and other
harmful blow-by materials from the crankcase. These
vapors are routed to the carburetor where they are
mixed with the incoming air and burned in the combus-
tion chamber.
A
sticky breather valve can cause oil
leaks, high
oil
consumption, rough idle, reduced engine
power, and a rapid formation of sludge and varnish
within
the
engine.
If
the crankcase becomes pressur-
ized, as evidenced by oil leaks at the seals, use the
following procedures to service.
.
Remove the breather tube and access the breather (see
Engine Block Assembly, section
9).
Remove the
breather from the cylinder head and inspect
it.
The reed
valve must
be
flat with no sign of creases or other
damage. If the breather is defective, replace
it
If the
breather is dirty, clean it in parts cleaning solvent. Check
breather tube and air passages for clogging and clean
as required.
Most parts cleaning solvents are
1-1
flammable and can result in severe
personal injury
if
used improperly. Follow the manu-
fachrreJs
recommendations when cleaning parfs.
GOVERNOR
The engine governor maintains a constant engine
speed under various load conditions to limit variations
in generator output voltage and frequency. Engine
speed
variations directly affect the frequency, and
to
a
lesser extent the output voltage of the generator. An
increase
in
engine speed will cause a corresponding
increase
in
generator frequency and a decrease in
engine speed will cause a corresponding decrease in
frequency. Voltage is held fairly constant by the voltage
regulator when small variations in engine speed occur.
Contact
with
moving parts can cause
-1
severe personal injury. Keep
clothing,
ieweiry,
hands, and fingers clear while
adiusting
fhe
engine.
-1
A
hot muffler and other generator set
components can cause severe burns.
Always allow
the
generator set to
cool
before touching
any
componenfs.
Governor
and
Engine Speed Adjustments
An accurate frequency meter should be connected
to
the generator in order to correctly adjust the engine
speed.
A
binding
in
the governor shaft, governor linkage, or carburetor throttle will cause erratic governor
action
or
alternate increase and decrease in the engine
speed (hunting). A rich or lean carburetor adjustment
can cause hunting and a fouled spark plug can cause
missing and hunting.
The carburetor adjustment screws must be correctly
adjusted before governor adjustments are made. If the
carburetor needs adjusting, refer to the Carburetor
Adjustments section before making final adjustments to
the governor.
6-9
Page 33
GS130 ENGINE
GH280 ENGINE
WITH IDELMATIC
4
GH170 ENGINE
'q
\
5
2
4
GH400 ENGINE
M-1876
11
GH280 ENGINE
GH400 ENGINE
FS-1830-2
FS-1828-2
3
(1)
GOVERNOR LEVER
(2)
GOVERNOR LEVER
SHAFT
(3)SCREW NOTE:
SEE
SPECIFICATION
(4) HIGH-SPEED ADJUSTING SCREW
(5)
SPEED CONTROL LEVER
SECTION
FOR
MODEL
ENGINE NUMBER REFERENCE
FIGURE
6-10.
GOVERNOR ADJUSTMENTS
6-1
0
Page 34
Disconnect all loads from the generator set An accurate
frequency meter should be connected to the generator
output receptacle. Adjustments should be made
in
the
following sequence. To adjust the engine speed only,
proceed to steD
4.
Models
Wifh
1dlemafic:Set
the
Idlematic contml to
On. Adjust the high speed screw by turning
it
clockwise to increase engine speed
or
counter-
clockwise to decrease engine speed. One
full
turn
of
the adjustment screw
will
change the frequency
1.
2.
3.
4.
5.
Check the governor linkage for binding or exces-
sive looseness. Check the springs for bending
or
damage and straighten
or
replace as needed. Make
sure the spring(s) areattached tothecorrect mounting hole (Figure
6-1
0).
Loosen the screw at the lower end of the governor
lever [Figure
6-1
0).
Hold the throttle valve in the full yopen position with
the governor lever. Turn the groove on the governor
lever shaft fully clockwise with a screwdriver and
tighten in that position. Tighten the governor lever
tighteningscrew to5.1 to8.7ftlbs(6.9 to
11.8N.m).
Check to make sure throttle is held in the fuliy open
position after tightening.
Start the engine. Make sure the speed control lever
is in the high speed position or that the Idlematic is
Off
on’Pro models with. Idlematic. Operate the
generator set with no-load until it is warm. Refer to
Figure
6-10.
Check the no-load frequency for a normal reading
of
63.5
f0.5
Hz
(3780
-
3840
rpm)
or
53.5
k
0.5
Hz
(31 80
-
3240 rpm) for
50
Hz
models.
6.
If
an abnormal reading is measured, adjust the
speed as follows:
Models
Without
Idlemafk
Move the speed control
lever to a position between the high and low speed
settings. Adjust the high speed screw by turning it
counterclockwise to increase engine speed or
clockwise to decrease engine speed.
Models Below
5
kW.
One full turn of the adjustment
screw will change the frequency approximately
1
-
1
/4
Hertz.
Do
not turn the adjustment screw more
than 2 turns.
5
kW Models: One full turn of the adjustment screw
will change the frequency approximately
4
Hertz.
Do
not turn the adjustment screw more than
1/2
turn.
After making an initial adjustment, move the speed
control
lever to the high speed setting and recheck
frequency. Repeat this process until a normal no-
load speed
is
obtained.
approximately 3.7 Hertz.
Do
not turn the adjustment
screw more than
314
turns. After making an initial
adjustment, set the Idlematic control to
Off
and
recheck frequency. Repeat this process until
a
normal no-load speed is obtained.
Springs tend to lose their calibrated tension through
fatigue after long usage and may require replace-
ment If the governor action
is
erratic after adjustments are made, replace the spring. If this does not
improve operation, the problem may be within the
governor mechanism (see engine Block Assembly,
section
9).
FUEL
SYSTEM
The main components of the fuel system are the carburetor, air filter assembly, and fuel filter. Each of the
components in the fuel system must be in good working
condition and the carburetor must be properly adjusted
for efficient generator set operation. Referto thefollow-
ing sections for servicing each of these components.
See Figure
6-1
1.
Air Filter Assembly
Service the air filter at the intervals recommended in the
Operator’s Manual. In dusty conditions, service the air
filter more often. When replacing the air filter, use only
an Onan-approved filter. There are three types of air
filter assemblies used on these models: foam filter only,
foam wrapper on paper element, and paper element
only. Follow the filter service procedures that apply to
the filter system on the generator set
1.
Carefully remove the air cleaner cover and remove
the air cleaner element
2.
Follow the service procedures listed by the type of
filter used.
Foam
Wrapper
On
Paper Filter: Remove foam
wrapper and wash
in
detergentand water.
Dry
foam
wrapper thoroughly. Use low pressure air on the
inside of the paper element to remove dust and dirt.
Replace paper element at every sixth cleaning or
sooner if dusty operating conditions exist
PaperFi/ferOn/y:Use low pressureair on the inside
of the paper element to remove dust and dirt.
Replace paper element at every sixth cleaning or
sooner if dusty operating conditions exist.
3.
Reassemble filter into the housing and carefully
install the air cleaner cover.
6-1
1
Page 35
MOUNTING
TABS
(DO
NOT
TWIST)
CARTRIDGE-
Service fuel filter on models wa fuel sediment bowls as
follo
ws:
1.
Turn the fuel supply valve to the closed position and
allow the set to operate until it runs out of fuel. Let the
generator set cool down before proceeding.
2.
Remove the fuel line from the fuel shutoff valve and
collect the fuel in
a
suitable container.
3.
Unscrew the sediment bowl from the fuel supply
valve and clean
it.
4.
Remove the screen and clean any dirt and particulate
off
the screen.
5.
Reinstall the screen and sediment bowl. Attach the
fuel.line securely to the fuel shutoff valve.
Service in-line fuel filiers as follows:
1.
Turn the fuel supply valve to the closed position and
allow the set to operate until it runs out of fuel. Let
the generator set cool down before proceeding.
2.
Remove in-line fuel filter and collect fuel in a suitable container. Discard used fuel filter and install new
fuel fiIter.Attachfue1 linessecurely tothefuel filterto
prevent fuel leakage.
1
COVER
Fs-1540
Models with the fuel shutoff located below the fuel tank
have a filter screen mounted inside the fuel shutoff
elbow. The screen should be cleaned when perfor-
mance problems occur
or
bad fuel
is
suspected.
FOAM
\
C--.
FUEL
VALVE
SCREEN
-
O-RING
,-
SEDIMENT
BOWL
Y-1846
COVER
Fs-1825
FIGURE
6-11.
AIR
CLEANER
SERVICE
Fuel Filter
Clean or replace the fuel filter at the interval recom-'
mended in the Operator's manual or if performance
problems occur and bad fuel
is
suspected. Refer
to
Figure
6-12.
)awnRNINcI
fuel presents
ihe
hazard of fire
or
explosion that can cause severe per-
sonal
injury
or
death.
Do
not permit any flame, spark,
pilot light, cigarette,
or
other ignition source near the
iuel system. Inspect
for
fuel leaks any fime service is
performed
on
the fuel system. Keep a fire exfinguisher
rated
ABC
near work area.
FSlU7-1
5.OSTANDAAD
(M'ICALIN-LINE
FILTER)
FIGURE
6-12.
FUEL FILTER
6-1
a
Page 36
Carburetor
The following section describes carburetor removal,
disassembly, cleaning and adjusting procedures. Car-
buretor problems that are not corrected by carburetor
adjustments are usually the result of gummed-up fuel
passages or worn internal parts.
Fuel presents the hazard of fire or
liEEiBl
explosion
that
can
cause
severepersonalinjury or death. Close the iuel valve and drain the
fuel irom the float chamber when servicing carburetor.
Do
not
permit
any
flame, spark, pilot light, cigarette, or
other ignition source near the iuel system. Keep an
ABC type fire extinguisher nearby.
Carburetor Removal:
*
Remove the carburetor and flange (Figure 6-13).
Carefully remove the governor connecting rod and
spring.
Loosen the drain screw and drain the fuel from the
float chamber (Figure 6-14).
FLANGE
FS-1829
FIGURE 6-13. CARBURETOR REMOVAL
Carburetor Disassembly and Cleaning:
1. Carefully note the position while removing all parts.
2.
Remove the float chamber and main nozzle holder.
3.
Carefully note the position of the float assembly
parts, then slide out the arm pin and remove the float
and the needle valve together. Replace float if it
contains fuel.
4. Remove the main jet and main nozzle.
Do
not remove the choke or throttle plates, shafts,
arms or governor link bushing unless they are
defective.
5.
Soak all metal parts in carburetor cleaner.
Do
not
use carburetor cleaner on non-metal parts.
6. Clean carburetor air passage with compressed air.
Be
careful to remove any dust or dirt between the
needle valve and valve seat
or
fuel
overflow
could
result
Do
not use wire or other objects for cleaning
that might increase the size of critical passages.
PILOT
JET
12,fi
PILOT
SCREW
FLOAT
CHAMBER
CO31FO.58
f
DRAIN
SCRNV
FOR
MODELS
WlTHOUT
SIDE
DRAIN
FIGURE 6-14. TYPICAL CARBURETOR ASSEMBLY
Carburetor Adiustmenfs:
A pilot screw that is out of adjustment can cause a
loss
of power and engine damage. Before adjusting the carburetor make sure the ignition system is working properly and the governor is correctly set.
Contact with hot or moving parts can
@@%!!&I
cause severe personal
injury.
Keep
clothing, jewelry, hands and ringers clear while adjust-
ing carburetor.
Do
not touch generator set or muffler
during or after operafion.
Start
the engine and allow it to warm up for 10 minutes.
The location of the adjustment screws are shown in
Figure 6-14. Use the following procedures to adjust
1.
Stop the generator set and attach afrequency meter
(and voltmeter on sets without voltmeters) to the 120
VAC receptacle.
2. Turn the pilot screw in gently until it is seated and
then back it out approximately
1-1
12 turns.
3. Start the engine and make sure the engine speed
lever is set to high
“H”.
Verify that the frequency is
within
62.5
+
or
-
0.5
hertz. Refer to Governor section if adjustment is necessary to obtain required
frequency.
4. Move the governor arm to bring the throttle up
against the stop screw. Adjust the stop screw to
obtain a setting
of
55
+
or
-
1
hertz.
6-1
3
Page 37
5.
Adjust the pilot screw while observing the frequency meter and voltmeter to obtain the highest
possible reading.
6.
Release the governor linkage and observe the stability
of
the set. Add and removeaload to make sure
the set does not bog down or hunt If erratic operation occurs, back the pilot screw out slightly and
recheck. Return to the Governor section to make
final adjustments.
RECOIL STARTER
Recoil starters are included with each
of
the portable
models, including the electric start models. If the starter
rope or recoil spring require service, carefully follow the
instructions listed below. The following instructions are
for atypical recoil starter, some design variations occur
between models and attention should be paid to the
disassembly process to help in reassembly.
Contact with sharp or moving parts
l&SZEI
can cause severe personal
injury.
Work carefully and wear protective eye wear, gloves,
and clothing when working
on
the recoil starter due to
the possibility of sharp flying and rotating parts.
Recoil Starter Disassembly:
1.
Remove the recoil starter assembly from the spiral
case (Figure
6-1
5)
and check operation.
If
the recoil
starter operates properly and the engine was diffi-
cult to turn over, the problem could be in the Engine
Block Assembly (Section
9).
13
9
(1)
START
PUW
(2)
FLANGE
NUT
(3)
FRICTION
PLATE
ilri
RATCHET
GUIDE
/
FRICTION
SPRING
(6)
THRUST
WASHER
(7)
SUB
SHAFT
(8)
REEL
(9)
SPIRAL
SPRING
(IO)
RATCHET
(11)
RATCHET PIN
(12)
STARTER
CASE
(13)
SPIRAL
CASE
m-1063
FIGURE
6-15.
TYPICAL RECOIL
STARTER
ASSEMBLY
2.
Slowly pull the starter rope out by its handle until it is
all the way out. Note the number
of
revolutions
required to pull rope all the way out
3.
Hold
the reel with pressure in the direction of the
arrow shown in Figure
6-16
to prevent
it
from
unwinding. Remove the rope from the reel, keep
pressure on the reel and carefully allow the reel
to
slowly unwind until
it
stops rotating.
4.
If
rope replacement is all that
is
needed, proceed to
step
5
of the assembly section.
If
spring replacement
is necessary proceed to step
5
of this section.
Moving parts can cause severe
personal injury.
Do
not
proceed
without using protective eye wear, gloves and
clothing.
Id
SAllF053
f"
FIGURE
6-16.
STARTER ROPE
REMOVAL
5.
Remove the friction plate mounting nut, friction
plate, ratchet guide, ratchet, and friction spring
(Figure
6-15).
6.
Proceed carefully because the spiral spring
is
always undertension and it can spring out (unwind)
when lifting the reel. Slowly
lift
out the reel while
rotating it slightly clockwise and counterclockwise
to disengage the spiral spring from the spring hook.
Note the direction that the coil
is
wound.
7.
Carefully remove the spring and replace it in the
same direction that it came out according to the
assembly instruction in the following section.
Recoil
Starter
Assembly:
Moving parts can cause severe per-
laWAR"Gl
sonal injury.
Do
not proceed without
using protective eye wear, gloves and clothing.
1.
Engage the outer end of the spiral spring in the
notch in the recoil starter and rewind the spring into
the reel.
6-1
4
Page 38
b
2.
If
the
outer end
of
the spira1,spring projects outward
after winding thespring, bend theend inward. Make
sure
inner
end
of
the
spiral spring will come in
contact with the shaft
3.
Apply
heat resistant grease
to
the spring.
4.
With the reel and spiral spring in alignment with the
starter shaft, install the reel. Install the friction
spring, ratchet guide, ratchet, friction plate and
mounting nut on the starter shaft. Secure clutch
plate mounting nut (Figure
6-15).
5.
Carefully wind the reel
in
the direction shown in
Figure6-16 the number of revolutions counted during disassembly. Hold the reel to prevent it from
unwinding.
6.
Install the’starter rope by threading it through the
reel and out the opening in the starter case. Secure
the rope to the starter handle and allow the starter
coil to slowly unwind.
7,
Check ratchet operation before installing the recoil
starter on the generator set
ELECTRIC STARTER
A
12-volt electric starter with negative ground
is
used
for cranking the generator set on certain models.
Because the starter is an integral part of the set control
system, check the control circuitry (refer to the Control
section) before servicing the starter. Testthe starter and
starter solenoid prior to disassembling the starter for
service. Use the following procedures
to
disassemble,
inspect, and reassemble the starter.
Starter
Test
1.
Disconnect the battery and control leads from the
2.
Remove the starter assembly from thegenerator set
starter and starter solenoid (tag leads).
3.
Disconnect the lead from the
“C”
terminal
of
the
starter.
4.
Connect a jumper lead from the battery positive
(+)
to the lead removed
in
step 3 (Figure 6-1
7).
5.
Connect a jumper lead momentarily between the
starter body and the negative
(-)
battery terminal.
6. If the motor does not run, proceed to Starter Service,
if the motor does run, proceed to the Starter Solenoid Test
Starter Solenoid Test
(GH280
Engine)
1.
Connect a jumper lead between the battery positive
(+)
terminal and the starter solenoid
“S”
terminal
(Figure 6-1
8).
2.
Momentarily connect a jumper lead between the
battery negative
(-)
terminal and the solenoid body.
The solenoid contacts should close. If the solenoid
does not activate, replace
it
C105F072
FIGURE
6-17.
STARTER MOTOR TEST
FIGURE
6-18.
STARTER
SOLENOID
TEST
(GH280
Engine)
6-1
5
Page 39
Starter Solenoid Test
(GH400
Engine)
1.
Connect jumper leads from the battery negative
(-)
terminal to the body of the solenoid and to the
“C”
terminal of the solenoid (Figure 6-19).
2.
Do
not energize solenoid for more than fiveseconds
or component failure can occur. The solenoid
should activate when a jumper is connected
between the battery positive
(+)
terminal and the
solenoid
“S
terminal. The solenoid should remain
activated when the jumper is removed from the
negative
(-)
battery terminal.
3.
If the solenoid does not activate and work as described
in
step
2,
replace
it
/
D5F072
C
FIGURE
639.
STARTER SOLENOID TEST (GH400 ENGINE)
(1)
SNAP RING
(2)
BUSHING
(3)
SPRING
(4)
OVERRUNNING CLUTCH
(5)
HOUSING
(7)
CONTACTOR
(8)
ARMATURE
(9)
YOKE
(10)
BRUSH HOLDER
(11)
O-RING
(12)
BRUSH
(13)
END-FRAME
(6)
O-RING
A091
F036
FIGURE 6-20. STARTER ASSEMBLY - GH280 ENGINE
Starter Service
Contact with moving parts can cause
severe personal injury. Work carefully when disassembling the starter because it contains springs that are under tension. Wear protective
eye
wear during service.
.
To completely disassemble the starter, refer to Figures
6-20 or 6-21. Be careful when removing the brush and
commutator to avoid damage. The brush springs are
under tension and should be removed carefully.
(1)
PLUG
(2) BUSHING
(3)
STARTER DRIVE HOUSING
(4) MAGNET
SWITCH
MOUNTING NUT
(4
DRIVE
LEVER
(6)
PINION STOP NUT
m
GASKET
isi
MAGNET
SWITCH
(9)NUT
(10)
WASHER
ii
1
j
SNAP
RING
(12) OVERRUNNING CLUTCH
(13) ARMATURE
(14) THROUGH BOLT
(15)
YOKE
(16)
BRUSH
(17)
CONNECTING LEAD
(18)
BRUSH HOLDER
(19) BRUSH SPRING
(20)
INSULATOR
(21) BUSHING
(22)
END FRAME
(23) COVER
*APPLY GREASE
9
I
8
\
16
15
0347F094
FIGURE
6-21.
STARTER ASSEMBLY - GH400 ENGINE
6-1
6
Page 40
Starter
Checks
Overrunning
CIUtch
1.
Check
the
clutch
for
smooth
operation
(Figure
2.
The overrunning clutch should engage and rotate
with the pinion shaft and disengage in reverse.
6-22.).
C093F032
FIGURE 6-22. OVERRUNNING CLUTCH
Armature
1.
Use an ohmmeter to check for continuity
between
thearmaturesegmentsasshown
in Figure
6-23.
2.
Continuityshould be measured between each ofthe
segments.
If
any
of
the segments are open, replace
the armature.
\\
SAlOF097
FIGURE 6-23. MEASUREMENT BETWEEN COMMUTATOR
SEGMENTS
3.
Measure lcontinuity between the commutator seg-
ments and the armature coil core (Figure
6-24),
and
between commutator segments and the armature
shaft (Figure
6-25).
4.
If
continuity is measured between the commutator
segments and the armature coil core or armature
shaft, replace the armature.
SA10F098
FIGURE
6-24.
COMMUTATOR TO CORE MEASUREMENT
SA10F099
FIGURE
6-25.
COMMUTATOR
TO
SHAFT
MEASUREMENT
5.
Checkfor continuity between the armature coil core
and the armature shaft (Figure
6-26).
If continuity is
measured replace the armature.
SA1
OF
100
FIGURE 6-26. ARMATURE CORE
TO
SHAFT
MEASUREMENT
6-1
7
Page 41
\
Brush Wear
1.
Measure the brush length, dimension
“A”
in Figure
2.
If
the length is less than 0.366 in (9.3 mm) on
GH280
engine starter
or
0.236 in (6.0 mm) on GH400engine
starter, replace the brush holder assembly.
6-27.
0610M67
FIGURE 6-29. MEASURING COMMUTATOR O.D.
5.
Measure the mica undercut depth (Figure 6-30).
6.
If
the undercut depth is less than
0.0079
in (0.2 mm),
use
a
saw blade to under cut the mica between the
segments.
CO22F059
FIGURE 6-27. MEASURING BRUSH LENGTH
Brush
Holder
1.
Check continuity between the positive
(+)
brush
holder and ground (Figure 6-28).
If
continuity is
measured replace the brush holder.
FIGURE 6-28. BRUSH HOLDER CHECK
Commutator
and Mica
with sandpaper.
a vernier caliper (Figure 6-29).
1.
If
the commutator surface is dirty
or
dusty, clean it
2. Measure the commutator
O.D.
at several points with
3.
If
the
minimum
O.D.
is
less
than 1.039
in
(26.4
mm)
on GH280 engine starter
or
1.063 in (27 mm) on
GH400
engine starter, replace the armature.
4.
If
the difference between measurements exceeds
0.016 in (0.4 mm), correct the commutator on a lathe.
C022F058
(1)
MICA
(2)
SEGMENT
(3)
DEPTH
OF
MICA
NOT
ACCEPTABLE
ACCEPTABLE
FIGURE 6-30. MICA UNDERCUT SERVICE
Field
Coil
(GH400
ENGINE)
1.
Check continuity across the yoke and brush with an
ohmmeter (Figure 6-31).
If
continuity is not mea-
sured replace the yoke assembly.
/
0347F095
\\
FIGURE
6-31.
FIELD COIL CHECK
6-1
8
Page 42
b
Armature
Shaft
Bushings
(GH400) Engine)
1.
Measure the bushing
I.D.
on
the
front and rear bush-
ing (Figure
6-32).
2.
Measure the Armature shaft
O.D.
on both ends (Fig-
ure
6-33).
3.
If
the clearance exceeds
0.0079
in
(0.2
mm) replace
the bushing.
06
i,
Hot
and
moving
parts can cause
1-1
severe
personal
injwy.
Attach
and
remove
oilpressure
gauge
when set
is
not
running.
Do
not touch set
during
operation
and
do
not touch hot
surfaces after operation.
oil
pressure
check;
1.
Remove the engine block screw plug and attach an
2.
Check to make sure engine oil level is full.
3.
Start
the engine and allow
it
to warm up.
4.
Measure the oil pressure at
full
speed. Oil pressure
should measure
4
psi
(29
kPa)
or
more.
If
oil pressure
is less than normal, proceed to Oil Pump Wear
Check.
oil pressure tester as shown in Figure
6-34.
1
OF065
FIGURE
6-32.
MEASURING
BUSHING
I.D.
IS-1200
OIL
PUMP
COVER
FIGURE
6-34.
CHECKING
OIL PRESSURE
,061OF066
FIGURE
6-33.
MEASURING
ARMATURE
SHAFT
O.D.
OIL
PUMP
(GH400
ENGINE)
The engine uses a trochoid type
oil
pump. The pump
consists of a 4-lobe inner rotor that is eccentrically
engaged with the 5-lobe outer rotor (Figure
6-35).
The
inner rotor is driven by the crankshaft via gears, which in
turn rotate the outer rotor. The
two
rotors rotate in the
same direction and the difference in the number
of
lobes
creates space between the lobes. As the space between
the lobes becomes smaller, the
oil
pressure increases
and
oil
is pumped
out
When the space between the lobes
begins to increase, a negative pressure is created that
draws oil into the
oil
pump. The
oil
pump output pressure
and wear can be checked as described in the following
sections.
.
Oil
Pump
Wear
Check:
1.
Drain engine oil.
2.
Remove the oil pump cover (Figure
6-34).
3.
Measure
the
clearance between the high point on the
inner rotor and
a
high point on the outer rotor with a
feeler gauge (Figure
6-35).
4.
If
the clearance exceeds
0.0079
inches
(0.20
mm)
replace the oil pump rotor assembly.
w
0610F044
FIGURE
635.
MEASURING
CLEARANCE BETWEEN
ROTORS
6-1
9
Page 43
5.
6.
Measure the clearance between the outer rotor and
the pump body with a feeler gauge (Figure
6-36).
If
the
'Iearance
exceeds
0'0098
inches
(0'25
mm)
replace the oil pump rotor assembly.
OIL PRESSURE RELIEF
VALVE
(GH400
ENGINE)
The relief valve prevents damage to the lubricating sys-
tem due to high oil pressure. The valve is a piston type
direct acting relief valve. When oil pressure exceeds the
upper limit, the relief valve is pushed back and excess
oil
is allowed to escape.
To
inspect and clean the relief
valve, remove the plug, gasket, spring and relief valve as
shown in Figure
6-38.
0610FO45
FIGURE
6-36.
MEASURING CLEARANCE BETWEEN OUTER
ROTOR
AND
PUMP
BODY
7.
Put a strip of press gauge onto the rotor face with
8.
Install the cover and tighten the mounting screws.
9.
Carefully remove the cover and measure the
depression of press gauge with
a
sheet of gauge.
10.
If the clearance exceeds
0.0098
inches
(0.25
mm)
replace the oil pump rotor assembly,
grease (Figure
6-37).
Ls.1201
REU~F
VALVE
FIGURE
6-38.
OIL
PRESSURE
RELIEF VALVE
FIGURE
6-37.
MEASURING CLEARANCE
BETWEEN
ROTOR
AND COVER
6-20
Page 44
OIL
WATCH SYSTEM
Each model contains an
Oil
Watch System that is
designed
to
prevent engine damage due to a
low
oil
level (or low
oil
pressure on models with the
GH400
engine). The actual design of the Oil Watch System
varies with engine size and type. Figure
6-39
show a
typical Oil Watch System. Each system consists of an Oil
Watch Unit, an LED lamp, and an Oil Level Switch or Oil
Pressure Switch.
r
Oil
Level Switch:
uses a float to monitor the oil level
in
the crankcase. When the oil level goes below the normal
working level, the float moves down and closes the
switch.
A
continuity test of the switch can be made
between the lead from the Oil Level Switch and ground.
The meter will indicate an open circuit when the crankcase has a sufficient oil level and indicate
a
short when
the oil level is below the normal working level.
Oil Pfessufe
Switch
(GH400):
senses crankcase oil
pressure and closes its contacts when the crankcase oil
pressure goes below
4
psi.
Oil Watch Unit (Except
GH400):
when the
Oil
Level
Switch closes,
the
ignition voltage, from the primary of
the Ignition Coil, isgrounded through the
Oil
Watch unit
and the Oil Level Switch causing the engine to stop. At
the same time the
Oil
Watch Unit, powered by the voltage from the ignition coil, sends a signal to the LED lamp
causing itto illuminate, indicating thattheoil level is low.
Oil
Waf&
Unit
(GH400):
has a built in time delay of
approximately
15
seconds that prevents the engine from
being shutdown beforetheoil pump hasenough timeto
build up oil pressure.Afterthedelay, iftheoil pressure is
not at least
4
psi, the Low Oil Pressure Switch will
ground the ignition voltage and cause the engine to
stop. At the same time, the Oil Watch Unit sends asignal
to the LED causing it to illuminate, indicating that the oil
pressure is low.
TO
IGNITION
OIL
WATCH
OIL
LEVEL
SWITCH
Ls1202
FIGURE
6-39.
TYPICAL
OIL
WATCH
SYSTEM
.
6-21
Page 45
.
Page 46
Section
7.
Control
INTRODUCTION
The control system includes all of the functions that
relate to starting, monitoring for fault conditions, instru-
mentation, battery charging, and stopping. This section
describes the control components, control operation,
and basic troubleshooting procedures for the control
system.
U
CONTROL
PANEL
This section describes the function and operation of the
generator set controls for all of the models. Some control featuresare not available on certain models. Review
each of the control descriptions that apply to your spe-
cific model.
Control Components
Engine On/Off Switch (Standard Series):
Mounted on
the engine, allows engine starting when the On/Off
switch is set to the On position. When the switch is set to
the
Off
position, it stops engine operation.
On/Stop Switch
(Pro
Series):
Allows the engine to be
started any time that the switch is in the On position.
Stops engine operation when held in the Stop position.
Staff/On/StopSwitch (Electric Staff Models):
Pushing
switch into the Start position begins engine cranking.
When engine starts, release the switch and it
will
return
to the On position. To stop theengine, hold theswitch in
the Stop position until the engine stops running.
Low
Oil
Light:
Indicates low engine oil level. Low Oil
Light will fiash during cranking (except GH400 engine)
or
will
flash during operation and the generator set will
stop
if
the engine oil level is below the low working level.
Fuel Gauge:
Indicates the present fuel level in the
generator set fuel tank.
Voltmeter:
Indicates generator
AC
output line voltage.
AC
andDC
Circuit Breakers:
Provide protection for the
generator from short circuits or overloads.
Full Power
Switch:
Allows operator to select full power
operation from the 120 VAC receptacles or shared
power between the 120 VAC and 240 VAC receptacles.
Switch setting also affects voltmeter readings; refer to
voltmeter description.
ldlematic
Swifccc
Automatic engine speed control. In
the On position, the engine operates at idlespeed until a
load is applied. The ldlematic automatically increases
the engine to full speed when a load is applied. This
feature reduces engine wear and conserves energy. In
the
Off
position the engine operates at full speed.
Additional Controls
Fuel Valve:
Controls fuel flow to engine. Setting fuel
valve to Open position allows fuel to flow to engine. Set
fuel valve to Closed position when generator set is not in
use.
Choke Lever:
Restricts air flow to the carburetor for
starting a cold engine.
Speed Control Lever:
Sets engine speed. This lever
should be maintained in the highspeed
((‘HI’)
position at
all times. Periodically check setting to make sure it is in
the proper position.
CONTROL
OPERATION
This section describes the control operation for both the
electric start and recoil start models. Follow the control
operation that is similar
to
your specific model. Refer to
the schematic diagram for your specific model to help
follow the circuit description (see Section 11). For actual
engine starting, refer to the Operator’s manual to review
important safety precautions and operating
instructions.
Electric Start
Holding the Start/On/Stop switch
in
the Start position
connects battery positive
(B+)
to the start solenoid. The
solenoid energizes and closesthe solenoid switch. The
solenoid switch connects battery positive
(B+)
to the start-
er and the engine begins to crank.
As
the engine starts to
run, the Start/On/Stop switch should
be
released. The
switch will automatically return to the center
(On)
posi-
tion and the engine will continue to run. In the On posi-
tion, power is no longer connected to the starter solenoid and the solenoid switch opens removing power
from the starter motor.
Electric start models can also be recoil started
when
the
start/on/stop switch is placed in the On position.
7-1
Page 47
Recoil Start
Move the Engine On/Off switch, located on the engine
housing, to the On position. This opens a ground path
from the Ignition Control Unit and allows ignition spark
to develop in the magneto-type ignition when the recoil
starter is pulled.
Oil
Watch
The Oil Watch monitors the engine oil level. If theengine
oil level is low, the Oil Watch indicator illuminates and
the Oil Watch grounds theoutputfrom the Ignition Control Unit to stop the engine.
Battery Charge Circuit - Electric Start
Models
Only
The charging circuit supplies battery charge voltage. It
consists of an AC output voltage from the Ignition Con-
trol Unit. The output is rectified to DC by a diode. This
charges the battery at a variable rate
(1
ampere maxi-
mum) during set operation. The charge rate varies with
the generator load and battery condition.
Stopping
Holding theStart/On/Stop, On/Stop, or Engine On/Off
switch (depending on model) in the
Off
position causes
the output from the Ignition Control Unit to be grounded.
This eliminates ignition voltage and stops the engine.
If
switch does not stop engine, check to makesure switch
wiring is making proper contact.
CONTROL TROUBLESHOOTING
Use the following troubleshooting guide to help locate
problems related to the control components only. Refer
to the appropriate wiring diagram in Section
11,
for
wiring terminal identifications.
The troubleshooting guide covers both the electric start
models and the recoil start models. After identifying the
problem, refer to the guide for the possible cause and
the recommended corrective action.
Always refer to the specific wiring diagram that corres-
ponds to the model number of the generator set when
troubleshooting.
TABLE
7-1.
CONTROL TROUBLESHOOTING
Many troubleshooting procedures present hazards fhat can result in severe personal injury or
-1
death. On/y qualifiedservice personnel with knowledge of fuels, electricity, and machinery hazards
should perform service procedures. Review safety precautions on inside cover page.
Engine Does
Not Crank
(Electric Start
Models Only)
POSSIBLE
CAUSE
1.
Defective Start'/On/Stop switch.
2.
Open circuit
in
wiring between
Start/On/Stop switch and
starter solenoid or between
battery and starter.
3. Insufficient voltage for
cranking due to:
a. Battery not charged, or
b. terminal connections loose
or dirty
c. defective charge circuit
d. defective Ignition Control
Unit charge circuit
4.
Defective starter solenoid or
starter.
CORRECTIVE ACTION
1.
Check switch for continuity and replace
if defective.
2.
Check wiring and connections for
continuity and repair if defective.
3a. Check condition of battery and
recharge or replace as needed.
3b. Clean and tighten battery cable
connections, starter connections and
ground connections.
3c. Check diode and replace if defective.
3d. Refer
to
Section
6,
Engine - Primary
Systems for test procedures.
4.
Refer to Section
6,
Engine - Primary
Systems for test procedures.
7-2
Page 48
TABLE
7-2.
CONTROL TROUBLESHOOTING
Many troubleshooting procedures present hazards that
can
result in severe personal
injury
or
b@!&%d
death.
On/y
qualifiedservice personnel
with
knowledge
of fuels, electricity, andmachinery hazards
should
perform
service procedures. Review safety precautions
on
inside cover page.
TROUBLE
Engine Does
vot
start
:Recoil Start
Models Only)
3.111
Power Switch
3oes Not Function
'roperly
:Only used on
:ertain models)
dlematic Does Not
3perate
:Only used on
:ertain models)
Zngine Cannot
Be
l'urned
Off
With
switch
POSSIBLE
CAUSE
1.
Defective On/Stop
or
Engine
On/Off switch.
2.
Open circuit in wiring between
On/Stop or Engine On/Off
switch.
3.
Defective Ignition Module
4.
Low oil level
~~ ~ ~
1.
Defective
Full
Power switch
2.
Wire connections to Full Power
switch are not making contact
or are miswired.
1.
Defective ldlematic switch.
2.
Wire connections to ldlematic
switch, ldlematic Control, or
Idlematic Solenoid are not
making contact
or
are miswired
3.
Defective Idlematic Solenoid.
4.
Defective ldlematic Control.
1.
Defective Start/On/Stop switch,
On/Start switch, or Engine
On/Off switch.
2.
Open circuit in switch wiring.
CORRECTIVE ACTION
1.
Check switch for continuity and replace
if defective.
2.
Check wiring and connections for
continuity and repair if defective.
3.
Refer
to
Section
6,
Engine - Primary
Systems for test procedures.
4.
.
Check oil level and fill if necessary.
1.
Check switch for continuity and replace
if defective.
2.
Check for good wire connections and
compare connections with wiring diagram
in Section
11.
1.
Check switch for continuity and replace
if defective.
2.
Check for good wire connections and
compare connections with wiring diagram
in
Section
11.
3.
Check ldlematic solenoid for a binding
plunger movement
4.
Check to see that the appropriate
generator leads pass through the current
transformer. Test ldlematic Control.
1.
Check switch for continuity and replace
if defective.
2.
Check wire connections to switch.
.
7-3
Page 49
CONTROL
TESTS
The following control component checks are an aid to
isolating faulty components. Disconnect battery leads
(electric start models) before servicing. Always discon-
nect the negative
(-)
battery cable firstto reduce the risk
of arcing.
Many troubleshooting procedures
aresent hazards that can resulf in
severe personal
i&ry
or death. Only qualified service
personnel with knowledge of fuels, electricity, and
machinery hazards should perform service
procedures. Review safety precautions on the inside
cover page.
Start/On/Stop Switch
Remove the control panel mounting screwsand pull the
panel forward. Disconnect and tag the wires from the
switch-and connect an ohmmeter to the contacts shown
in
Figure 7-1. Continuity should be measured between
terminals 1
-
2 and
5
-
6
when the switch is held in one
direction and between 2
-
3
and 4
-
5
when the switch is
held in the other position. Infinity should be measured
between each of these pairs of contacts when the
switch is released to its normally open center position. If
an abnormal reading is measured replace the switch.
Engine
On/Off Switch
Remove the switch mounting bracket and disconnect
the wires from the switch. Connect an ohmmeter
between the
two
contacts on the rear of the switch. The
meter should indicate infinity when the switch is in the
On position and continuity when the switch is in the
Off
position. If an abnormal reading ismeasured replace the
switch.
Full
Power Switch
Remove the control panel mounting screws and pull the
panel forward. Disconnect and tag the wires from the
switch. Connect an ohmmeter to each set of contacts
shown in Figure 7-2. Continuity should be measured as
indicated by the schematic in Figure 7-2. The schematic
shows the switch in the
AC
120V Only (full power) posi-
tion. The dotted lines indicate continuity in the
AC
120/240V position. If an abnormal reading is measured
replace the switch.
7
4l
\
\
12
/I
6
9
3
FULL
POWER
SWITCH
(REAR
VIRN)
ES-1935
4’
SWITCH
CONTACTS
(REAR
VINV)
FIGURE
7-1.
START/ON/OFF
SWITCH TEST
OnIStop Switch
Remove the control panel mounting screwsand pull the
panel forward. Disconnect the wiresfrom theswitch and
connect an ohmmeter between the two contacts on the
rear of the switch. The meter should indicate infinity
when the switch is in the On position and continuity
when the switch
is
in the Stop position. If an abnormal
reading is measured replace the switch.
ES-1936
FULL
POWER
SWCH
CONTACTS
SHOWN
IN
FULL
POWER
-
AC
120V
-
POSITION
FIGURE
7-2.
FULL
POWER
SWITCH
TEST
Idlematic Switch
Remove the control panel mounting screwsand pull the
panel forward. Disconnect the wiresfrom the switch and
connect an ohmmeter between the two contacts on the
rear of the switch. The meter should indicate continuity
when the switch is in the On position and infinity when
the switch is
in
the
Off
position.
If
an abnormal reading is
measured replace the switch.
.
7-4
Page 50
SOLWOlD
ldlematic
Control
and ldlematic
Solenoid
When
the ldlematic switch
is
set to
On
and the generator
set is running at no-load, the ldlematic Control should
sense the no load condition and supply the Idlematic
Solenoid
with
9
to
17
VDC.
The solenoid should pull
on
the governor arm to reduce the engine speed. If the
ldlematic switch checks good, check for free movement
of
the solenoid plunger.
Also
checkall wire connections
to the ldlematic Control, ldlernatic Switch and ldlernatic
Solenoid. If plunger movement is good and the wiring is
good, prepare to measure
DC
voltage at solenoid.
Electrical shock can cause severe
extreme caufion when working on electrical circuifry.
set
is
not operating.
Do
not touch meter or meter leads
a
personal injury
or
death. Use
Attach and remove meter leads only when generator
ER
Si937
/-
during testing.
VOLTMETER
Connect a
DC
voltmeter
to
the leads from the ldlernatic
FIGURE
7-3.
IDLEMATIC
SOLENOID
TEST
Solenoid (Figure
7-3).
Start generator set and push
ldlematic switch to On. Observe voltmeter reading. Stop
generator set operation. If
9
to
17
VDC was measured
and the solenoid did not operate, replace the solenoid.
If
no or
low
voltage was measured, replace the ldlematic
Control.
7-5
Page 51
Page 52
Section
8.
Generator
INTRODUCTION
The generator is a revolving-field, self-exciting, 2-pole
design.
A
capacitor-type or transistor-type voltage reg-
ulator is used, depending on model (see Specifications
section).
All
AC and DC load connections are made
through outlets on the control panel or generator hous-
ing. AC and DC circuit breakers provide overload pro-
tection for the generator.
This section
is
divided into five parts:
d
,
Generator Description
0
Generator.Operation
0
Generator Troubleshooting
Generator Service
0
Generator Testing
The first part of each section covers generators that use
the capacitor-type voltage regulator; the second part
covers generators that use the transistor-type voltage
regulator. Refer to the Specifications section to determine which type of voltage regulator is used in each
specific model.
GENERATOR DESCRIPTION
FOR
MODELS
REGULATOR
The following section describes the generator components. Refer to Figure 8-1.Thegenerator consists of the
following major components:
WITH CAPACITOR-TYPE VOLTAGE
0
Stator
Rotor
Diode Assembly
0
Generator Cooling
0
Capacitor-Type Voltage Regulator
Stator
The stator consists of three coils: a main coil, a sub coil,
and a DC coil. Thesecoilsare wound around slots in the
stator laminations. The main coil generates the AC output. The sub coil provides excitation to help magnetize
the rotor. The DC coil is used to provide power to the DC
output circuit.
Rotor
The rotor is a brushless design with permanent magnets
at the top of the
two
outer poles for initial excitation.
Each pole has a coil wrapped around it and a rectifying
diode is connected to each coil. The two coils on the
rotor work with the sub coil on the stator to magnetize
the entire rotor core.
.I
.)
The rotor consists
of
a center shaft that holds the rotor
laminations, a press fit bearing, and a centrifugal cooling fan. The entire assembly is connected directlyto the
tapered engine crankshaft by means of a through bolt.
The rotor is supported on the other end by the end bell,
which mates with the rotor bearing. The end bell is
secured to the adapter.
Diode Assembly
Thediode assembly is used forfull-wave rectification
of
the AC output from the stator DC coil. This circuit provides the 1Bvolt DC output
Generator Cooling
Cooling airflow for the generator is provided by a centrifugal fan that is mounted on theengine end of the rotor
shaft. Air is drawn through the end cover and acrossthe
stator and rotor assemblies, then discharges out the
adapter openings.
Capacitor-Type Voltage Regulator
A capacitor
is
connected
to
the sub coil of the stator
assembly. The capacitor establishes a voltage by caus-
ingaleading currenttoflowthrough thecoiLThecapacitor
also
allows the generator to compensate for voltage
changes to maintain the output voltage at a constant
level.
GENERATOR OPERATION
FOR
MODELS
WITH CAPACITOR-TYPE VOLTAGE
REGULATOR
The schematic shown in Figure 8-2 is provided to help
follow the generator operating description. Always refer
to the specific schematic that corresponds to the model
number of the generator set when troubleshooting.
When the rotor assembly begins revolving, the perman-
ent magnets in the rotor induce a small amount of AC
voltage across thestator main coil and sub coil. With the
capacitor connected to the stator sub coil, this voltage
causes a leading current to flow through the coil producing magnetism in thecoil. This magnetism inducesa
voltage in the coils of the revolving rotor. The diode
connected to the rotor coil rectifies the current in the coil
to produce a DC current. DC currentflowing through the
coil increases the magnetism of the rotor to create a
more powerful magnet
8-1
Page 53
0-1244
8
FIGURE
8-1.
TYPICAL GENERATOR WITH CAPACITOR-TYPE REGULATION
FIELD
COIL
Ei
CONDENSER
COIL
MAIN
E
..
E
AC
L1
-
-
GROUND
6-1241
FIGURE
8-2.
TYPICAL GENERATOR SCHEMATIC FOR MODELS WITH CAPACITOR-TYPE REGULATOR
8-2
Page 54
The strongly magnetized rotor causesan increase in the
amount of AC voltage induced in the stator, this causes
a
stronger leading current to
flow
through thestator sub
coil. This process continues until the engine comes up
to speed and a constant voltage is reached.
When a load is connected to the generator, an increase
in
the stator main coil current would causea drop in the
output voltage due to the impedance (AC resistance) of
the winding; however, the leading current, caused by
the capacitor connected to the sub coil, reduces the
winding resistance to a value below the no-load condition. This current, coupled with the load current,
increases the main coil magnetism to compensate for
the voltage drop due to the load.
In
this way, the voltage
output remains fairly constant with varying loads.
GENERATOR DESCRIPTION FOR MODELS
REGULATION
The following section describes the generator components. Refer to Figure
8-3.
The generator consists of the
following major components:
Stator
0
Rotor
0
Brushes
0
Diode Assembly
0
Generator Cooling
0
Voltage Regulator
U
-
WITH
TRANSISTOR-TYPE
VOLTAGE
Stator
The stator consists of three coils: a main coil, a sub coil,
and a DC coil.Thesecoilsarewound around slots in the
stator laminations. The main coil generates the AC output. The sub coil provides excitation to help magnetize
the rotor. The DC coil is used to provide power to the DC
output circuit. There isalsoasmall winding on thestator
that is used for voltagesensing by the voltage regulator.
Rotor
The rotor has permanent magnets placed at the top of
the two outer poles for initial excitation. Coils are wound
around each of the
two
poles to magnetize the entire
core.
The rotor consists of a center shaft that holds the rotor
laminations, two slip rings, a press fit bearing, and a
centrifugal cooling fan. The entire assembly is con-
means of a through bolt. The rotor is supported on the
other end by the end bell, which is placed over the rotor
b
nected directly to the tapered engine crankshaft by
*
bearing and secured to the adapter.
Brushes
and
Brush Block
The brush block is a one piece molded part that mounts
to the end
bell
and contains
two
brushes. The brushes
ride on the rotor slip rings. The excitation voltage from
the sub coil of the stator assembly is supplied to the
voltage regulator and then to the rotor coil through the
brushes. Each brush is kept in contact
with
its slip ring
by
a
spring mounted inside the brush block. The spring
exerts just the right amount
of
pressure to provide good
contact and provide long brush life.
Diode Assembly
The diode assembly is used forfull-wave rectification of
the AC output from the stator
DC
coil. This circuit pro-
vides the 12-volt DC output
Generator Cooling
Cooling airflow for the generator is provided by a centrifugal fan that is mounted on theengine end ofthe rotor
shaft. Air is drawn through the end cover and across the
stator and rotor assemblies, then discharges out the
adapter openings.
Voltage
Regulator
The voltage regulator is mounted inside the end cover.
The voltage regulator is a transistor-type automatic voltage regulator (AVR) that is used
to
maintain the output
voltage at a constant level.
GENERATOR OPERATION FOR MODELS
WITH TRANSISTOR-TYPE VOLTAGE
REGULATION
The schematic shown in Figure
8-4
is provided to help
follow the generator operating description. Always refer
to the specific schematic that corresponds to the model
number of the generator set when troubleshooting.
When the rotor assembly begins revolving, the permanent magnets, mounted on the rotor, induce a small AC
voltage across the stator su b coil. The sub coil voltage is
fed into the
transistor-type voltage
regulator and is then
applied, as
DC
voltage, to the rotor field coil through the
brushes and slip rings. As the current flows through the
field coil it magnetizes the rotor core and makes magnetic lines
of
force that inducean
AC
voltage in the main
coil
of
the stator. The amount
of
AC
voltage induced in
the stator main coil increases as the engine speed
increases. The voltage regulator monitors and controls
the amount of ACvoltage provided from the main coil to
the load (see the Voltage Regulator Operation section).
The outputvoltage is fed to the external load through the
outlets mounted on the generator end cover
or
on the
control panel.
8-3
Page 55
E
Adaptor
Stator
Stator cover
Rotor
Ball
Bearing
Bolt
rotor mount
End
Bell
15
11
Brush
Holder
assy.
12
Endcover
13
Bolt
endcover
14
DC Diode assy.
15
Terminal assy.
16
Screw DC diode
8
6-1213
19
Bolt Stator mount
I
I
AVR
Bolt
AVR mount
13
14
FIGURE
8-3.
TYPICAL GENERATOR WITH TRANSISTOR-TYPE REGULATION
COIL
FIELD
COIL
0
43
0
0
-
4P
TERMINAL
-
-
GROUND
6-1212
FIGURE
8-4.
TYPICAL SCHEMATIC FOR GENERATORS
WITH
TRANSISTOR-TYPE REGULATION
8-4
Page 56
TRANSISTOR-TYPE VOLTAGE
REGULATOR OPERATION
The transistor-type automatic voltage regulator can
maintain a steady output voltage even when the load
and engine speed vary. The regulator constantly measures the output voltage generated at the stator main
coil.
If
the output voltage exceeds the specified voltage,
the voltage regulator reduces the current to the stator
field coil, causing the output voltage to decrease. When
additional load is applied to the generator, the output
voltage starts to decrease. The regulator senses a
decrease in output voltage and increases the current to
the rotor field until the reference voltage and the output
voltage match.
By
repeating this process, the rated output voltage is held constant with various amounts of
load.
*
#
TROUBLE
Mo
AC Output
doltage
GENERATOR TROUBLESHOOTING
Use
the
following troubleshooting guide
to
help locate
problems related to the generator. Figures
8-1
and
8-3
show the location of most of the generatorcomponents.
Refer to the wiring diagrams
in
Figures 8-2 and 8-4for
location of the wiring terminal connections.
It
is
not
necessary to remove the stator or rotor for troubleshooting. All of the test points are located inside the
generator end cover. After identifying the problem, refer
to the troubleshooting guide for the possible cause and
the recommended corrective action. Refer to the
Generator Testing section for component test
procedures.
Refer to the troubleshooting table that applies to the type
of voltage regulator used in the specific model being
serviced (see Specifications section).
POSSIBLE CAUSE
1.
Open AC circuit breaker
2.
Open circuit between
stator main coil and AC
receptacle. Defective
receptacle.
3.
Defective stator main coil.
TABLE
8-1.
TROUBLESHOOTING CHART FOR MODELS
WITH CAPACITOR-TYPE VOLTAGE REGULATOR
Many troubleshooting procedures present hazards
that
can
result
in
severe personal injury
or
@@@&I
deafh. Only qualified service personnel with knowledge oft'uek, e/ectricity, and machinew hazards
--
should perform service procedures. Review safefy precautions on inade coverpage.
CORRECTIVE ACTION
1.
Locate cause of overload and
correct as required. Reset breaker.
2.
Check for continuity and
correct
if
circuit is open.
Check for defective receptacle.
shorted, or grounded windings
and replace if defective.
3.
Test stator main coil for open,
1C output voltage
mly
3
to
18
VAC
1.
Defective stator sub coil.
2.
Defective rotor coil or
defective rotor winding
diode.
3.
Open or shorted capacitor.
1.
Test stator sub coil for
open, shorted, or grounded
windings and replace if defective.
2.
Test rotor coil for open, shorted,
or grounded winding and defective
diode. Replace rotor if defective.
3.
Test capacitor for open or short
and replace if defective.
Page 57
TABLE
8-2.
TROUBLESHOOTING CHART FOR MODELS
WITH CAPACITOR-TYPE VOLTAGE REGULATOR
Many troubleshooting procedures present hazards that can result in severe personal injury
or
IBWAR"GJ
death. Only qualifiedservicepersonnel
with
knowledge of fuels, eleciricity, and machineryhazards
should perform service procedures. Review safety precautions
on
inside cover page.
4C Output Voltage
Too
Low or
Too
High
Noisy Generator
Senerator
3verheats
Low or
No
DC Output
POSSIBLE
CAUSE
1.
Engine governor incorrectly
adjusted
1.
Worn rotor shaft bearing.
2.
Rotor and stator rubbing
together due
to:
a. varnish lumps
b. rotor misaligned with
crankshaft
1.
Generator overloaded due
to defective circuit
breaker
2.
Airflow restricted due to
dirt or debris covering
vent openings in cover
or adapter.
3.
Stator windings covered
with oil or dirt
4.
Defective windings
in
rotor or stator.
1.
Open DC circuit breaker.
2. Open circuit between
Stator DC coil and diode
assembly or between diode
assembly and receptacle.
3.
Defective stator DC coil.
4.
Defective diode assembly.
CORRECTIVE ACTION
1.
Refer to
Engine
Primary
System
section.
1.
Replace end bearing.
2a. Check for varnish lumps
between rotor and stator
and remove as required.
2b.
Follow specified assembly
procedures to correct rotor
to crankshaft alignment
1.
Replace circuit breaker.
Do Not exceed specified
load when operating set
2.
Clean away all dirt or debris
as required.
3.
Clean stator windings
4.
Test each component for open,
grounded, or shorted windings
and replace
if
defective.
1.
Locate cause
of
overload
and correct as required.
Reset breaker.
2. Check for continuity and
correct if circuit is open.
Check
for
defective receptacle.
3.
Test stator DC coil for open,
grounded or shorted windings.
4.
Test Diode Assembly for open or short
8-6
Page 58
TABLE
8-3.
TROUBLESHOOTING CHART FOR
MODELS
WITH TRANSISTOR-TYPE
VOLTAGE
REGULATOR
Many troubleshooting procedures present hazards that can result in severe personal injury or
laWAR"G1
death. Only qualifiedservice personnel with knowledge of fuels, electricity, andmachinery hazards
should periorm service procedures. Review safety precautions on inside cover page.
TROUBLE
No
AC Output
Voltage
4C output voltage
mly
6
to 18 VAC
~ ~~ ~
4C Output Voltage
Too
Low
or
Too
iigh
Voisy Generator
POSSIBLE CAUSE
1.
Open AC circuit breaker
2.
Open circuit between
stator main coil and AC
receptacle. Defective
receptacle.
3.
Defective stator main coil.
1.
Defective rotor coil.
2. Defective stator sub coil.
3.
Faulty brushes or slip
4.
Faulty Voltage Regulator
5.
Faulty permanent magnet in
rings.
(AVR).
rotor.
1.
Engine governor incorrectly
adjusted.
2. Faulty voltage regulator
(AVR)
1.
Worn rotor shaft bearing.
2. Rotor and stator rubbing
together due
to:
a. varnish lumps
b. rotor misaligned with
crankshaft
CORRECTIVE ACTION
1.
Locate cause of overload and
correct aS required. Reset breaker.
2.
Check for continuity and
correct if circuit is open.
Check for defective receptacle.
3.
Test stator main coil for
open, shorted,
or
grounded
windings and replace if defective.
1.
Test rotor coil for open, shorted,
grounded windings and replace
if defective.
2. Test stator sub coil for open, shorted,
or grounded winding and replace if
defective.
Check brushes and replace if defective.
Inspect slip rings and clean if needed.
4.
If the rotor and stator test good, and
the brush block and slip rings are good,
replace the
AVR
module and recheck.
Replace rotor after checking other
possible causes for
6
to 18 VAC.
3.
5.
1.
Check engine speed. Refer to Engine
Primary
System
section.
2. Replace the AVR module and recheck.
1.
Replace end bearing.
2a.
Check for varnish lumps
between rotor and stator
and remove as required.
2b. Follow specified assembly
procedures to correct rotor'
to crankshaft alignment
8-7
Page 59
TABLE
8-4.
TROUBLESHOOTING CHART FOR MODELS
WITH TRANSISTOR-TYPE VOLTAGE REGULATOR
Many troubleshooting procedures present hazards that can result in severe personal injury
or
k@!%%l
deafh. Only qualifiedservice personnel with knowledge
of
fuels, electricity, and machinery hazards
-.
should perform service procedures. Review safety precautions on inside coverpage.
TROUBLE
Generator
Overheats
Low or
No
DC Output
POSSIBLE
CAUSE
1.
Generator overloaded due
to defective circuit
breaker
2.
Airflow restricted due to
dirt or debris covering
vent openings in cover
or
adapter.
3.
Stator windings covered
with oil or dirt
4.
Defective windings in
in
rotor or stator.
1:
Open DC circuit breaker.
2.
Open circuit between
Stator DC coil and diode
assembly or between diode
assembly and receptacle.
3.
Defective stator DC coil.
4.
Defective diode assembly.
CORRECTIVE ACTION
1
Replace circuit breaker.
Do Not exceed specified
load when operating set.
2.
Clean away all dirt or debris
as required.
3.
'
Clean stator windings
4.
Test each component for open,
grounded, or shorted windings
and replace if defective.
1.
Locate cause of overload
and correct as required.
Reset breaker.
2.
Check for continuity and
correct if circuit is open.
Check for defective receptacle.
3.
Test stator DC coil for open,
grounded or shorted windings.
4.
Test Diode Assembly for open or
short
.
8-8
Page 60
GENERATOR
SERVICE
Rotor Installation
This section describes the procedures for generator
stator and rotor removal and installation for all models.
Refer to Figure
8-1
or
8-3
to
identify thevarious genera-
tor components described in each section.
1.
Clean tapered mounting shaft and rotor shaft to
2.
Carefully install rotor onto tapered shaft. Insertthru-
remove all dirt and oil.
bolt into mounting shaft and hand tighten.
"
Careless handling
of
fhe
rofor
or
sfa-
tor
can damage the insulafion
on
fhe
windings.
Do
not allow windings
to
be brushed or
scraped during service.
Stator Removal
1.
Remove the generator end cover and disconnect
all
wiring connectors. Tag wires if connectors are not
polarized or color matched.
On models with transisfor-type
-1
voltage regulators, the brush
block assembly willbe damaged during disassembly if
if
is
not removed.
2.
On models with transistor-type voltage regulators:
Remove the brush block assembly (Figure
8-5)
by
removing the Phillips head mounting screw. Pull
brush block
off
mounting stud and lift to remove.
3.
Remove the mounting bolts that secure the end bell
to the frame.
4.
Remove the stator mounting bolts that secure the
end bell to the adapter, and carefully pull the end
bell and stator assembly
off
together. Be careful not
to damage the rotor windings.
5.
For
stator replacement only: Remove the'two Phillips head screws that secure the stator to the end
bell. Carefully separate the end bell from the stator
assembly to prevent damage to the windings.
Rotor Removal
1.
Loosen the rotor thru-bolttwo or three turns and tap
rotor thru-bolt head with a lead hammer to loosen
the rotor from the tapered shaft. Be careful not to
strike the
slip
rings or rotor windings.
2.
Remove rotor thru-bolt and carefully remove the
rotor and place
it
on a soft surface to prevent dam-
age to windings.
BRUSH
3.
Secure rotor with a strap wrench (Figure
8-6)
and
tighten to specified torque.
G-I238
FIGURE
8-6.
SECURING
ROTOR
FOR
INSTALLATION
Stator Installation
1.
Assemble end bell to stator if previously removed.
Usetwo mounting screws to securethestatorto the
end bell.
2.
Install stator assembly over rotor. Be careful to avoid
damaging rotor windings. Push stator assembly into
position until seated with adapter on engine.
3.
Secure stator assembly to the adapter using four
stator mounting bolts tighened to the specified
torque.
4.
Secureend bell to mounting frameand tighten to the
specified torque.
5.
Pull recoil starter over slowly to check stator and
rotor alignment. Rotor should move without rubbing
against the stator.
6.
Reconnect all wire connections. If applicable,
tighten terminal block mounting nuts to the specified torque.
7.
On models with transistor-type voltage regulators:
Install brush block onto mounting stud and secure
with mounting screw (Figure
8-5).
8.
Place end cover over end bell and secure.
6-1236
FIGURE
8-5.
BRUSH
BLOCK
8-9
Page 61
Rotor Bearing Replacement
The rotor bearing is press fit on the rotor shaft. Read
through each of the following procedures before starting replacement Refer to Figure
8-7.
1.
Remove the rotor assembly as described in the
Generator Service section.
2.
Cover the end of the rotor shaft with a hardened
washer to prevent deformation of the shaft during
bearing removal. Use a small gear puller to remove
the bearing.
3.
Place the rotor shaft, engine end down, on a rod or
other mating surface that will protect the rotor shaft
taper and cooling fan from damage.
4.
Press rotor bearing onto rotor shaft (press on inner
race
of
Bearing only) until it rests in its original
position.
ROTOR
COIL
n
LEADS
NELLOWl
G~AR
PULLER
6-1239
L-.
FIGURE
8-7.
ROTOR BEARING REMOVAL
GENERATOR TESTING FOR MODELS WITH
This section covers test procedures for the generator
windings, the regulator capacitor, and for the diode
assembly. Follow the troubleshooting procedures in
this section to locate the possible cause of the problem,
then perform the recommended corrective action.
Remove the generator end cover and perform tests as
described.
If
the generator set has been running, allow
the generator set to cool down completely before mak-
ing resistance measurements.
Check all wire harness connectors and leads for continuity prior to component testing
or
generator disassem-
bly. Refer to wire diagrams for lead locations.
CAPACITOR-TYPE VOLTAGE REGULATION
Stator Test
The stator main, sub, and
DC
coils can be tested with an
ohmmeter. Testing for shorted windings requires a dig-
ital type ohmmeter that can read to within
0.01
ohms.
The stator can be tested without removing it from the
generator. Figure
8-8
shows the stator test points.
D
ASS
STATOR
MAIN
COIL
LEADS
(RED
8
WHITE)
DIODE
ASSEMBLY
CONNECTOR
(FROM
DC
COIL)
6-1245
FIGURE
8-8.
GENERATOR TESTING
TABLE
8-5.
GENERATOR WINDING RESISTANCE
STATOR
Main Coil
0.7
-
1.4R
Sub
Coil
DC Coil
Coil
13.5R
ROTOR
20
kW
-
50
HZ
0.6521
23.5R
23.521
Sfafor
Main
Coil
Tesf:
Remove the connector from the stator main coil and
connect the meter leads (Figure
8-8)
to the red and
white leads from the stator main coil. Refer to Table
8-5
for the stator main coil resistance value. A high resistance reading indicates an open winding.
A
reading
of
less than thevalueshown indicatesashorted winding.
If
an open or shorted winding is detected, replace the
stator.
Sfafor
Sub
Coil
Test:
Remove the connector from the stator sub coil and
connectthe meter leads (Figure
8-8)
to theyellow leads
from the stator sub coil. Refer to Table
8-5
for the stator
sub coil resistance value.
A
high resistance reading
indicates an open winding.
A
reading of less than the
value shown indicates a shorted winding.
If
an open
or
shorted winding is detected, replace the stator.
.
8-10
Page 62
Stator
DC
Coil
Test:
Remove the connector from the diode assembly and
connect
the
meter
leads
(Figure
8-8)
to the
grey
leads
from the stator
DC
coil. Refer to Table
8-5
for
the
DC
coil
resistance va1ue.A high resistance reading indicatesan
open winding.
A
reading
of
less than the value shown
indicates a shorted winding.
If
an open or shorted wind-
*
ing is detected, replace the stator.
Stator
Ground
Test:
Remove the wire connectors from the stator main coil,
sub coil, and diode assembly. Set the ohmmeter to the
highest resistance scale and then connect one test prod
to the metal stator lamination stack.Touch the othertest
prod to red or white terminal from the main coil. Repeat
the test for the sub coil by measuring between the stator
stack and one of the yellow leads from the stator sub
coil. Also repeat the test for the
DC
coil by measuring
between the stator stack and one
of
the grey leads from
the stator
DC
coil. A reading of less than one megohm
indicates a ground. Replace
a
grounded stator with a
new stator.
Y
If
stator tests good, proceed to rotor tests.
Rotor
Test
The rotor can be tested without removing it from the
generator. Remove the generator end cover and refer to
Figure
8-8
for the test points.
Rotor
Coil
test:
The rotor coil winding has a diode connected in series
with it. Using pointed meter test prods, touch ohmmeter
test prods to the
two
posts that the yellow rotor winding
leads attach to (see Figure
8-8).
It is necessary to pierce
the insulation on the posts
to
obtain an accurate reading
of
the winding resistance.
Also,
because a diode is
attached in series with the windings, the meter leads
must be reversed for a second reading. (Repeatthis test
with the second rotor winding used on models
1.4
EGSAA
and 1.7
EGHAA.)
Refer
to
Table
8-5
for the rotor
coil resistance value. It is normal to measure a high
resistance reading in one direction and the listed resistance reading in the other direction.
A
high resistance
reading in both directions indicates an open winding or
diode.
A
reading of less than the value shown in Table
8-3
in one direction indicates a shorted winding or
diode. If an open or short condition is detected, replace
the rotor.
Rotor
Coil
Ground
Test:
To
test for grounds, set the ohmmeter to the highest
resistance scale. Touch one test prod to the rotor shaft
and hold it there. Touch the other test prod to one
of
the
posts that the yellow rotor winding leads attach to (see
Figure
8-8).
It
is
necessaryto pierce the insulation on the
posts
to
obtain an accurate reading. (Repeat this test
with the second rotor winding on models
1.4
EGSAA
and
1.7
EGHAA.) A reading of less than one megohm
indicates the rotor is grounded. Replace a grounded
rotor with a new rotor.
.
U
Capacitor
Test
The capacitor can be tested with a capacitor checker or
an
analog
ohmmeter. Disconnect both wire leads con-
nected to the capacitor and attach meter (Figure
8-8).
A
capacitor checker attached to the capacitor leads
should indicate approximately
13
mfd. An analog ohm-
meter connected to the capacitor leads should cause
the meter to momentarily deflect toward continuity and
then indicate infinity. Reversing the meter should provide the same indication. Replace a shorted
or
open
capacitor.
Diode
Assembly Test
The diode assembly contains two diodes in one potted
assembly. The diode assembly can be tested with an
ohmmeter that has
a
diode measurement setting or a
high resistance scale that uses an internal 9-volt battery. Remove the wire connector from the diode assem-
bly and attach the test leads as shown in Figure
8-9.
Reverse meter leads and check continuity in the oppo-
site direction. Repeat test for second diode. Each diode
should indicate continuity in one direction and infinite
resistance in the other direction.
.
I,
ES1938
FIGURE
8-9.
TESTING DIODE
ASSEMBLY
8-1
1
Page 63
.
GENERATOR TESTING
FOR
MODELS WITH
This section covers test procedures for the generator
windings and forthe brushesand slip rings. Refer to the
previous section for diode assembly testing. Follow the
troubleshooting procedures in this section to locate the
possible cause of the problem, then perform the
recommended corrective action. Remove the generator
end cover and perform tests as described.
If
the generator set has been running, allow the generator set to cool
down completely before making resistance measure-
ments.
TRANSISTOR-TYPE VOLTAGE
REGULATION
3.5
kW
-50
HZ
0.5
-
0.7n
1.1 - 1.48
0.4
-
0.6n
47 - 54R
Check all wire harness connectors and leadsfor continuity priorto component testing or generator disassembly. Refer to wire diagrams for lead locations.
5
kW
-50
HZ
0.3
-
0.5n
0.8
-
1.2n
0.4
-
0.6Q
61
8
Stator
Test
The stator main,
sub,
and DC coils can be tested with an
ohmmeter. Testing for shorted windings requires a dig-
ital type ohmmeter that can read to within 0.01 ohms.
The stator can be tested without removing it from the
generator. Figure 8-10 shows the stator test points.
BRUSH
0.7 - 1
.On
1.0-
1.4R
0.5
-
l.On
558
DIODE
ASSEMBLY
0.9
-
1
.on
0.8 - 1.2n
0.4
-
1
.On
1.0
-
1.48
2.1
-
2.58
0.4
-
0.8n
65R 46R
SUB
COIL
CONNECTOR
0-1231
flGURE
8-10.
GENERATOR
TESTING
Stator
Main
Coil
Test:
Remove the stator leads from the terminal block and
connect the meter leads (see Figure8-10) to the red and
white leads from the stator main coil. Repeat test for
second stator main coil brown and blue leads. Refer to
Table 8-6 for the stator main coil resistance value.
A
high resistance reading indicates an open winding.
A
reading of less than thevalueshown indicatesashorted
winding. If an open or shorted winding is detected,
replace the stator.
'
Stator
Sub
Coil
Test:
Remove the connector from the stator sub coil and
connect the meter leads
(see
Figure 8-10) to the yellow
leads from the stator sub coil. Refer to Table 8-6 for the
stator sub coil resistance value.
A
high resistance read-
ing indicatesan open winding.
A
reading of
less
than the
value shown indicates a shorted winding.
If
an open or
shorted winding is detected, replace the stator.
L
.
Stator
DC
Coil
Test:
Remove the connector from the diode assembly and
connect the meter leads (see Figure 8-10) to the grey
leads from the stator DC coil. Refer to Table 8-6 for the
DC coil resistance value.
A
high resistance reading
indicates an open winding.
A
reading of less than the
value shown indicates a shorted winding. If an open or
shorted winding is detected, replace the stator.
Sfator
Ground
Test
Remove the main coil wiresfrom the terminal blockand
remove the sub coil and diode assembly wire connectors. Set the ohmmeter to the highest resistance scale
and then connect one test prod to the metal stator lami-
nation stack Touch the other test prod to the red or
white terminal from the main coil. Repeat the test for the
other main coil (brown or blue lead) and the sub coil by
measuring between the stator stack and one of the
yellow leads from the stator sub coil. Repeat the test
again for the DC coil by measuring between the stator
stackandoneofthegrey leadsfrom thestator DCcoi1.A
reading of less than one megohm indicates a ground.
Replace a grounded stator with a new stator.
If stator tests good, proceed to rotor tests.
Rotor
Test
The rotor can be tested with an ohmmeter. Remove the
generator end cover and remove the brush block
assembly (see Generator Service section) for testing.
Refer to Figure 8-1
1
for the
test
points.
TABLE
8-6.
GENERATOR WINDING RESISTANCE
GENERATOR
SlZElHz
1
4
kW
-
60
Hr
I
5
kW
-
60
Hz
I
6
kW
-
60
Hz
I
2
kW
-
50
Hz
STATOR
Main
Coil
Sub
Coil
DC
Coil
ROTOR
Coil
0.7
-
1.On
1.2 - 1.6Q
0.6
-
l.On
47n
8-1
2
Page 64
Rotor
Coil Test:
Touch ohmmeter meter test prods to the slip rings (Figure
8-11).
Make
certain that
good
contact
is
made. It
may be necessary
to
clean the slip rings
as
described
in
the Slip Ring Check section. Refer to Table
8-6
for the
rotor coil resistance value. If an open or
short
condition
is detected, replace the rotor.
RINGS
FIGURE
8-11.
ROTOR
TESTING
Rotor Winding Ground Test:
To test for grounds, set the ohmmeter to the highest
resistance scale. Touch one test prod to one of the slip
rings and touch the other test prod to the rotor shaft.
A
reading of less than one megohm indicates the rotor is
grounded. Replace a grounded rotor with a new rotor.
Brush
Assembly
Check
Follow the stator removal instructions through the brush
block assembly removal procedure in the Generator
Service section. Check for excessive brush wear. Measure the height
of
the brushesas shown in Figure
8-1
2.
If
the brushes are less than the minimum height, or if the
brushes have a rough slip ring surface, replace the
brush assembly.
MINIMUM HEIGHT’
6-1236-1
FIGURE
8-12.
BRUSH
HEIGHT MEASUREMENT
Slip
Ring Check
Follow Generator Service section through stator remo-
val. Inspect the slip rings for signs of dirt,
oil,
or other
contaminants.
Also
check for roughness in the brush
contact area. Wipe slip ring surface clean. Rough slip
rings can be refurbished using a commutator stone. Use
the following procedure to service:
1.
Follow Generator Service procedures to remove
the rotor.
2.
Place rotor in machine lathe and center. Turn rotor
and use commutator stone (Onan tool
#420-0259)
against rotating slip rings to clean and true slip
rings. Turn rotor until all grooves or roughness are
smoothed out
Contact with rotafing machinery
l2EEESI
can result in severe personal
injury. Keep hands and fingers clear while servic-
ing slip rings.
Careless handling of
rotor
can
lacnuTloNJ
damage the insulation on the
windings.
3.
Clean rotor and prepare for reinstallation. Follow
Generator Service section to install rotor and
remaining generator components.
Transistor-Type Voltage Regulator
There are no specific tests that can be made on the
transistor-typevoltage regulator. When the voltage reg-
ulator does not appear
to
be working properly, and the
other generator components test good, replace the voltage regulator and check for proper operation.
8-1
3
Page 65
Page 66
Section
9.
Engine
-
Block
Assembly
INTRODUCTION
This section covers service procedures for the engine
block assembly. This assembly includes the cylinder
block, cylinder head, valve system, piston, connecting
rod, crankshaft, and camshaft The following section is
divided into three main subjects: engine disassembly,
engine part inspections, and valve adjustments.
The
1.4
EGSAA
model uses a side valve
(GS)
engine.
All
other models use an overhead valve (GH) engine.Some
of the service proceduresfor thesetwoenginetypesare
different. The engine disassembly procedures will be
listed separately. The GH400 engine has an engine
balancer system that is unique to that engine and will be
described separately. The overhead valve
(GH)
engines
have a mechanical compression release system that is
described at the end of this section.
Y
"
Performing major service on the engine block assembly
requires removal of the generator (Section
8)
and the
primary engine systems (Section
7).
Refer to the approp-
riate section for the disassembly procedures.
3.
4.
Usea new gasket during reassembly and make sure
that the smooth side of the gasket faces down.
Place cylinder head in position and torque all
mounting bolts to half the specified torque. Then
tighten all mounting bolts to the specified mounting
torque.
HEAD
BOLT
Make sure the engine oil has been drained before
starting engine block disassembly. Remove the oil fill cap
and oil drain plug
to
remove engine oil.
SIDE VALVE ENGINE DISASSEMBLY
A
suggested order of disassembly for the engine block
follows:
I.
Spark plug, cylinder head, and head gasket
2.
Crankcase cover, gasket, and shims
3.
Valve cover, breather assembly, intake and exhaust
4.
Camshaft, cam gear, and lifters
5.
Piston and crankshaft
valves
Cylinder Head
Remove the cylinder head for cleaning when poor
engine performance is noticed or to inspect the valves.
Use the following procedures to service. See Figure
9-1.
Warping can occur
if
the head is
@%!!!@I
removed while hot.
Wait
until the
engine has cooled before
removing
cylinder head.
1.
Remove the spark plug, cylinder head, and head
gasket
2.
Clean out
all
carbon deposits. Be careful not to
damage the gasket mating surfaces. The head is
madeof aluminum and can bedamaged by careless
handling.
.
.
.
e1137
FIGURE
9-1.
CYLINDER
HEAD
REMOVAL
Crankcase Cover
1.
2.
3.
Remove any burrs from the crankshaft key groove
with sandpaper. See Figure
9-2.
Remove the crankcase cover mounting bolts. Hold
the cover and lightly tap the end of the crankshaft
with a plastic faced hammer to loosen cover. Be
careful not to
lose
crankshaft and camshaft shims.
Shim widthsdiffer and they must be reassembled
in
their original positions.
Use a new gasket and clean the crankcase cover
and the engine block gasket mating surfaces. Place
crankcase cover in position and secure until all
bolts are tightened to the specified torque (see
Torque Specifications section). When installing the
cover make sure the governor shaft is properly
positioned.
9-1
Page 67
C-1126
FIGURE
9-2.
CRANKCASE COVER
Tappet Chamber Cover and Breather
Camshaft and Tappets
Assembly, intake and Exhaust Valves
1.
Remove the tappet chamber cover and breather
2.
Remove the valve spring collet and retainer for the
1.
2.
3.
assembly. See Figure 9-3.
intake and exhaust valve. See Figure 9-4.
3. Remove the Intake and exhaust valves.
4.
Place the engine upside down on a fiat surface.
Pull out the camshaft and cam gear as an assembly
(Figure 9-5.).
Remove the valve tappets. The tappet clearances
differ and the tappets must be reassembled in their
original positions.
When reassembling the cam gear and the crank
gear, align the marks as shown in Figure 9-6.
FIGURE
9-3.
TAPPET CHAMBER COVER
AND BREATHER ASSEMBLY
(1)
Exhaust valve
(2)
Intake
valve
(3)
Valve
spring
(4)
Retainer
(5)
Collet
c03ims2
FIGURE
9-4.
INTAKE AND EXHAUST VALVE REMOVAL
C-1127
FIGURE
9-5.
CAMSHAFT AND
TAPPET
REMOVAL
CO31FOS3
FIGURE
9-6.
CAM GEAR AND CRANK GEAR ALIGNMENT
9-2
Page 68
Piston and Crankshaft
The piston assembly consists of the piston, piston pin,
and connecting rod assembly. After piston removal, all
parts must be carefully inspected for damage and wear.
Remove the carbon from the top of the cylinder bore and
check for
a
ridge.
piston removal. Remove the piston as follows:
*
Remove ridge with a ridge reamer before attempting
I
-1
Improper use
of
a ridge reamer can
damage
fhe
cylinder bore.
Follow
tool manufacturer’s instructions and
be
careful
when
using a ridge reamer.
Removetwo boltsfrom connecting rod. Markdirection of assembly for connecting rod, cap, and
splasher (Figure
9-7).
Lift the rod cap from the rod and push the piston
assembly through the top of the cylinder. Be careful
not
to
scratch thecrankpin or the cylinder wall when
removing.
Remove the crankshaft after the connecting rod and
piston have been removed, carefully pull the crankshaft out of the
oil
seal and bearing.
For installation, lubricate the bearings with engine
oil. Slide the crankshaft into the bearing. Install the
crankcase cover and check to see that the crankshaft turns freely.
PISTON
4
CRANKSHAFT
SPLASHER
CH30
Oil
Level
Switch
Remove the oil level switch from inside the crankcase if
the switch
is
defective or if the engine block will be
cleaned or replaced.
OVER HEAD VALVE ENGINE DISASSEMBLY
A
suggested order of disassembly for the engine block
assembly follows:
1.
Head cover and breather
2.
Rocker arms, push rods, and cylinder head
3.
Intake and exhaust valves
4.
Crankcase cover and camshaft
5.
Connecting rod and piston
6.
Crankshaft and governor lever shaft
Head Cover and Breather
Remove the head cover to gain access to the cylinder
head and valve system. Use the following procedure to
service.
1.
Remove head cover mounting bolts and pull
off
head cover. See Figure
9-8.
2.
Remove the breather element (on some models the
breather cover must be removed first). Observe
breather orientation for reassembly.
3.
Clean head cover being careful not to damage the
gasket sealing area.
4.
Clean cylinder head cover and cylinder head thoroughly in gasket mating area. Install new gasket
with grooved side facing the cylinder head. Make
sure breather assembly is installed correctly.
5.
Place head cover in position and torque until all
bolts are tightened to the specified torque.
GH170
FIGURE
9-7.
PISTON
AND
CRANKSHAm REMOVAL
GH280-GH4W
Gl129
FIGURE
9-8.
HEAD COVER AND BREATHER REMOVAL
9-3
Page 69
Rocker Arms,
Push
Rods
and Cylinder Head
Remove the cylinder head for cleaning when poor
engine performance is noticed or to inspect the valves.
Use the following procedures to service.
1.
Remove Rocker arm mounting nuts, then remove
rocker arms and push rods (Figure 9-9).
GH170, GH280
MOUNTING
NUT
d#f
ADJUSTING
NUT
CKER
ARM
.-
m-1119
II I1
GH400
ROCKER
ARM
CT-1119
FIGURE
9-9.
ROCKER ARM REMOVAL
2.
3.
4.
5.
6.
Remove spark plug.
Remove the cylinder head mounting bolts and
lift
off
the head. Remove the head gasket
Warping can occur if the head
is
-1
removed while hot. Wait until the
engine has cooled before removing cylinder head.
Remove all carbon deposits from cylinder head. Be
careful not to damage outer sealing surface where
gasket fits. The head is made
of
aluminum and can
be damaged by careless handling.
Use new head gasket and clean both cylinder head
and cylinder block thoroughly where gasket rests.
Place head in position and
follow
head torque tight-
ening sequence shown in Figure 9-10. Start
out
tightening all bolts to 14ft-lb (19.6 Nom), then
tighten to the specified torque (see Torque Specification section).
U
C-1131
GH17O. GH280
GH4W
C-1131-1
I.
FIGURE
9-10.
CYLINDER
HEAD
TIGHTENING SEQUENCE
Intake
and
Ehaust
Valves
Depress the valve spring retainer using.a 9/16 inch
crows
foot
wrench
on
a 6 inch extension and remove
keeper. See Figure 9-1
1.
Remove spring retainer and
spring, then remove valve. When reinstalling apply oil to
the valve stem.
9-4
Page 70
CYUNDER
HEAD
-.
.
...
KEEPERS
INTAKE
VALVE
SEAL
w-1W7-1
(GHm)
FIGURE 9-11. VALVE REMOVAL
Crankcase
Cover
1,
Remove the crankcase cover mounting bolts. The
crankcase
is
fixed at
two
places with knockout pins.
Do
not attempt to pry the crankcase cover
off
or
damage can result (Figure
9-12).
Hold the crankcase cover and lightly tap the end of the shaft with a
plastic hammer.
2.
Remove the crankcase cover very carefully to pre-
vent the shaft from scraping the lip surface of the oil
seal.
3.
Remove and tag shims from the crankshaft and
camshaft. Shim widthsdiffer and they must be reassembled in their original positions.
GH280
CRANKCASE
SHlk
GI132
FIGURE 9-12. CRANKCASE COVER
4.
Use a new gasket
and
clean the crankcase cover
and the engine block where the gasket rests. Place
crankcase cover
in
position and torque until all
bolts
are tightened
to
the specified torque (see Torque
Specifications section). When installing the cover
make sure the governor shaft is properly positioned.
Camshaft
and
lappets
(GH
Models
Except
for
GH400)
1.
Place the engine upside down on a clean flat
surface.
2.
Pull out the camshaft and cam gear as an assembly
(Figure
9-13).
3.
Remove the tappets. Tappet clearances differ and
the tappets must be reassembled in their original
positions.
4.
For installation, apply oil to thetappets and the tooth
.
surface
of
the cam gear. Align the marks on the cam
gear and crank gear as shown in Figure
9-14.
C-1133
FIGURE 9-13. CAMSHAFT AND TAPPET REMOVAL
CAM
GEAR
CRANK
GEAR
cO31F053
FIGURE 9-14.
CAM GEAR
AND
CRANKGEAR ALIGNMENT
9-5
Page 71
Piston and Crankshaft
(GH
Models
Except
for
GH400)
The piston assembly consists of the piston, piston pin,
and connecting rod assembly. After piston removal, all
parts must be carefully inspected for damage and wear.
Remove the carbon from the top
of
the cylinder bore and
check for a ridge. Remove ridge with
a
ridge reamer
before attempting piston removal. Remove the piston as
follows:
Improper use of a ridge reamer can
damage the cylinder bore. Follow
tool manufacturer’s instructions
and
be
careful when
using a ridge reamer.
1.
2.
Remove
two
boltsfrom connecting rod. Markdirec-
tion of assembly for connecting rod, cap, and
splasher.
Lift the rod cap from the rod and push the piston
assembly through the top of the cylinder (Figure
9-15). Be careful not to scratch the crankpin or the
cylinder wall when removing.
PISTON
ROD
CAP
C-1134
FIGURE
9-15.
PISTON
REMOVAL
01
17F028
I
C105FO85
3.
4.
5.
6.
FIGURE
9-16.
CONNECTING
ROD
AND CAP MARKINGS
Remove the crankshaft after the connecting rod and
piston have been removed, carefully pull the crankshaft out of the oil seal and bearing.
Remove the crankshaft after
the
connecting rod and
piston have been removed, carefully pull the crankshaft out of the
oil
seal and bearing.
For
installation, lubricate the bearings
with
engine
oil. Slide the crankshaft into the bearing. Install the
crankcase cover and check to see that the crank-
shaft turns freely.
Assemble the connecting rod
so
the casting mark
faces the flywheel (Figure 9-16).
Also
align the
marks on the cap and the connecting rod.
Balancer Shaft 1 and
2
-
GH400
Engine
Carefully pull outthetwo balancer shafts. When reinstalling, make sure that the
two
balancer gears and the
crankshaft gear marks are in alignment as shown in
Figure
9-1
7.
BALANCER
0347FO25
\
\
EALANCER
BALANCER
SHAFT
2
SHAFT
1
FIGURE
9-17.
GEAR
ALIGNMENT
9-6
Page 72
Piston and Connecting Rod
-
GH400
Engine
1.
Remove the connecting rod screwsand remove the
2.
Turn the crankshaft to bring the piston to top dead
3.
Push the piston assembly out through the top
of
the
connecting rod cap (Figure
9-1
8).
center.
*
cylinder. Be careful not
to
scratch the crankpin or
the cylinder wall.
4.
For installation, lubricate the bearings and inside
marks on the cap and the connecting rod (Figure
a
surfaceofthe cylinder wall with engineoil.Align the
9-1
9).
Y
01136
Crankshaft, Camshaft and
Tappets
-
GH400
Engine
Place thecylinder block upsidedown
on
aflat clean
surface.
Pull outthe crankshaft and thecamshaftatthesame
time (Figure
9-20).
Remove the tappets.
For installation, apply grease to the oil seal lip and
be careful not to roll it when installing the crank-
shaft Be sure to align the alignment marks on the
crank gear and cam gear as shown in Figure 9-21.
\
CRANKSHAFT
CT-1120
CONNECTING
CONNECTING
ROD
SCREW
ROD
CAP
FIGURE 9-20.
CRANKSHAFT AND CAMSHAFT REMOVAL
FIGURE 9-18. PISTON REMOVAL
ALIGNMENT
MARK
I
MACHINED
SURFACE
0347F026
FIGURE 9-19.
ROD
CAP
ALIGNMENT
C-1135
FIGURE 9-21.
CRANK GEAR AND CAM GEAR ALIGNMENT
9-7
Page 73
Governor
With the crankcase cover removed, the governor can be
inspected
or
disassembled for service, if necessary. The
governor assembly must spin freely on the center pin
without excessive looseness
or
wobble. Sleeve tip wear
is the most common cause
of
governor failure. If governor sleeve, gear, or flyweights are worn or otherwise
damaged, replace them.
To
disassemble, remove the
snap ring from the governor center pin and slide governor gear assembly
off
mounting shaft being careful not
to lose outer washer. See Figure 9-22. To install gover-
nor, assemble in reverse order of removal (see inset
drawing, Figure 9-22,
for
position of flyweight and
sleeve).
I
Oil
Seal
Use an oil seal remover to pry the oil seal out of the
engine block. Clean the oil seal resting surface and
lubricate surface before installing new oil seal. Press
new oil seal into the engine block until oil seal is flush
with cylinder block boss (Figure9-23). Lubricate the lips
of the oil seal with a light coating of grease. This pro-
vides initial lubrication until engine oil reaches the seal.
To remove the governor shaft, remove the retainer clip
outside the block then pull the governor shaft in through
the crankcase.
OIL
Bearings
One bearing is pressed into the engine block and the
other bearing is pressed into the crankcase cover. The
.
bearing in the engine block can be pressed out after the
oil
seal
is
removed (see following section). The bearing
in
the crankcase cover can be pulled out using a puller.
Clean the bearing mounting surfaces and press new
bearings back in.
Oil
Level
Switch
Remove the oil level switch from inside the crankcase if
the switch is defective or
if
the engine block will be
cleaned or replaced.
CT-1093
FIGURE
9-23.
OILSEAL
\
FLYWEIGHTS
Timing
Gears
If replacement of either the crankshaft gear or the cam-
shaft gear becomes necessary, it is recommended that
both gears be replaced. Each of these gears are
pressed on. The crankshaft gear requires a gear separator and puller to remove and the camshaft gear requires
a press to remove. Both gears can be installed using a
press. These gears use a Woodruff key to provide cor-
rect positioning on the shaft. Each timing gear is
stamped with an
"0"
near the edge. The gear teeth must
mesh
so
that these marks exactly coincide when the
gears are installed in the engine.
CT-1089
FIGURE
9-22.
GOVERNOR
9-8
Page 74
INSPECTION
OF
ENGINE
PARTS
2.
Inspect all machined surfaces and threaded holes.
The following section describes proceduresfor inspecting each of the major engine components.
Cylinder Head
1.
Clean the cylinder head surface.
2.
Place astraight edge on the top of the cylinder head
as shown
in
Figure
9-24.
Use a feeler gauge to
measure the amount of distortion.
replace the cylinder head.
b
3.
If the measurement exceeds the specified limit,
Carefully remove any nicks or burrs from machined
surfaces. Clean out tapped holes and clean up any
damaged threads.
3.
Check cylinder head mounting area for flatness with
a straight edge and a feeler gauge.
Cyiinder Bore inspection:
Inspect cylinder bore for scuffing, scratches, wear, and
scoring. If cylinder bore is scuffed, scratched, scored, or
worn, the block must be bored to an oversize or
replaced.
When the appearance of the cylinder bore is good and
thereare no scuff marks, check cylinder bore for wear or
out-of-round as follows:
1.
Measure the I.D. of the cylinder liner with a cylinder
gauge at six points as shown in Figure
9-25.
2.
If the measurement exceeds the allowable limit, the
cylinder will need to be bored to an oversize and
then be honed.
C105F079
FIGURE
9-24.
CYLINDER
HEAD
SURFACE
FLATNESS
Cylinder
Block
Cieaning:
After removing the piston, crankshaft, cylinder head,
etc., inspect the block for cracks and extreme wear.
If
block is still serviceable, prepare it for cleaning as
follows:
C105F087
1.
Scrape all old gasket material from block.
2.
Remove grease and scale from cylinder block by
agitating in a bath of commercial cleaning solution
or hot soapy washing solution.
3.
Rinse block in clean hot water to remove cleaning
solution.
Inspection:
When rebuilding the engine, thoroughly inspect block
for
any
condition that would make
it
unfit for further use.
This inspection must be made after all parts have been
removed and block has been thoroughly cleaned and
dried.
1.
Makea thorough check for cracks using anystandard method of crack detection. One method
of
crack
detection follows: Minute cracks may be detected
by coating the suspected area with a mixture of
25
percent kerosene and
75
percent light motor oil.
Wipe the part dry and immediatelyapplyacoating of
zinc oxide (white lead) dissolved in wood alcohol. If
cracks are present, the white coating
will
become
discolored at the defective area. Replace a cracked
cylinder block.
Y
9-9
a
b
p
C105M68
FIGURE
9-25.
MEASURING
CYLINDER
WEAR
Page 75
Piston,
Rings,
and
Connecting
Rod
The piston has
two
compression rings and one
oil
con-
The following section covers inspection procedures for
piston and connecting rod.
trol ring. Remove these rings frornthe piston using a
piston ring expander as shown in Figure
9-26.
Piston InspectionAnspect
the piston for fractures at the
rina lands. skirt. and Din bosses. Check for wear at the
\b
CT-1099-1
\
FIGURE
9-26.
REMOVING PISTON RINGS
Removethe piston pin retainer from each side and push
the piston pin out. Remove dirt and deposits from the
piston surfaces with parts cleaning solvent. Clean the
piston ring grooves with a groove cleaner (Figure
9-27)
or the end of a piston ring filed
to
a
sharp point. Care
must be taken not to remove metal from the groove
sides.
ring lands’using a new ring and feeler gauge
as
shown
in Figure
9-28.
Replace the piston when the side clear-
ance of the rings exceed the specified limit.
SA1
1F010
\
FIGURE
9-28.
CHECKING RING LAND
Piston
Skirt
O.D.
Measurement:
micrometer (Figure
9-29).
replace the piston.
1.
Measure the piston skirt
O.D.
with an outside
2.
If
the measurement is less than the allowable limit,
Using caustic cleaning solvent
or
wire brush for cleaning pistons will
damage piston. Use only parts cleaning solvent. When
cleaning the connecting rod in solvent, include the rod
bore.
Blow
out all passages with low pressure com-
pressed air.
SA1
1
F016
FIGURE
9-29.
PISTON SKIRT MEASUREMENT
CT-1060
FIGURE
9-27.
CLEANING
RING
GROOVES
9-1
0
Page 76
Piston
Boss
I.D.:
1,
Measure the piston boss
I.D.
in
both thevertical and
horizontal direction
with
a
cylinder gauge (Figure
2.
If
the measurement exceeds the allowable limit,
9-30).
replace the piston.
SA1
1
FOl2
,
Piston Ring Thickness
1,
Measure the piston ring thickness with an outside
2.
If the thickness is less than the allowable limit,
micrometer
a
(Figure
9-32.).
replace the ring.
s
,
SAllF011
FIGURE 9-32. RING
THICKNESS
FIGURE 9-30. PISTON
BOSS
I.D.
Piston
Ring
Gap
1.
Insert piston ring into cylinder. Use piston head to
2.
Measure the ring gap with a feeler gauge as shown
3.
If
the ring gap exceeds the allowable limit, replace
push ring down to bottom of cylinder.
in Figure 9-31.
the ring.
C105FO89
FIGURE 9-31. MEASURING RING GAP
Piston Assembly
Install the rings on the piston beginning with the oil
control ring. Use
a
piston ring spreaderto preventtwisting or excessive expansion of the ring. Compression
rings are marked with the word “top” or a mark on one
side of the ring to indicate which side faces thetop of the
piston. Unmarked rings may be installed either way.
Stagger ring gaps
120
degrees apart.
Do
not position
ring gaps on thrust face of cylinder.
Clearance between Piston Pin and
Connecting Rod Small End Bore
1.
Measure the piston pin
O.D.
and connecting rod
small end bore with a micrometer (Figure 9-33).
Then calculate the difference.
2.
If the clearance exceeds the allowable limits, replace
them.
SA1 1 F013
I
SA1 1 F02l
FIGURE 9-33.
PISTON PIN AND CONNECTING ROD CLEARANCE
9-1
1
Page 77
Clearance between Crank pin and
Connecting Rod Big End Bore
1.
Measure the crank pin
O.D.
and the connecting rod
big end bore with a micrometer, and calculate the
difference (Figure
9-34).
2.
If
the clearance exceeds the allowable limits,
replace them.
C.r
\
w
C105F090
i3
SA1 1 FO24
FIGURE
9-34.
CRANK PIN AND CONNECTING ROD CLEARANCE
Side Clearance
of
Connecting
Rod
on Crank Pin
1.
Assemble the connecting rod to the crank pin.
2.
Measure the side clearance with a feeler gauge
3.
If
the clearance exceeds the allowable limits,
(Figure
9-35).
replace them.
Cam Heights
for
Intake and Exhaust
1.
Measure the height
of
the cam at its highest point
2.
If
the measurement is less than the allowable limit,
with an outside micrometer (Figure
9-36).
replace the camshaft
C105F091
FIGURE
9-36.
INTAKE AND EXHAUST CAM HEIGHTS
Side Clearance
of
Crankshaft
1.
Set a dial gauge, as shown in Figure
9-37,
push the
2.
If
the side clearance exceeds the allowable limits,
shaft in and measure the clearance.
adjust with shims.
~
1,
--
C105F092
V
FIGURE
9-37.
SIDE
CLEARANCE
OF
CRANKSHAFT
SA1
1F022
FIGURE
9-35.
SIDE CLEARANCE OF CONNECTING
ROD
ON
CRANK PIN
9-1
2
Page 78
Rocker Arm Shaft
to
Rocker Arm Clearance
-
GH400
Engine
1.
Measure the rocker arm shaft
O.D.
with an outside
2.
Measure the rocker shaft hole
I.D.
with an inside
3.
If the clearance exceeds theallowable limit, replace
4.
If
the clearance still exceeds the limit replace the
micrometer (Figure
9-38).
micrometer, and calculate the clearance.
the rocker arm.
rocker arm shaft.
CT-1115
FIGURE
9-38.
ROCKER ARM AND
SHAFT
CLEARANCE
VALVE SYSTEM
This section is divided into
two
main parts: side valve
inspection and service, and overhead valve inspection
and service.
A
properly functioning valve system is
essential for good engine performance. Use the follow-
ing procedures,to inspect and service the valve system.
Check the valve face for evidence of burning, warping,
out-of-round, and carbon deposits (see Figure
9-39).
Burning and pitting are caused by the valve failing to
seat tightly. This condition is often caused by hard car-
bon particles
on
the seat
It
may also be due to weak
valve springs, insufficient tappet clearance, warping,
and misalignment
Warping occurs mainly due to exposure to intense heat
Out-of-round wear
follows
when the seat is pounded by
a valve whose head is not in line with the stem and
guide. If a valve face is burned or warped, or the stem is
worn, install a new one.
Too
much clearance in the intake guide admits air and
oil
into the combustion chamber affecting carburetion,
increasing oil consumption, and making heavy carbon
deposits. Carbon insulates metal and retains the heat.
This increases combustion chamber temperature and
causes warping and burning.
$4
Unburned carbon residue gums valvestemsand causes
them to stick in the guide. Deposits of hard carbon with
sharp points projecting become white hot and cause
pre-ignition and pinging.
VI-1020
VALVE
FACE
FIGURE
9-39.
VALVE FACE
SIDE VALVE INSPECTION AND SERVICE
Check
Clearance
Between
Valve
and
Valve
Guide
1.
Remove carbon from valve guide.
2.
Check to make sure the valve stem is not bent
3.
Mount a dial gauge on the cylinder as shown
in
4.
Measure the clearance at the point where the valve
Figure
9-40.
contacts the valve guide.
CT-1116
FIGURE
9-40.
VALVE
TO
VALVE GUIDE CLEARANCE
9-1
3
Page 79
Check Valve Seat Surface Width
1.
Clean the valve seat surface.
2.
Measure the valve seat width using a vernier calip-
3.
Apply red lead to the valve surface to check for
4.
When valve seat exceeds the allowable limit, regrind
ers (Figure
9-41).
scratches or unevenness.
valve seat as follows.
CT-1117
-
FIGURE 9-41. MEASURING VALVE SEAT WIDTH
Regrinding
seat
surface:
1,
Grind valve seat surface with a cutter.
2.
Use a cutter appropriate for the valve seat surface
and valve guide diameter.
3.
Valve seat width gets wider with use. Cut and readjust the width with a
15"
cutter (Figure
9-42).
4.
Grind the seat surface scratches and unevenness
with a
45"
cutter.
5.
Grind the inner surface with a
65"
to
70"
cutter to
finish the seat width to the specified dimension.
6.
Use agrinding compound to finish theseat surface.
(A)
Contact surface
with
valve
(B)
Valve seat surface bafore readjustment
(C)
Valve seat surface alter readjustment
A.
45'
cutter
B.
15'
cutter
C.
70'
cutter
CO3IFO63
FIGURE 9-42. REGRINDING VALVE SEAT
Check Valve Spring
Free
Length
1.
Measure the valve spring length (dimension
"A")
2.
If spring length is less than
1.2
inches
(30.5
mm)
with a vernier calipers (Figure
9-43).
replace the valve spring.
Check Valve Spring
Squareness
1.
Place the spring on a surface plate and use a square
2.
Turn the spring and measure to obtain the greatest
3.
Check for spring damage and scratches.
4.
Replace the spring if it is damaged or out of square
by more than
0.0591
inches
(1.5
mm).
(Figure
9-43)
to check squareness.
dimension
"B'.
FIGURE 9-43.
VALVESPRING FREE LENGTH AND SQUARENESS
MEASUREMENT
Checking Valve Clearance
1.
Set the piston at top dead center.
2.
Measure the clearance with a feeler gauge as
shown in Figure
9-44.
3.
If
the clearance
is
less than the reference value
of
0.0031
to
0.0055
inches
(0.08
to
0.14
mm), grind the
valve stem
to
adjust
CT-1118
FIGURE
9-44.
CHECKING VALVE CLEARANCE
9-1
4
Page 80
OVERHEAD VALVE INSPECTION AND
SERVICE
Check Clearance Between
Valve
Stem
and
Valve
Guide.
Measure the valve stem
O.D.
with an outside
micrometer (Figure
9-45).
Measure the valve guide at the largest point with a
small hole gauge.
If
the clearance exceeds the allowable limit, replace
the valve guide and valve.
C105F080
FIGURE
9-45.
CLEARANCE BETWEEN VALVE STEM
AND VALVE GUIDE
0.26
rad.
(15")
C054F064
CO54FO65
Check Valve Seat Surface Width
1.
Clean the valve seat surface.
2.
Measure the valve seat width (Figure
9-46)
with a
3.
Apply red lead to the valve surface to check for
(1)
Valve
Seat Cutter
(2)
0.79
rad.
(45')
Cutter
(3)
Contactcheck
(4)
0.26
rad.
(15')
Cutter
(5)
0.79
rad.
(45')
Cutter
(6)
Contact Check
vernier calipers.
scratches or unevenness.
4.
When the measurement is within the allowable limit,
check the seating ratio. If the ratio is less than
70%,
(a)
Identical
Dimensions
(b)
Seat
Surface
Width
the valve seat needs to be reground.
FIGURE
9-46.
REGRINDING VALVE
SEAT
5.
If the measurement exceeds the allowable limit,
replace the valve and regrind the valve seat (see
Regrinding Seat Surface).
Regrinding
Seat
Sunlace:
1.
Grind valve seat surface with a
45O
cutter. Use a
cutter appropriate for the valve seat surface and
valve guide diameter (Figure
9-46).
2.
Install valve and check for contact between valve
face and valve seat with red lead. (If the valve has
been in use for a long time the seat tends to come in
contact with the upper side of the valve face.)
3,
Cut and readjust the width using a
15"
cutter
so
the
valve seat width makes contact in the same dimen-
sion as the valve face width.
4.
Cut the valve seat surface again with a
45'
cutter
and recheck the contact between the valve and
seat
5.
Repeat steps three and four until the correct contact
is achieved.
6.
Lap the valve seat until the seated rate
is
more than
70%
of the total contact area.
7.
Useagrinding compound
to
finish the seatsurface.
Check Valve Spring Free Length
1.
Measure the valve spring length (dimension
"A")
2.
If
spring length
is
less than the allowable limit
with a vernier calipers (Figure
9-43).
replace
it.
Check Valve Spring Squareness
1.
Place the spring on a surface plate and use asquare
2.
Turn the spring and measure to obtain the greatest
3.
Check for spring damage and scratches.
4.
Replace the spring if it is damaged or out of square
by
more than
0.0591
inches
(1.5
mm).
(Figure
9-43)
to check squareness.
dimension
'3".
9-15
Page 81
Checking Valve Clearance
The engine is equipped with adjustable valve tappets.
Adjust the valve clearance only when the engine is at
ambient temperature. Proceed as follows:
1.
Inspect valve stems for proper alignment with
2.
3.
4.
5.
6.
tappets.
Advance the engine until both of the valves are
closed and there is no pressure on the valve lifters
(piston at top dead center).
Clearances are shown in the Specifications section.
For each valve, the gauge should just pass between
the top of the valve stem and the rocker arm (Figure
9-47.).
Check the cylinder head mounting bolt torque (see
Cylinder Head, this section), before performing
valve lash adjustment
To
correct the valve clearance, place a wrench on
the adjusting nut and a wrench on the outer locking
nut. Loosen the outer locking nut and turn the
adjusting nut as needed to obtain the correct clearance. Tighten locking nut after adjustment is made.
Recheck the valve clearance after adjustment has
been made and also check the rocker arm bolts to
see that they have not loosened asa result of adjusting the valve clearance.
'
C105F061
FIGURE 9-47. CHECKING VALVE CLEARANCE
Intake Valve
Seal
Replacement
-
GH400
Engine
A
worn or cracked valve seal can cause high oil consumption and spark plug fouling. Replace a defective
intake valve seal as follows:
1.
Pull the old valve seal out carefully to avoid damag-
ing the valve guide.
2.
Coatthe intakevalvestem with engine oil and insert
it into the valve guide.
3.
Press valve seal into valve guide by hand.
4. After insertion, use aspecial tool made for installing
the valve seal (Figure
9-48)
to press the seal into the
valve guide until the shoulder of the seal rests
against the cylinder head.
'VALVE
SEAL
INSTALLATION
TOOL
VT-1043
\
VALVE
SEAL
VALVE GUIDE
FIGURE 9-48. VALVE SEAL INSTALLATION
COMPRESSION RELEASE SYSTEM
The overhead valve engines have a compression release
system that decreases the amount of effort required to
start the engine with the recoil starter (Figure 9-49). If it
becomes difficult
to
crank the engine over with the
recoil starter, and the recoil starter mechanism works
properly when it is removed from the generator set, the
problem may be in the compression release system. The
system works as follows:
1.
As the engine is started, a spring
(4)
pulls in on a
flyweight
(3)
which in turn pushes a decompression
pin
(2)
upward.
2.
The decompression pin pushes up and opens the
exhaust valve
(1)
momentarily to release compres-
sion and make recoil starting easier.
3.
As
the engine speeds up, the flyweight is forced
outward by centrifugal force and the decompression pin moves down
so
that it no longer contacts
the exhaust valve.
(1)
TAPPET
(2)
DECOMPRESSION PIN
(3)
FLYWEIGHT
(4)
SPRING
(5)
CAMSHAFT
(6)
CAM
[AI
ENGINE
START
/"
3
4-
[el
ENGINE RUNNING
FIGURE 9-49. COMPRESSION RELEASE SYSTEM
9-1
6
Page 82
Section
IO.
Service Checklist
1
AWARNING
I
EXHAUST GAS IS DEADLY!
Exhaust gases contain carbon monoxide, an odorless and colorless gas. Carbon
monoxide is poisonous and can cause unconsciousness and death. Symptoms
of
carbon monoxide poisoning can include:
Dizziness
Nausea Muscular Twitching
0
Headache Vomiting
0
Weakness and Sleepiness
0
Throbbing in Temples
Inability to Think Coherently
IF
YOUOR
ANYONE
ELSE
EXPERIENCEANY
OF
THESE SYMPTOMS, GET
OUT
INTO
THE
FRESH
AIR IMMEDIATE1
Y.
If symptoms persist, seekmedicalaiten-
tion. Shut down the unit and do not operate until it has been inspected and
repaired.
Protection against carbon monoxide inhalation includes proper installation and
regular, frequent visualandaudible inspections of the complete exhaust system.
GENERAL
After servicing, inspect and test the generator set to
confirm that it will operate properly and will pull the full
rated load. Check each
of
the following areas before
putting the set into service.
LUBRICATION
If the engine oil was drained during service, fill the
crankcase with oil
of
the recommended classification
and viscosity. Refer to the Operator’s manual for the
specific recommendations and procedures.
WIRING
Verify that all wiring connections are tight and are
routed properly. Check each of the following:
0
Control Wires
0
Ground Strap
0
Battery Cables (Electric Start Models Only)
INITIAL START ADJUSTMENTS
lnhalation of exhaust gas can result
1-1
in severe personalinjury or death.
Do
not operate the generator set in poorly ventilated areas
such as indoors, inside tanks, confined areas, depressions,
or
any area where exhaust gases mightaccumu-
late. Locate the exhaust outlet
so
that exhaust gases
will not accumulate during operation.
J
Due to the danger of swerepersonal
injury or death, do not operate the
generator set in hazardous areas where it might ignite
gases, combustibles, or explosive materials.
Open the fuel valve, Make sure that the speed control
lever issetto high
(“H).
If necessary, close the chokefor
starting. Start the generator set. If necessary, adjust the
governor speed adjustment screw to obtain a safe no-
load operating speed. With no load applied, listen for
any unusual sounds or vibrations. Close the choke as
the engine warms up. When the choke is completely
open, adjust the carburetor and governor as specified in
the Fuel System section.
OUTPUT CHECK
Use a load test panel to apply progressively greater
loads until full load is reached. Operate the generator
set at its full rated output to make sure the set operates
properly.
EXHAUST SYSTEM
With the generator set operating, inspect the entire
exhaust system including the muffler and exhaust pipe.
Visually and audibly inspect all welds, connections, and
joints.
If
leaks are detected, shut the generator set down
and make repairs before operating the generator set
Repair corroded exhaust components before leaks
occur.
10-1
Page 83
Inhalation
of
exhaust gases can
l2EEEl
resuit in severe personal injury
or
death lnspectexhaustsystem audibly and viSua/lY
for
leaks. Repair leaks before refurning the genefator set
to service.
FUEL SYSTEM
With the generator set operating, inspect the fuel Supply
line, filter, fuel tank, and fittings for leaks. Check flexible
sections for cuts, cracks, and abrasions and make sure
they are not rubbing against anything that could cause
breakage.
Leaking
fuel
will
create a fire hazard
that can
result
in severe personal
injury
or
death if ignited.
lf
leaks are detected, shut the
generator
set
down
and correct leak immediately.
CONTROL
Start and stop the generator set several times using the
controls to verify that they are functioning properly.
MECHANICAL
Stop the generator set and inspect for leaking gaskets,
loose fasteners, damaged components, or interference
problems and repair as required.
Y
10-2
Page 84
Section
11
Wiring Diagrams
NOTES
This section contains the wiring diagrams for the 60
Hertz
portable generator
sets.
Refer
to
the listing below to identify
the drawing number and page location.
60
HZ
STANDARD MODELS
1.4 EGSAA
1.7 EGHAA
2.5 EGHAA
4.0 EGHAB
5.0
EGHAB
60
HZ
PRO MODELS
2.5 EGHAA
4.0 EGHAB
4.0 EGHEB
5.0
EGHAB
5.0
EGHEB
6.0 EGHEB
50
HZ
STANDARD MODELS
1.4 EGHAM, 2.0 EGHAM
3.5 EGHAM
5.0
EGHAM
50
HZ
PRO MODELS
2.0 EGHAM
3.5 EGHEM
5.0
EGHEM
WIRING DIAGRAM PAGE
625-2290
625-2289
625-2288
625-2272, CSA-625-2277
625-2350, CSA-625-2294
11-2
11-3
11-4
11-5,ll-6
11-7,ll-8
625-2273, W/GFCI-625-2360, CSA-625-2376 11-9,ll-10,ll-11
625-2274, W/GFCI-625-2359, CSA-625-2375 11-12,ll-13,ll-14
625-2296, W/GFCI-625-2358, CSA-625-2374 11-15,ll-16,ll-17
625-2285, W/GFCI-625-2357, CSA-625-2373 11-18,ll-19,ll-20
625-2275, W/GFCI-625-2356, CSA-625-2372 11-21,ll-22,ll-23
625-2276, W/GFCI-625-2355, CSA-625-2371
11
-24,ll-25,11-26
625-2333
625-2334
625-2335
625-2336
625-2337
625-2338
11
-27
11
-28
11
-29
11
-30
11
-31
11
-32
50
HZ
OPTIONAL CONTROL
PANEL WIRING
e
11
-33
Page 85
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6- B
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US
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15A CSA
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w
GENERATOR
GENERATOR END
BELL
20A 120V
USA
15A
120V CSA
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NOTES
:
I.
A
15A 120V RECEPTACLE IS ALSO
ACCEPTABLE FOR USA APPLICATION.
11-2
Page 86
I
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STOP
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IGNITION
CONTROL
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NOTES
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I.
A 15A
12OV
RECEPTACLE IS ALSO
ACCEPTABLE
FOR
USA APPLICATION.
2.
UNLESS TERMINATED WITH LUGS. ALL
LEADS TO RECEPTACLES SHALL BE
SOLDER DIPPED.
I I+
OIL
LEVEL
Iv
1-t
R/B
SWITZ
l11l
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DC
RECEPTACLE
%A
CB2
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CB
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15A
US
15A CSA
GENERATOR
20A 120V
USA
15A
120V
CSA
11-3
Page 87
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r------J
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STOP
B
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CONTROL
UNIT
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LEVEL
SWITCH
OIL
r
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OIL
WATCH BRKT ASSY
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20A
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11-4
Page 88
IGNITION
CONTROL
UNIT
I
1
NOTES:
I
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THE METAL JUMPER BETWEEN THE GOLD
I
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COLORED BE REMOVED. POWER TERMINALS
OF
JI
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OIL
WATCH UNIT
SSI
164
W
3
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2.
ALL
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RATED
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Page 89
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11-6
Page 90
i25-2350
[Dl
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CONTROL
UNIT
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NOTES
:
I.
ALL
WIRES MUST BE RATED
105"
C
UL/CSA APPROVED.
2.
UNLESS TERMINATED WITH LUGS.
ALL
LEADS
TO
RECEPTACLES SHALL BE
SOLDER DIPPED.
I
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WATCH UNIT
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CONTROL
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*
Page 91
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NOTES
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ALL WIRES MUST BE RATED
105'C
UL/CSA APPROVED.
OIL
WATCH UNIT
SSI
179
2.
UNLESS TERMINATED WITH LUGS. ALL
LEADS TO RECEPTACLES SHALL BE
SOLDER DIPPED.
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11-8
Page 92
11-9
Page 93
DC* BLACK
7
/
/-TI RED
DC- ORANGE
3
RED
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DETAIL
OF
GENERATOR
INTERNAL CONNECTOR
I
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a
15
AMP
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RED
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NOTES
:
I.
ALL
WIRES MUST BE RATED 105'C
2.
DO
NOT USE EXCESSIVE TOROUE ON
UL/CSA APPROVED.
VOLTMETER CONNECTIONS.
3.
UNLESS TERMINATED WITH LUGS,
ALL
LEADS TO RECEPTACLES SHALL BE
SOLDER DIPPED.
r
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GENERATOR
c
11-10
Page 94
i25-2376
ID1
T2 WITE
f
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DC+
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7
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STOP
r----------?
318
RED
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DC-
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SP2T
DETAIL
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INTERNAL CONNECTOR
IGNITION
CONTROL
UNIT
0
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-
-
NOTES
:
r------
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ALL
WIRES MUST BE RATED 105'C
UL/CSA APPROVED.
.
OIL WATCH UNIT
7
XE7-00
---
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2.
DO NOT USE EXCESSIVE TORQUE ON
VOLTMETER CONNECTIONS.
3.
UNLESS TERMINATED WITH LUGS.
ALL
LEADS TO RECEPTACLES SHALL BE
SOLDER DIPPED.
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11-11
Page 95
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NOTES
:
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BLACK
SWITCH
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1
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BLACK
r------
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OIL WATCH UNIT
WHITE/BLACK
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ALL
WIRES MUST BE RATED 105’C
UL/CSA APPROVED.
r
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IDLEMATIC
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SOLENOID
I
I
I
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2.
UNLESS TERMINATED WITH LUGS, ALL
LEADS TO RECEPTACLES SHALL BE
SOLDER DIPPED.
VOLTMETER CONNECTIONS.
3.
DO
NOT USE EXCESSIVE TOROUE ON
ONS. (LEADS FROM
THROUGH IDLEMATIC
DIRECTIONS.)
SHOWN IN
120
VOL
4.
NOTE REVERSE DIRECT
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CONTROL IN OPPOSITE
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5.
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11-12
Page 96
1
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ALL
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2.
UNLESS TERMINATED WITH LUGS.
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NOTES
:
I.
ALL
WIRES MUST BE RATED 105'C
UL/CSA APPROVED.
2.
UNLESS TERMINATED WITH
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ALL
LEADS TO RECEPTACLES'SHALL BE
SOLDER DIPPED.
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GENERATOR MUST PASS THROUGH IDLEMATIC
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5.
FULL POWER SWITCH
SI
SHOWN IN
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3.
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11-14
Page 98
j25-2296
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NOTES
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ALL
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UL/CSA APPROVED.
2.
UNLESS TERMINATED WITH LUGS,
ALL
LEADS TO RECEPTACLES SHALL BE
SOLDER DIPPED.
3.
DO
NOT USE EXCESSIVE TORQUE ON
4.
NOTE REVERSE DIRECTIONS. (LEADS FROM
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CONTROL IN OPPOSITE DIRECTIONS.)
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5.
FULL POWER SWITCH
SI
SHOWN IN
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18
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11-16
Page 100
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A
CB3
30A
11-17
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