Guardian Technologies 4270 Portable Generator User Manual

Guardian Technologies 4270 Portable Generator User Manual
QUIETPACT® 75D
DIAGNOSTIC
REPAIR MANUAL
RECREATIONAL VEHICLE GENERATOR
MODEL 4270
SAFETY
Throughout this publication, "DANGER!" and "CAUTION!" blocks are used to alert the mechanic for special
instructions concerning a particular service or operation that might be hazardous if performed incorrectly or
carelessly. PAY CLOSE ATTENTION TO THEM.
DANGER! UNDER THIS HEADING WILL BE FOUND SPECIAL INSTRUCTIONS WHICH, IF NOT COMPLIED WITH, COULD RESULT IN PERSONAL INJURY OR DEATH.
CAUTION! Under this heading will be found special instructions which, if not complied with, could
result in damage to equipment and/or property.
These "Safety Alerts" alone cannot eliminate the hazards that they signal. Strict compliance with these special Instructions plus "common sense" are major accident prevention measures.
NOTICE TO USERS OF THIS MANUAL
This SERVICE MANUAL has been written and published by Generac to aid our dealers, mechanics, and
company service personnel when servicing the products described herein.
It is assumed that these personnel are familiar with the servicing procedures for these products, or similar
products manufactured and marketed by Generac; that they have been trained in the recommended servicing procedures for these products, including the use of common hand tools, special Generac tools, or tools
from other suppliers.
Generac could not possibly know of and advise the service trade of all conceivable procedures by which a
service might be performed and of the possible hazards and/or results of each method. Generac has not
undertaken any such wide evaluation. Therefore, anyone who uses a procedure or tool not recommended by
Generac, must ensure that neither personal safety nor the products safety will be endangered by the service
procedure selected.
All information, illustrations and specifications in this manual are based on the latest product information
available at the time of publication.
When working on these products, remember that the electrical system and engine ignition system are capable of violent and damaging short circuits or severe electrical shocks. If work must be done where electrical
terminals could be grounded or touched, the battery cables should be disconnected at the battery.
Any time the intake or exhaust openings of the engine are exposed during service, they should be covered to
prevent accidental entry of foreign material. Entry of such materials will result in extensive damage when the
engine is started.
During any maintenance procedure, replacement fasteners must have the same measurements and strength
as the fasteners that were removed. Metric bolts and nuts have numbers that indicate their strength.
Customary bolts use radial lines to indicate strength, while most customary nuts do not have strength markings. Mismatched or incorrect fasteners can cause damage, malfunction and possible injury.
REPLACEMENT PARTS
Components on Generac recreational vehicle generators are designed and manufactured to comply with
Recreational Vehicle Industry Association (RVIA) Rules and Regulations to minimize the risk of fire or explosion. The use of replacement parts that are not in compliance with such Rules and Regulations could result
in a fire or explosion hazard. When servicing this equipment, It is extremely important that all components be
properly installed and tightened. If parts are improperly installed or tightened, sparks could ignite fuel vapors
from fuel system leaks.
Table of Contents
SAFETY ............................ INSIDE FRONT COVER
SECTION 1:
GENERATOR FUNDAMENTALS ...................... 3-7
MAGNETISM ................................................................
ELECTROMAGNETIC FIELDS ....................................
ELECTROMAGNETIC INDUCTION ..............................
A SIMPLE AC GENERATOR ........................................
A MORE SOPHISTICATED AC GENERATOR ............
FIELD BOOST ..............................................................
GENERATOR AC CONNECTION SYSTEM ................
3
3
3
4
4
6
6
SECTION 2:
MAJOR GENERATOR COMPONENTS ............ 8-11
ROTOR ASSEMBLY ...................................................... 8
STATOR ASSEMBLY .................................................... 8
BRUSH HOLDER .......................................................... 9
BATTERY CHARGE COMPONENTS .......................... 9
EXCITATION CIRCUIT COMPONENTS ...................... 9
VOLTAGE REGULATOR ............................................ 10
CONTROL PANEL
COMPONENT IDENTIFICATION ................................ 11
SECTION 3:
INSULATION RESISTANCE TESTS ............ 12-14
EFFECTS OF DIRT AND MOISTURE ........................
INSULATION RESISTANCE TESTERS ......................
DRYING THE GENERATOR ......................................
CLEANING THE GENERATOR ..................................
STATOR INSULATION RESISTANCE ........................
TESTING ROTOR INSULATION ................................
THE MEGOHMMETER ..............................................
12
12
12
12
13
14
14
SECTION 4:
MEASURING ELECTRICITY ........................ 15-17
METERS ......................................................................
THE VOM ....................................................................
MEASURING AC VOLTAGE ......................................
MEASURING DC VOLTAGE ......................................
MEASURING AC FREQUENCY ................................
MEASURING CURRENT ............................................
MEASURING RESISTANCE ......................................
ELECTRICAL UNITS ..................................................
OHM’S LAW ................................................................
15
15
15
15
16
16
16
17
17
SECTION 5:
ENGINE DC CONTROL SYSTEM ................ 18-28
INTRODUCTION ........................................................ 18
OPERATIONAL ANALYSIS .................................. 18-23
ENGINE CONTROLLER CIRCUIT BOARD ................ 24
BATTERY .................................................................... 24
14 AMP FUSE ............................................................ 26
PRE-HEAT SWITCH .................................................. 26
START-STOP SWITCH .............................................. 26
STARTER CONTACTOR & MOTOR ........................ 26
ENGINE GOVERNOR .................................................. 27
FUEL INJECTION PUMP ............................................ 27
FUEL NOZZLES/INJECTORS ...................................... 27
GLOW PLUGS .............................................................. 27
ENGINE PROTECTIVE DEVICES .............................. 28
LOW OIL PRESSURE SWITCH .................................. 28
HIGH COOLANT TEMPERATURE SWITCH .............. 28
OVERSPEED PROTECTION ...................................... 28
SECTION 6:
TROUBLESHOOTING FLOWCHARTS .................. 29-36
IF PROBLEM INVOLVES AC OUTPUT ...................... 29
PROBLEM 1 VOLTAGE & FREQUENCY ARE BOTH
HIGH OR LOW ............................................................ 29
PROBLEM 2 GENERATOR PRODUCES ZERO VOLTAGE OR
RESIDUAL VOLTAGE (5-12 VAC) ........................ 30-31
PROBLEM 3 NO BATTERY CHARGE OUTPUT .............................. 31
PROBLEM 4 EXCESSIVE VOLTAGE/FREQUENCY DROOP
WHEN LOAD IS APPLIED .......................................... 32
PROBLEM 5 PRIMING FUNCTION DOES NOT WORK .................. 32
PROBLEM 6 ENGINE WILL NOT CRANK ...................................... 33
PROBLEM 7 ENGINE CRANKS BUT WILL NOT START /
RUNS HARD .............................................................. 34
PROBLEM 8 ENGINE STARTS THEN SHUTS DOWN .................. 35
PROBLEM 9 14 AMP (F1) FUSE BLOWING .................................... 36
SECTION 7:
DIAGNOSTIC TESTS...................................... 37-57
INTRODUCTION ........................................................ 37
TEST 1 Check No-Load Voltage And Frequency ...................... 37
TEST 2 Check Engine Governor .......................................... 37-38
TEST 3 Test Excitation Circuit Breaker .................................... 38
TEST 4 Fixed Excitation Test/Rotor Amp Draw .................. 38-39
TEST 5 Wire Continuity ............................................................ 39
TEST 6 Check Field Boost .................................................. 39-40
TEST 7 Test Stator DPE Winding ........................................ 40-41
TEST 8 Check Sensing Leads/Power Windings ...................... 41
TEST 9 Check Brush Leads ................................................ 41-42
Page 1
Table of Contents
TEST 10 Check Brushes & Slip Rings ........................................ 42
TEST 11 Check Rotor Assembly ............................................ 42-43
TEST 12 Check Main Circuit Breaker .......................................... 43
TEST 13 Check Load Voltage & Frequency ................................ 43
TEST 14 Check Load Watts & Amperage .................................. 43
TEST 15 Check Battery Charge Output ................................ 43-44
TEST 16 Check Battery Charge Rectifier .................................... 44
TEST 17 Check Battery Charge Windings/
Battery Charge Resistor .......................................... 44-45
TEST 18 Try Cranking the Engine .............................................. 45
TEST 19 Test Pre-Heat Switch.................................................... 45
TEST 20 Check Fuel Pump .................................................... 45-46
TEST 21 Check 14 Amp Fuse .................................................... 46
TEST 22 Check Battery & Cables................................................ 46
TEST 23 Check Power Supply to Circuit Board .................... 46-47
TEST 24 Check Start-Stop Switch.......................................... 47-48
TEST 25 Check Power Supply to Wire 56 .................................. 48
TEST 26 Check Starter Contactor .............................................. 48
TEST 27 Check Starter Motor .............................................. 48-50
TEST 28 Check Fuel Supply........................................................ 51
TEST 29 Check Wire 14 Power Supply ...................................... 51
TEST 30 Check Wire 18 .............................................................. 51
TEST 31 Check Fuel Solenoid .............................................. 51-52
TEST 32 Test Pre-Heat Contactor .............................................. 52
TEST 33 Test Glow Plugs............................................................ 52
TEST 34 Test D1 Diode .............................................................. 52
Page 2
TEST 35 Check Valve Adjustment .............................................. 53
TEST 36 Fuel Injector Pump ................................................ 53-54
TEST 37 Check Engine / Cylinder Leak Down Test /
Compression Test .................................................. 54-55
TEST 38 Check Oil Pressure Switch .......................................... 55
TEST 39 Check Circuit Board for Ground .................................. 55
TEST 40 Test Water Temperature Switch ............................ 55-56
TEST 41 Check Wire 14 and Connecting
Components for Ground .............................................. 56
TEST 42 Check Wire 56 and Starter Contactor
for Short to Ground ...................................................... 56
TEST 43 Check Wire 15 for Short to Ground .............................. 56
SECTION 8:
ASSEMBLY .................................................... 57-59
MAJOR DISASSEMBLY .............................................. 57
Enclosure/Panel Removal ...................................... 57
Stator Removal ........................................................ 57
Rotor Removal ........................................................ 57
Belt Tensioning ........................................................ 57
Engine Removal ...................................................... 57
Starter Removal ...................................................... 58
Fuel Injector Pump Removal .................................... 58
Radiator Removal .................................................... 58
Re-assembly ............................................................ 58
Belt Tensioning .................................................. 58-59
SECTION 9:
EXPLODED VIEWS / PART NUMBERS ...... 60- 87
SECTION 10:
SPECIFICATIONS & CHARTS ...................... 88-90
MAJOR FEATURES AND DIMENSIONS ....................
ENGINE SPECIFICATIONS ........................................
GENERATOR SPECIFICATIONS ..............................
ROTOR/STATOR RESISTANCE VALUES ................
TORQUE SPECIFICATIONS ......................................
88
89
89
90
90
SECTION 11:
ELECTRICAL DATA ............................................ 92
Section 1
GENERATOR FUNDAMENTALS
MAGNETISM
Magnetism can be used to produce electricity and
electricity can be used to produce magnetism.
Much about magnetism cannot be explained by our
present knowledge. However, there are certain patterns of behavior that are known. Application of these
behavior patterns has led to the development of generators, motors and numerous other devices that utilize magnetism to produce and use electrical energy.
See Figure 1-1. The space surrounding a magnet is
permeated by magnetic lines of force called “flux”.
These lines of force are concentrated at the magnet's
north and south poles. They are directed away from
the magnet at its north pole, travel in a loop and reenter the magnet at its south pole. The lines of force
form definite patterns which vary in intensity depending on the strength of the magnet. The lines of force
never cross one another. The area surrounding a
magnet in which its lines of force are effective is
called a “magnetic field”.
Like poles of a magnet repel each other, while unlike
poles attract each other.
NOTE: The “right hand rule” is based on the “current flow” theory which assumes that current
flows from positive to negative. This is opposite
the “electron” theory, which states that current
flows from negative to positive.
Figure 1-2. – The Right Hand Rule
ELECTROMAGNETIC INDUCTION
Figure 1-1. – Magnetic Lines of Force
ELECTROMAGNETIC FIELDS
All conductors through which an electric current is
flowing have a magnetic field surrounding them. This
field is always at right angles to the conductor. If a
compass is placed near the conductor, the compass
needle will move to a right angle with the conductor.
The following rules apply:
• The greater the current flow through the conductor,
the stronger the magnetic field around the conductor.
• The increase in the number of lines of force is
directly proportional to the increase in current flow
and the field is distributed along the full length of
the conductor.
• The direction of the lines of force around a conductor can be determined by what is called the “right
hand rule”. To apply this rule, place your right hand
around the conductor with the thumb pointing in the
direction of current flow. The fingers will then be
pointing in the direction of the lines of force.
An electromotive force (EMF) or voltage can be produced in a conductor by moving the conductor so that
it cuts across the lines of force of a magnetic field.
Similarly, if the magnetic lines of force are moved so
that they cut across a conductor, an EMF (voltage)
will be produced in the conductor. This is the basic
principal of the revolving field generator.
Figure 1-3, below, illustrates a simple revolving field
generator. The permanent magnet (Rotor) is rotated
so that its lines of magnetic force cut across a coil of
wires called a Stator. A voltage is then induced into
the Stator windings. If the Stator circuit is completed
by connecting a load (such as a light bulb), current
will flow in the circuit and the bulb will illuminate.
Figure 1-3. – A Simple Revolving Field Generator
Page 3
Section 1
GENERATOR FUNDAMENTALS
A SIMPLE AC GENERATOR
Figure 1-4 shows a very simple AC Generator. The
generator consists of a rotating magnetic field called
a ROTOR and a stationary coil of wire called a STATOR. The ROTOR is a permanent magnet which consists of a SOUTH magnetic pole and a NORTH magnetic pole.
As the MOTOR turns, its magnetic field cuts across
the stationary STATOR. A voltage is induced into the
STATOR windings. When the magnet's NORTH pole
passes the STATOR, current flows in one direction.
Current flows in the opposite direction when the magnet's SOUTH pole passes the STATOR. This constant reversal of current flow results in an alternating
current (AC) waveform that can be diagrammed as
shown in Figure 1-5.
The ROTOR may be a 2-pole type having a single
NORTH and a single SOUTH magnetic pole. Some
ROTORS are 4-pole type with two SOUTH and two
NORTH magnetic poles. The following apply:
1. The 2-pole ROTOR must be turned at 3600 rpm to produce an
AC frequency of 60-Hertz, or at 3000 rpm to deliver an AC frequency of 50-Hertz.
0
360
180
(-)
ONE CYCLE
Figure 1-5. – Alternating Current Sine Wave
A MORE SOPHISTICATED AC GENERATOR
Figure 1-6 represents a more sophisticated generator. A regulated direct current is delivered into the
ROTOR windings via carbon BRUSHES AND SLIP
RINGS. This results in the creation of a regulated
magnetic field around the ROTOR. As a result, a regulated voltage is induced into the STATOR.
Regulated current delivered to the ROTOR is called
“EXCITATION” current.
DC CURRENT
STATOR
VOLTAGE
(+)
AC OUTPUT
2. The 4-pole ROTOR must operate at 1800 rpm to deliver a 60Hertz AC frequency or at 1500 rpm to deliver a 50-Hertz AC
frequency.
CURRENT
120 V
STATOR
STATOR
240 V
120 V
BRUSHES
SLIP
RINGS
ROTOR
Figure 1-6. – A More Sophisticated Generator
MAGNETIC FIELD
Figure 1-4. – A Simple AC Generator
Page 4
See Figure 1-7 (next page). The revolving magnetic
field (ROTOR) is driven by the engine at a constant
speed. This constant speed is maintained by a
mechanical engine governor. Units with a 2-pole rotor
require an operating speed of 3600 rpm to deliver a
60-Hertz AC output. Engine governors are set to
maintain approximately 3720 rpm when no electrical
loads are connected to the generator.
Section 1
GENERATOR FUNDAMENTALS
Figure 1-7. – Generator Operating Diagram
NOTE: AC output frequency at 3720 rpm will be
about 62-Hertz. The “No-Load” is set slightly high
to prevent excessive rpm, frequency and voltage
droop under heavy electrical loading.
Generator operation may be described briefly as follows:
1. Some “residual” magnetism is normally present in the rotor and
is sufficient to induce approximately 7 to 12 VAC Into the stator's AC power windings.
2. During startup, an engine controller circuit board delivers battery voltage to the rotor, via the brushes and slip rings.
a.
b.
The battery voltage is called “Field Boost”.
Flow of direct current through the ROTOR
increases the strength of the magnetic field
above that of “residual” magnetism alone.
3. “Residual” plus “Field Boost” magnetism induces a voltage into
the Stator excitation (DPE), battery charge and AC Power
windings.
4. Excitation winding unregulated AC output is delivered to an
electronic voltage regulator, via an excitation circuit breaker.
a.
b.
c.
A “Reference” voltage has been pre-set into
the Voltage Regulator.
An “Actual” (“sensing”) voltage is delivered
to the Voltage Regulator via sensing leads
from the Stator AC power windings.
The Regulator “compares” the actual (sensing) voltage to its pre-set reference voltage.
(1) If the actual (sensing) voltage is greater
than the pre-set reference voltage, the
Regulator will decrease the regulated current flow to the Rotor.
(2) If the actual (sensing) voltage is less
than the pre-set reference voltage, the
Regulator will increase the regulated current flow to the Rotor.
(3) In the manner described, the Regulator
maintains an actual (sensing) voltage that is
equal to the pre-set reference voltage.
NOTE: The Voltage Regulator also changes the
Stator excitation windings alternating current
(AC) output to direct current (DC).
5. When an electrical load is connected across the Stator
power windings, the circuit is completed and an electrical
current will flow.
6. The Rotor's magnetic field also induces a voltage Into the
Stator battery charge windings.
a.
b.
c.
Battery charge winding AC output is delivered to a battery charge rectifier (BCR)
which changes the AC to direct current
(DC).
The rectified DC is then delivered to the unit
battery, to maintain the battery in a charged
state.
A one ohm, 25 watt Resistor is installed in
series with the grounded side of the battery
charge circuit.
Page 5
Section 1
GENERATOR FUNDAMENTALS
FIELD BOOST
When the engine is cranked during startup, the
engine control circuit board Terminals 9, 10, and 11
(Wire 14) are energized with 12 VDC. Connected to a
Wire 14 is a resistor (R2) and a diode (D2). Battery
current flows through the 20 ohm 12-watt resistor and
the field boost diode D2, the voltage is reduced to 3-5
VDC. After passing through R2 and D2 it becomes
Wire 4 and current travels to the Rotor via brushes
and slip rings. This is called “Field Boost” current.
The effect is to “flash the field” every time the engine
is cranked. Field boost current helps ensure that sufficient “pickup” voltage is available on every startup to
turn the Voltage Regulator on and build AC output
voltage.
NOTE: Loss of the Field Boost function may or
may not result in loss of AC power winding output. If Rotor residual magnetism alone is sufficient to turn the Regulator on, loss of Field Boost
may go unnoticed. However, if residual magnetism alone is not enough to turn the Regulator on,
loss of the Field Boost function will result in loss
of AC power winding output to the load. The AC
output voltage will then drop to a value commensurate with the Rotor's residual magnetism (about
7-12 VAC).
GENERATOR AC CONNECTION SYSTEM
The generator set is equipped with dual stator AC
power windings. These two stator windings supply
electrical power to customer electrical loads by
means of a dual two-wire connection system.
Generators may be installed to provide the following
outputs:
1. 120/240 VAC loads — one load with a maximum total wattage
requirement equal to the generator’s rated power output, and
240 VAC across the generator output terminals; or two separate
loads, each with a maximum total wattage requirement equal to
half of the generator’s rated power output (in watts), and 120VAC
across the generator output terminals. Figure 1.9 shows the generator lead wire connections for 120/240 VAC loads.
2. 120 VAC loads only — one load with a maximum total wattage
requirement equal to the generator’s rated power output (in
watts), and 120V across the generator output terminals. Figure
1.8 shows the generator lead wire connections for 120VAC
ONLY.
The generator set can be used to supply electrical
power for operating one of the following electrical
loads:
• QUIETPACT 75D: 120 and/or 240 VAC, single
phase, 60-Hertz electrical loads. These loads can
require up to 7500 watts (7.5 kW) of total power,
but cannot exceed 62.5 AC amperes of current at
120 VAC or exceed 31.2 AC amperes at 240 VAC.
Page 6
CAUTION! Do not overload the generator.
Some installations may require that electrical
loads be alternated to avoid overloading.
Applying excessively high electrical loads may
damage the generator and may shorten its life.
Add up the rated watts of all electrical lighting,
appliance, tool and motor loads the generator
will power at one time. This total should not be
greater than the wattage capacity of the generator. If an electrical device nameplate gives
only volts and amps, multiply volts times amps
to obtain watts (volts x amps = watts). Some
electric motors require more watts of power (or
amps of current) for starting than for continuous operation.
LINE BREAKERS (120 VAC ONLY):
Protects generator’s AC output circuit against
overload (i.e., prevents unit from exceeding
wattage/amperage capacity). The circuit breaker ratings are as follows:
Model
Circuit Breaker 1
Circuit Breaker 2
QuietPact 75D
35A
35A
GENERATOR CONVERSION TO
120 VAC ONLY — DUAL CIRCUITS
NOTE: Conversion of a QUIETPACT™ generator
from "120/240 VAC dual voltage" to "120 VAC
only - dual circuits" (or vice-versa) requires
rerouting wires within the unit enclosure. It is recommended that this conversion be performed by
a Generac Authorized Service Dealer.
Figure 1-9 shows the stator power winding connections for 120 VAC only - dual circuits. Two stator
power windings are used, with each winding capable
of supplying half of the unit's rated wattage/amperage
capacity. The circuit from each winding is protected
against overload by a line breaker (CB1 and CB1A).
Line breakers CB1 and CB1A have a trip rating of 35
amps.
To convert from "120/240 VAC dual voltage" to "120
VAC only - dual circuits", disconnect battery power
from the generator and reverse stator lead Wires 33
and 44 as follows:
NOTE: It is necessary to feed stator lead Wires 33
and 44 through grommets on the electrical enclosure and engine control box in order to perform
the rerouting outlined below. The front and top
unit enclosure panels, as well as the user control
panel, must be removed to perform this. After rerouting, wires should be properly tied down to
prevent chafing or contact with moving internal
components
1. Remove stator lead Wire 33, as shown in Figure 1-8, from the
ground stud adjacent to the four-position terminal block.
Section 1
GENERATOR FUNDAMENTALS
Reroute stator lead 44 from the line side terminal of CB1
(renamed as CB1A in Figure 1-9) to the ground stud location
previously occupied by stator lead Wire 33.
2. Move smaller gauge (#18 AWG) Wire labeled #44 (not shown),
from the top of CB1A to the top of CB1. Renumber this Wire 11.
3. Reroute stator lead Wire 33, removed in step 1, to the line side
terminal on CB1A.
4. Renumber ground Wire 33, located between the four-position
terminal block and ground in Figure 1-8, as ground Wire 44, as
shown in Figure 1-9.
5. Renumber Wire 44A from Figure 1-8 as Wire 33A in Figure 1-9.
6. Connect a 12 AWG jumper wire between line breakers CB1
and CB1A, as shown in Figure 1-9.
7. Remove the "tie bar" between the two-line breaker switch handles.
When connecting vehicle load leads, the following
rules apply:
• Connect 120 VAC, single-phase, 60-Hertz, AC
electrical loads, requiring up to the trip rating of circuit breaker CB1, across AC output leads T1 (red)
and T2 (white).
• Connect 120 VAC, single-phase, 60-Hertz, AC
electrical loads, requiring up to the trip rating of circuit breaker CB1A, across AC output leads T3
(black) and T2 (white).
• Try to keep the load balanced between the two circuit breakers and the stator windings.
• The neutral line (T2, white) on all units is a grounded neutral.
Figure 1-8. – Connection for 120/240 VAC Dual
Voltage
Do NOT connect electrical loads in excess of
any circuit breaker rating, or problems will
develop with circuit breaker tripping, which
causes a loss of AC output. Also, do NOT
exceed the generator's rated wattage capacity.
Add the watts or amps of all lighting, appliance,
tool, and motor loads the generator will operate
at one time. This total should be less than the
unit's rated wattage/amperage capacity.
Figure 1-9 - Connection for 120 VAC Only —
Dual Circuits
Page 7
Section 2
MAJOR GENERATOR COMPONENTS
ENGINE
BRUSH HOLDER
FLYWHEEL/PULLEY
STATOR
BEARING
ROTOR
BEARING
BEARING
CARRIER
TENSIONER
BEARING CARRIER
PULLEY
BELT
Figure 2-1. Exploded View of Generator
ROTOR ASSEMBLY
STATOR ASSEMBLY
The Rotor is sometimes called the “revolving field”,
since it provides the magnetic field that induces a
voltage into the stationary Stator windings. Slip rings
on the Rotor shaft allow excitation current from the
voltage regulator to be delivered to the Rotor windings. The Rotor is driven by the engine at a constant
speed through a pulley and belt arrangement.
The QUIETPACT 75D utilizes a 2-pole Rotor. This
type of Rotor must be driven at 3600 rpm for a 60Hertz AC output, or at 3000 rpm for a 50-Hertz output.
Slip rings should be cleaned. If dull or tarnished,
clean them with fine sandpaper (a 400 grit wet sandpaper is recommended). DO NOT USE ANY METALLIC GRIT OR ABRASIVE TO CLEAN SLIP RINGS.
The Stator is assembled between the front and rear
bearing carriers and retained in that position by four
Stator studs. Windings included in the Stator assembly are (a) dual AC power windings, (b) an excitation
or DPE winding, and (c) a battery charge winding. A
total of eleven (11) leads are brought out of the Stator
as follows:
1. Four (4) Stator power winding output leads (Wires No. 11, 22,
33 and 44). These leads deliver power to connected electrical
loads.
Page 8
2. Stator Power winding “sensing” leads (11 and 22). These leads
deliver an “actual voltage signal to the electronic Voltage
Regulator.
Section 2
MAJOR GENERATOR COMPONENTS
3. Two excitation winding output leads (No. 2 and 6). These leads
deliver unregulated excitation current to the voltage regulator.
TO ENGINE
CONTROLLER
CIRCUIT BOARD
4. Three (3) battery charge output leads (No. 55, 66 and 77).
BCR
66
TO BATTERY
2
15
6
66
77
11
BATTERY CHARGE WINDING
11
55
22
R1
0N
22
33
BCR = Battery Charge Rectifier
R1 = One Ohm, 25 Watt Resistor
44
55
66
77
Leads 2 & 6 =Stator Excitation Winding
Leads 11 & 22 = Voltage Sensing Leads
Leads 11 & 22, 33 & 44 = AC Power Windings
Leads 55, 66, 77 = Battery Charge Windings
Figure 2-2. – Stator Output Leads
BRUSH HOLDER
Figure 2-4. – Battery Charge Circuit
EXCITATION CIRCUIT COMPONENTS
GENERAL:
During operation, the Rotor's magnetic field induces a
voltage and current flow into the Stator excitation
winding. The resultant AC output is delivered to a
voltage regulator via an excitation circuit breaker
(CB2).
The brush holder is retained in the rear bearing carrier by two M5 screws. It retains two brushes, which
contact the Rotor slip rings and allow current flow
from stationary parts to the revolving Rotor. The positive (+) brush is located nearest the Rotor bearing.
POWER WINDING
22S
11S
ELECTRONIC
VOLTAGE
REGULATOR
0K
2A
CB2
4
2
6
DPE WINDING
0F
4
FIELD
BRUSHES
Figure 2-5. – Schematic: Excitation Circuit
Figure 2-3. – Brush Holder
BATTERY CHARGE COMPONENTS
The Stator incorporates dual battery charge windings.
A battery charge rectifier (BCR) changes the AC output of these windings to direct current (DC). Battery
charge winding output is delivered to the unit battery
via the rectifier, a 14 amp fuse and Wire No. 15. A
one ohm, 25 watt resistor is connected in series with
the grounded side of the circuit.
EXCITATION CIRCUIT BREAKER:
The excitation circuit breaker (CB2) is self-resetting
and cannot be reset manually. Should the breaker
open for any reason, excitation current flow to the
Rotor is lost. The unit’s AC output voltage will then
drop to a value equal to the Rotor's residual magnetism (about 7-12 VAC).
Page 9
Section 2
MAJOR GENERATOR COMPONENTS
11
2
22
4
1
6
162
VOLTAGE
ADJUST POT
162
LED
Figure 2-7. – Voltage Regulator
Figure 2-6. – Excitation Circuit Breaker
VOLTAGE REGULATOR:
Six (6) leads are connected to the voltage regulator
as follows:
• Two (2) SENSING leads deliver ACTUAL AC output voltage signals to the regulator. These are
Wires No. 11 and 22.
• Two (2) leads (4 and 1) deliver the regulated direct
current to the Rotor, via brushes and slip rings.
• Two (2) leads (No. 6 and 162) deliver Stator excitation winding AC output to the regulator.
The regulator mounts a “VOLTAGE ADJUST” potentiometer, used for adjustment of the pre-set REFERENCE voltage. An LED will turn on to indicate that
SENSING voltage is available to the regulator and the
regulator is turned on.
Page 10
ADJUSTMENT PROCEDURE:
With the frequency set at 62.5-Hertz and no load on
the generator, slowly turn the voltage adjust pot on
the voltage regulator until 124 VAC is measured. If
voltage is not adjustable, proceed to Section 6 Troubleshooting.
NOTE: If, for any reason, sensing voltage to the
regulator is lost, the regulator will shut down and
excitation output to the Rotor will be lost. The AC
output voltage will then drop to a value that is
equal to Rotor residual magnetism (about 7-12
VAC). Without this automatic shutdown feature,
loss of sensing (actual) voltage to the regulator
would result in a “full field” or “full excitation”
condition and an extremely high AC output voltage.
NOTE: Adjustment of the regulator's “VOLTAGE
ADJUST” potentiometer must be done only when
the unit is running at its correct governed no-load
speed. Speed is correct when the unit's no-load
AC output frequency is about 62.5-Hertz. At the
stated frequency, AC output voltage should be
about 125 volts.
Section 2
MAJOR GENERATOR COMPONENTS
CONTROL PANEL COMPONENT IDENTIFICATION
Figure 2-9. – Control Panel Components
Page 11
Section 3
INSULATION RESISTANCE TESTS
EFFECTS OF DIRT AND MOISTURE
Moisture and dirt are harmful to the continued good
operation of any generator set.
If moisture is allowed to remain in contact with the
Stator and Rotor windings, some of the moisture will
be retained in voids and cracks of the winding insulation. This will result in a reduced insulation resistance
and, eventually, the unit's AC output will be affected.
Insulation used in the generator is moisture resistant.
However, prolonged exposure to moisture will gradually reduce the resistance of the winding insulation.
Dirt can enhance the problem, since it tends to hold
moisture into contact with the windings. Salt, as from
sea air, contributes to the problem since salt can
absorb moisture from the air. When salt and moisture
combine, they make a good electrical conductor.
Due to the detrimental affects of dirt and moisture, the
generator should be kept as clean and as dry as possible. Rotor and Stator windings should be tested
periodically with an insulation resistance tester (such
as a megohmmeter or hi-pot tester).
If the insulation resistance is excessively low, drying
may be required to remove accumulated moisture.
After drying, perform a second insulation resistance
test. If resistance is still low after drying, replacement
of the defective Rotor or Stator may be required.
FOLLOW THE TESTER MANUFACTURER'S
INSTRUCTIONS CAREFULLY. USE COMMON
SENSE TO AVOID DANGEROUS ELECTRICAL
SHOCK
DRYING THE GENERATOR
GENERAL:
If tests indicate the insulation resistance of a winding
is below a safe value, the winding should be dried
before operating the generator. Some recommended
drying procedures include (a) heating units and (b)
forced air.
HEATING UNITS:
If drying is needed, the generator can be enclosed in
a covering. Heating units can then be installed to
raise the temperature about 15°-18° F. (8°-10° C.)
above ambient temperature.
FORCED AIR:
Portable forced air heaters can be used to dry the
generator. Direct the heated air into the generator’s
air intake openings. Remove the voltage regulator
and run the unit at no-load. Air temperature at the
point of entry into the generator should not exceed
150° F. (66° C.).
INSULATION RESISTANCE TESTERS
Figure 3-1 shows one kind of hi-pot tester. The tester
shown has a “Breakdown” lamp that will glow during
the test procedure to indicate an insulation breakdown in the winding being tested.
CLEANING THE GENERATOR
GENERAL:
The generator can be cleaned properly only while it is
disassembled. The cleaning method used should be
determined by the type of dirt to be removed. Be sure
to dry the unit after it has been cleaned.
NOTE: A shop that repairs electric motors may be
able to assist you with the proper cleaning of generator windings. Such shops are often experienced in special problems such as a sea coast
environment, marine or wetland applications,
mining, etc.
USING SOLVENTS FOR CLEANING:
If dirt contains oil or grease a solvent is generally
required. Only petroleum distillates should be used to
clean electrical components. Recommended are
safety type petroleum solvents having a flash point
greater than 100° F. (38° C.).
Figure 3-1. – One Type of Hi-Pot Tester
DANGER! INSULATION RESISTANCE
TESTERS SUCH AS HI-POT TESTERS AND
MEGOHMMETERS ARE A SOURCE OF HIGH
AND DANGEROUS ELECTRICAL VOLTAGE.
Page 12
CAUTION!: Some generators may use epoxy
or polyester base winding varnishes. Use solvents that will not attack such materials.
Use a soft brush or cloth to apply the solvent. Be
careful to avoid damage to wire or winding insulation.
After cleaning, dry all components thoroughly using
moisture-free, low-pressure compressed air.
Section 3
INSULATION RESISTANCE TESTS
DANGER!: DO NOT ATTEMPT TO WORK
WITH SOLVENTS IN ANY ENCLOSED AREA.
PROVIDE ADEQUATE VENTILATION WHEN
WORKING WITH SOLVENTS. WITHOUT ADEQUATE VENTILATION, FIRE, EXPLOSION OR
HEALTH HAZARDS MAY EXIST . WEAR EYE
PROTECTION. WEAR RUBBER GLOVES TO
PROTECT THE HANDS.
CLOTH OR COMPRESSED AIR:
For small parts or when dry dirt is to be removed, a
dry cloth may be satisfactory. Wipe the parts clean,
then use low pressure air at 30 psi (206 Kpa) to blow
dust away.
BRUSHING AND VACUUM CLEANING:
Brushing with a soft bristle brush followed by vacuum
cleaning is a good method of removing dust and dirt.
Use the soft brush to loosen the dirt, then remove it
with the vacuum.
STATOR INSULATION RESISTANCE
GENERAL:
Insulation resistance is a measure of the integrity of
the insulating materials that separate electrical windings from the generator's steel core. This resistance
can degrade over time due to the presence of contaminants, dust, dirt, grease and especially moisture.
The normal insulation resistance for generator windings is on the order of “millions of ohms” or
“megohms”.
When checking the insulation resistance, follow the
tester manufacturer's instructions carefully. Do NOT
exceed the applied voltages recommended in this
manual. Do NOT apply the voltage longer than one
(1) second.
CAUTION!: DO NOT connect the Hi-Pot Tester
or Megohmmeter test leads to any leads that
are routed into the generator control panel.
Connect the tester leads to the Stator or
Rotor leads only.
d.
e.
f.
g.
Disconnect battery charge winding leads
No. 66 and 77 from the battery charge rectifier (BCR).
Disconnect battery charge winding lead No.
55 from the battery charge resistor (R1).
At the main circuit breakers, disconnect stator power leads No. 11P and 33.
At the ground stud (GND5), disconnect
Stator power leads No. 22 and 33.
2. When all leads have been disconnected as outlined in Step 1
above, test for a short-to-ground condition as follows:
a.
b.
Connect the terminal ends of all Stator leads
together (11, 22, 33, 44, 2,6, 55, 66, 77).
Follow the tester manufacturer's instructions
carefully. Connect the tester leads across
all Stator leads and to frame ground on the
Stator can. Apply a voltage of 1500 volts.
Do NOT apply voltage longer than one (1)
second.
If the test indicates a breakdown in insulation, the
Stator should be cleaned, dried and re-tested. If the
winding fails the second test (after cleaning and drying), replace the Stator assembly.
TEST BETWEEN ISOLATED WINDINGS:
1. Follow the tester manufacturer's instructions carefully.
Connect the tester test leads across Stator leads No. 11
(POWER) and No. 2. Apply a voltage of 1500 volts- DO NOT
EXCEED ONE SECOND.
2
6
11
11
22
22
33
44
55
66
STATOR SHORT-TO-GROUND TESTS:
See Figure 3-2. To test the Stator for a short-toground condition, proceed as follows:
1. Disconnect and isolate all Stator leads as follows:
a.
b.
c.
Disconnect sensing leads 11 and 22 from
the voltage regulator.
Disconnect excitation winding lead No. 6
from the voltage regulator.
Disconnect excitation lead No. 2 from the
excitation circuit breaker (CB2).
77
Leads 2 & 6 =Stator Excitation Winding
Leads 11 & 22 = Voltage Sensing Leads
Leads 11 & 22, 33 & 44 = AC Power Windings
Leads 55, 66, 77 = Battery Charge Windings
Figure 3-2. – Stator Leads
2. Repeat Step 1 with the tester leads connected across the following Stator leads:
Page 13
Section 3
INSULATION RESISTANCE TESTS
a.
b.
c.
d.
Across Wires No. 33 and 2.
Across Wires No. 11 (POWER) and 66.
Across Wires No. 33 and 66.
Across Wires No. 2 and 66.
If a breakdown in the insulation between isolated
windings is indicated, clean and dry the Stator. Then,
repeat the test. If the Stator fails the second test,
replace the Stator assembly.
TEST BETWEEN PARALLEL WINDINGS:
Connect the tester leads across Stator leads No. 11
(POWER) and 33. Apply a voltage of 1500 volts. If an
insulation breakdown is indicated, clean and dry the
Stator. Then, repeat the test between parallel windings. If the Stator fails the second test, replace it.
TESTING ROTOR INSULATION
To test the Rotor for insulation breakdown, proceed
as follows:
1. Remove the brush holders with brushes.
2. Connect the tester positive (+) test lead to the positive (+) slip
ring (nearest the Rotor bearing). Connect the tester negative (-)
test lead to a clean frame ground (like the Rotor shaft).
POSITIVE (+)
TEST LEAD
Figure 3-3. – Rotor Test Points
3. Apply 1000 volts. DO NOT APPLY VOLTAGE LONGER THAN
1 SECOND.
If an insulation breakdown is indicated, clean and dry
the Rotor then repeat the test. Replace the Rotor if it
fails the second test (after cleaning and drying).
Page 14
THE MEGOHMMETER
GENERAL:
A megohmmeter, often called a “megger”, consists of
a meter calibrated in megohms and a power supply.
Use a power supply of 1500 volts when testing
Stators; or 1000 volts when testing the Rotor. DO
NOT APPLY VOLTAGE LONGER THAN ONE (1)
SECOND.
TESTING STATOR INSULATION:
All parts that might be damaged by the high megger
voltages must be disconnected before testing. Isolate
all Stator leads (Figure 3-2) and connect all of the
Stator leads together. FOLLOW THE MEGGER
MANUFACTURER'S INSTRUCTIONS CAREFULLY.
Use a megger power setting of 1500 volts. Connect
one megger test lead to the junction of all Stator
leads, the other test lead to frame ground on the
Stator can. Read the number of megohms on the
meter.
MINIMUM INSULATION
RESISTANCE
(in “Megohms”)
=
GENERATOR RATED VOLTS
__________________________
1000
+1
The MINIMUM acceptable megger reading for Stators
may be calculated using the following formula:
EXAMPLE: Generator is rated at 120 VAC. Divide
“120” by “1000” to obtain “0.12”. Then add “1” to
obtain “1.12” megohms. Minimum insulation
resistance for a 120 VAC Stator is 1.12 megohms.
If the Stator insulation resistance is less than the calculated minimum resistance, clean and dry the Stator.
Then, repeat the test. If resistance is still low, replace
the Stator.
Use the Megger to test for shorts between isolated
windings as outlined “Stator Insulation Resistance”.
Also test between parallel windings. See “Test
Between Parallel Windings”on this page.
TESTING ROTOR INSULATION:
Apply a voltage of 1000 volts across the Rotor positive (+) slip ring (nearest the rotor bearing), and a
clean frame ground (i.e. the Rotor Shaft). DO NOT
EXCEED 1000 VOLTS AND DO NOT APPLY VOLTAGE LONGER THAN ONE SECOND. FOLLOW THE
MEGGER MANUFACTURER'S INSTRUCTIONS
CAREFULLY.
ROTOR MINIMUM INSULATION RESISTANCE:
1.5 megohms
Section 4
MEASURING ELECTRICITY
METERS
MEASURING AC VOLTAGE
Devices used to measure electrical properties are
called meters. Meters are available that allow one to
measure (a) AC voltage, (b) DC voltage, (c) AC frequency, and (d) resistance in ohms. The following
apply:
• To measure AC voltage, use an AC voltmeter.
• To measure DC voltage, use a DC voltmeter.
• Use a frequency meter to measure AC frequency in
“Hertz” or “cycles per second”..
• Use an ohmmeter to read circuit resistance, in
“ohms”.
An accurate AC voltmeter or a VOM can be used to
read the generator's AC output voltage. The following
apply:
1. Always read the generator's AC output voltage only at the
unit's rated operating speed and AC frequency.
2. The generator's voltage regulator can be adjusted for correct
output voltage only while the unit is operating at its correct
rated speed and frequency.
3. Only an AC voltmeter may be used to measure AC voltage. DO
NOT USE A DC VOLTMETER FOR THIS PURPOSE.
THE VOM
A meter that allows both voltage and resistance to be
read is the “volt-ohm-milliammeter” or “VOM”.
Some VOM's are of the “analog” type (not shown).
These meters display the value being measured by
physically deflecting a needle across a graduated
scale. The scale used must be interpreted by the
user.
“Digital” VOM's (Figure 4-1) are also available and
are generally very accurate. Digital meters display the
measured values directly by converting the values to
numbers.
NOTE: Standard AC voltmeters react to the AVERAGE value of alternating current. When working
with AC, the effective value is used. For that reason a different scale is used on an AC voltmeter.
The scale is marked with the effective or “rms”
value even though the meter actually reacts to the
average value. This is why the AC voltmeter will
give an incorrect reading if used to measure
direct current (DC).
DANGER!: RV GENERATORS PRODUCE
HIGH AND DANGEROUS VOLTAGES. CONTACT WITH HIGH VOLTAGE TERMINALS
WILL RESULT IN DANGEROUS AND POSSIBLY LETHAL ELECTRICAL SHOCK.
MEASURING DC VOLTAGE
A DC voltmeter or a VOM can be used to measure
DC voltages. Always observe the following rules:
1. Always observe correct DC polarity.
a.
b.
Some VOM's may be equipped with a polarity switch.
On meters that do not have a polarity
switch, DC polarity must be reversed by
reversing the test leads.
2. Before reading a DC voltage, always set the meter to a higher
voltage scale than the anticipated reading. If in doubt, start at
the highest scale and adjust the scale downward until correct
readings are obtained.
3. The design of some meters is based on the “current flow” theory while others are based on the “electron flow” theory.
a.
b.
The “current flow” theory assumes that
direct current flows from the positive (+) to
the negative (-).
The “electron flow” theory assumes that
current flows from negative (-) to positive
(+).
NOTE: When testing generators, the “current
flow” theory is applied. That is, current is
assumed to flow from positive (+) to negative (-).
Figure 4-1. – Digital VOM
Page 15
Section 4
MEASURING ELECTRICITY
MEASURING AC FREQUENCY
The generator's AC output frequency is proportional
to Rotor speed. Generators equipped with a 2-pole
Rotor must operate at 3600 rpm to supply a frequency of 60-Hertz.
Correct engine and Rotor speed is maintained by an
engine speed governor. For models rated 60-Hertz,
the governor is generally set to maintain a no-load
frequency of about 62-Hertz with a corresponding
output voltage of about 125 VAC line-to-neutral.
Engine speed and frequency at no-load are set slightly high to prevent excessive rpm and frequency droop
under heavy electrical loading.
MEASURING CURRENT
To read the current flow, in AMPERES, a clamp-on
ammeter can be used. This type of meter indicates
current flow through a conductor by measuring the
strength of the magnetic field around that conductor.
The meter consists essentially of a current transformer with a split core and a rectifier type instrument
connected to the secondary. The primary of the current transformer is the conductor through which the
current to be measured flows. The split core allows
the instrument to be clamped around the conductor
without disconnecting it.
Current flowing through a conductor may be measured safely and easily. A line-splitter can be used to
measure current in a cord without separating the conductors.
Figure 4-2. – Clamp-On Ammeter
Page 16
Figure 4-3. – A Line-Splitter
NOTE: If the physical size of the conductor or
ammeter capacity does not allow all lines to be
measured simultaneously, measure current flow
in each individual line. Then, add the individual
readings.
MEASURING RESISTANCE
The volt-ohm-milliammeter may be used to measure
the resistance in a circuit. Resistance values can be
very valuable when testing coils or windings, such as
the Stator and Rotor windings.
When testing Stator windings, keep in mind that the
resistance of these windings is very low. Some
meters are not capable of reading such a low resistance and will simply read “continuity”.
If proper procedures are used, the following conditions can be detected using a VOM:
• A “short-to-ground” condition in any Stator or Rotor
winding.
• Shorting together of any two parallel Stator windings.
• Shorting together of any two isolated Stator windings.
• An open condition in any Stator or Rotor winding.
Component testing may require a specific resistance
value or a test for “infinity” or “continuity.” Infinity is an
OPEN condition between two electrical points, which
would read as no resistance on a VOM. Continuity is
a closed condition between two electrical points,
which would be indicated as very low resistance or
“ZERO” on a VOM.
Section 4
MEASURING ELECTRICITY
ELECTRICAL UNITS
AMPERE:
The rate of electron flow in a circuit is represented by
the AMPERE. The ampere is the number of electrons
flowing past a given point at a given time. One
AMPERE is equal to just slightly more than six thousand million billion electrons per second.
With alternating current (AC), the electrons flow first
in one direction, then reverse and move in the opposite direction. They will repeat this cycle at regular
intervals. A wave diagram, called a “sine wave”
shows that current goes from zero to maximum positive value, then reverses and goes from zero to maximum negative value. Two reversals of current flow is
called a cycle. The number of cycles per second is
called frequency and is usually stated in “Hertz”.
VOLT:
The VOLT is the unit used to measure electrical
PRESSURE, or the difference in electrical potential
that causes electrons to flow. Very few electrons will
flow when voltage is weak. More electrons will flow as
voltage becomes stronger. VOLTAGE is considered
to be a state of unbalance and current flow as an
attempt to regain balance. One volt is the amount of
EMF that will cause a current of one ampere to flow
through one ohm of resistance.
OHM'S LAW
A definite and exact relationship exists between
VOLTS, OHMS and AMPERES. The value of one can
be calculated when the value of the other two are
known. Ohm's Law states that in any circuit the current
will increase when voltage increases but resistance
remains the same, and current will decrease when
resistance increases and voltage remains the same.
VOLTS
(E)
AMPS
(I)
Conductor of a
Circuit
-
OHM:
The OHM is the unit of RESISTANCE. In every circuit
there is a natural resistance or opposition to the flow
of electrons. When an EMF is applied to a complete
circuit, the electrons are forced to flow in a single
direction rather than their free or orbiting pattern. The
resistance of a conductor depends on (a) its physical
makeup, (b) its cross-sectional area, (c) its length,
and (d) its temperature. As the conductor's temperature increases, its resistance increases in direct proportion. One (1) ohm of resistance allows one (1)
ampere of current to flow when one (1) volt of electromotive force (EMF) is applied.
OHMS
(R)
OHM - Unit measuring resistance
or opposition to flow
+
AMPERE - Unit measuring rate of
current flow (number of electrons
past a given point)
VOLT - Unit measuring force or
difference in potential
causing current flow
Figure 4-4. – Electrical Units
Figure 4-5.
If AMPERES is unknown while VOLTS and OHMS
are known, use the following formula:
AMPERES = VOLTS
OHMS
If VOLTS is unknown while AMPERES and OHMS
are known, use the following formula:
VOLTS = AMPERES x OHMS
If OHMS is unknown but VOLTS and AMPERES are
known, use the following:
VOLTS
OHMS = AMPERES
Page 17
Section 5
ENGINE DC CONTROL SYSTEM
INTRODUCTION
The engine DC control system includes all components necessary for the operation of the engine.
Operation includes off, preheat, cranking/starting,
running, shutdown, and fault shutdown. The system
is shown schematically.
OPERATIONAL ANALYSIS
CIRCUIT CONDITION- OFF:
Battery voltage is available to the engine controller
circuit board from the unit BATTERY and via (a) the
RED battery cable, Wire 13, a 14 amp FUSE (F1),
Wire 15 and engine controller Terminal 1. However,
circuit board action is holding the circuit open and no
action can occur.
Battery voltage is available to the contacts of a
STARTER CONTACTOR (SC), but the contacts are
open.
Battery voltage is available to the contacts of a PREHEAT CONTACTOR (PHC), but the contacts are
open.
Battery voltage is available to the PREHEAT
SWITCH (SW).
The switch is open and the circuit is incomplete.
Battery voltage is also available to the remote connection for a remote preheat switch.
Battery voltage is available to the BATTERY
CHARGE RECTIFIER (BCR). This is used as a
return path for Battery Charge Winding current.
Page 18
Section 5
ENGINE DC CONTROL SYSTEM
CIRCUIT CONDITION- PRE-HEAT:
When the PRE-HEAT SWITCH (SW) or the
REMOTE PANEL PRE-HEAT SWITCH is closed by
the operator, battery voltage is delivered across the
closed switch contacts to the PRE-HEAT CONTACTOR (PHC) via Wire 150. The PRE-HEAT CONTACTOR (PHC) is now energized. The normally open
(PHC) contacts close, battery voltage is now available to Wire 157.
The GLOW PLUGS (GP) are energized via Wire 157.
Wire 157 is also connected to a DIODE (D1), current
is allowed to pass through (D1) and Wire 14 will now
have battery voltage applied to it " Engine Controller
Terminals 9, 10 , and 11 are connected".
The FUEL PUMP (FP), FUEL SOLENOID (FS), and
HOURMETER (HM) will be energized via Wire 14.
Wire 14 is also connected to RESISTOR (R2) and
DIODE (D2). After passing through R2 and D2
reduced voltage is applied to Wire 4.
Page 19
Section 5
ENGINE DC CONTROL SYSTEM
CIRCUIT CONDITION- CRANKING:
When the START-STOP-SWITCH (SW1) or REMOTE
PANEL START-STOP-SWITCH is held at "START"
position, Wire 17 from the Engine Control circuit board
is connected to Ground. Engine control circuit board
action will then deliver battery voltage to a STARTER
CONTACTOR (SC) via Terminal 7 Wire 56.
The STARTER CONTACTOR (SC) energizes and its
contacts close, battery output is delivered to the
STARTER MOTOR (SM) via Wire 16.The STARTER
MOTOR energizes and the engine cranks.
Also, while cranking, engine control circuit board
action energizes Terminals 9, 10, and 11 which delivers battery voltage to the Wire 14 circuit. This energizes the FUEL PUMP (FP), FUEL SOLENOID (FS),
HOURMETER (HM), and optional light or hourmeter
in remote panel.
Wire 14 is also connected to RESISTOR (R2) and
DIODE (D2). After passing through R2 and D2
reduced voltage is applied to Wire 4. The reduced
voltage, approximately 3-5VDC, is sent to the
ROTOR via The BRUSHES and SLIP RINGS. This
voltage is used for Field Boost.
Also while cranking, engine control circuit board
action energizes Terminal 12 which delivers battery
voltage to Wire 85. "Refer to Circuit Condition-Fault
Shutdown for operation".
Page 20
Section 5
ENGINE DC CONTROL SYSTEM
CIRCUIT CONDITION-RUNNING:
With the FUEL PUMP (FP) and FUEL SOLENOID
(FS) operating the engine should start. The STARTSTOP SWITCH (SW1) is then released. Engine control circuit board action terminates DC output to the
STARTER CONTACTOR (SC), which then de-energizes the (SC) to end cranking.
While running, engine control circuit board action
keeps Terminals 9, 10, and 11 energized which delivers battery voltage to the Wire 14 circuit. This energizes the FUEL PUMP (FP), FUEL SOLENOID (FS),
HOURMETER (HM), and optional light or hourmeter
in remote panel. This will maintain engine operation.
While running, engine control circuit board action
keeps Terminal 12 (Wire 85) energized with battery
voltage. Connected in parallel to Wire 85 are the
LOW OIL PRESSURE SWITCH (LOS) and HIGH
WATER TEMP SWITCH (HWT). The (LOS) has normally closed contacts. After start-up, engine oil pressure will open the contacts. The HWT has normally
open contacts. High coolant temperature will close
the contacts. "Refer to Circuit Condition-Fault
Shutdown for operation".
A voltage is induced into the Stator's POWER WINDING. This voltage is delivered to the Engine control
circuit board Terminals 5 & 6 (via Wires 22 & 44).
The engine control circuit board uses this frequency
signal to determine engine speed for overspeed
sensing and starter disengage.
Page 21
Section 5
ENGINE DC CONTROL SYSTEM
CIRCUIT CONDITION- SHUTDOWN:
Setting the START-STOP SWITCH (SW1) or the
REMOTE PANEL START-STOP SWITCH to its
"STOP" position, connects the Wire 18 circuit to
ground. ENGINE CONTROL circuit board action deenergizes DC output to Terminal 9,10, & 11 (Wire
14). The FUEL PUMP (FP), FUEL SOLENOID (FS)
and HOURMETER (HM) are de-energized by the
loss of DC to Wire 14. Fuel flow terminates and the
engine shuts down.
Page 22
Section 5
ENGINE DC CONTROL SYSTEM
CIRCUIT CONDITION- FAULT SHUTDOWNS:
The engine has mounted to it a HIGH WATER TEMPERATURE SWITCH (HWT) and a LOW OIL PRESSURE SWITCH (LOS). While running, ENGINE
CONTROL circuit board action keeps Terminal 12
Wire 85 energized with battery voltage. Connected in
parallel to (Wire 85) are the LOW OIL PRESSURE
SWITCH (LOS) and HIGH WATER TEMP SWITCH
(HWT). The (LOS) has normally closed contacts.
After start-up, engine oil pressure will open the contacts. The HWT has normally open contacts. High
coolant temperature will close the contacts.
Should engine water temperature exceed a preset
value, the switch contacts will close. Wire 85 from the
circuit board will connect to ground. Circuit board
action will then initiate a shutdown.
Should engine oil pressure drop below a safe pre-set
value, the switch contacts will close.
On contact closure, Wire 85 will be connected to
ground and circuit board action will initiate an engine
shutdown.
The circuit board has a time delay built into it for the
Wire 85 fault shutdowns. At STARTUP ONLY the circuit board will wait approximately six (6) seconds
before looking at the Wire 85 fault shutdowns. Once
running after the six (6) second time delay, grounding
Wire 85 through either switch will cause an immediate shutdown.
The ENGINE CONTROL circuit board also has overspeed protection. The circuit board senses the AC
output from the stators POWER winding at Terminals
5 & 6 via Wires 22 & 44. This AC voltage and frequency signal is used indirectly to monitor engine
RPM. If the frequency should increase above a preset "adjustable" limit, the ENGINE CONTROL circuit
board will cause an immediate shutdown.
Page 23
Section 5
ENGINE DC CONTROL SYSTEM
ENGINE CONTROL CIRCUIT BOARD
GENERAL:
The ENGINE CONTROL circuit board is responsible
for cranking, startup, running, and shutdown operations. The board interconnects with other components
of the DC control system to turn them on and off at
the proper times. It is powered by fused 12 VDC
power from the unit battery.
CIRCUIT BOARD CONNECTIONS:
The circuit board mounts two, six-wire terminal strips.
They are labeled 1-6 and 7-12.
The following chart shows the associated wires and
the function(s) of each terminal and wire.
TERMINAL
WIRE
1
15
OVERSPEED SHUTDOWN POTENTIOMETER:
The overspeed shutdown potentiometer is used to set
the frequency at which the board will initiate a engine
shutdown. Proper setting of the potentiometer is critical to the correct operation of the generator.
ADJUSTMENT PROCEDURE:
The overspeed shutdown potentiometer MUST be
adjusted on replacement circuit boards.
If not replacing a board, start at STEP 6.
1. Remove 14 amp fuse (F1) from control panel.
2. Disconnect all wires from circuit board terminals.
3. Remove old circuit board and install new circuit board.
FUNCTION
4. Connect all wires to proper circuit board terminals. Follow electrical schematic if needed.
Power supply (12VDC) for the circuit board
and DC control system.
5. Reinstall 14 amp (F1) fuse into control panel.
2
0
Common Ground
3
17
To Start Stop Switch and remote connector.
When grounded by setting Start-Stop
Switch to "START", engine will crank.
6. Turn the overspeed shutdown potentiometer slowly counterclockwise until it stops. DO NOT FORCE.
Note: If immediate shutdown occurs when the
engine starts and the START/STOP switch is
released, reverse overspeed shutdown pot setting, turn pot clockwise and proceed. In Step 10
and Step 11, turn the overspeed shutdown pot
counterclockwise.
7. Connect an accurate AC frequency meter across the generator's AC output leads.
4
18
To Start-Stop Switch and remote connector.
When grounded by setting Start-StopSwitch to "STOP", engine shuts down.
5
44
Frequency signal for overspeed
shutdown/starter disengage.
6
22
Frequency signal for overspeed
shutdown/starter disengage.
7
56
Delivers 12 VDC to Starter Contactor (SC)
while cranking only.
8
__
Not Used
9. Use the injection throttle lever to SLOWLY increase engine
speed until the frequency meter reads 64 hertz.
9
14
Engine run circuit. Delivers 12 VDC during
cranking and running.
Connected to Fuel Pump, Fuel Solenoid,
Hourmeter, and field boost circuit.
10. Hold the throttle at 64 hertz and SLOWLY turn the overspeed
shutdown potentiometer clockwise until engine shutdown
occurs.
10
14
Engine run circuit. Delivers 12 VDC during
cranking and running.
Connected to Fuel Pump, Fuel Solenoid,
Hourmeter, and field boost circuit.
11. Turn the overspeed shutdown potentiometer clockwise an
additional 1/8 turn. The overspeed setting is now correct.
11
14
Engine run circuit. Delivers 12 VDC during
cranking and running.
Connected to Fuel Pump, Fuel Solenoid,
Hourmeter, and field boost circuit.
12
85
Fault shutdown circuit. When grounded by
High Water Temperature or Low Oil
Pressure switch, engine will shut down.
LED FUNCTIONS:
Green LED will be illuminated when Wire 14 is energized during cranking and running.
Red LED will be illuminated when Wire 56 is energized during cranking only.
Page 24
8. Start the generator, let it stabilize and warm up.
BATTERY
RECOMMENDED BATTERY:
When anticipated ambient temperatures will be consistently above 32° F. (0° C.), use a 12 VDC automotive type storage battery rated 70 amp-hours and
capable of delivering at least 360 cold cranking
amperes.
The QUIETPACT 75D generator is rated at about 160
DC Amps of cranking current to operate the starter
and glow plugs.
BATTERY CABLES:
Use of battery cables that are too long or too small in
diameter will result in excessive voltage drop. For
best cold weather starting, voltage drop between the
Section 5
ENGINE DC CONTROL SYSTEM
TERMINALS:
7
8
9
10
11
12
1
2
3
4
5
6
OVERSPEED
SHUTDOWN
POTENTIOMETER
GREEN LED
RED LED
TERMINALS:
Figure 5-4 – Engine Control Circuit Board
battery and starter should not exceed 0.12 VDC per
100 amperes of cranking current.
Select the battery cables based on total cable length
and prevailing ambient temperature. Generally, the
longer the cable and the colder the weather, the larger the required cable diameter.
The following chart applies:
CABLE LENGTH (IN FEET)
0-10
11-15
16-20
RECOMMENDED CABLE SIZE
No. 2
No. 0
No. 000
EFFECTS OF TEMPERATURE:
Battery efficiency is greatly reduced by a decreased
electrolyte temperature. Such low temperatures have
a decided numbing effect on the electrochemical
action. Under high discharge rates (such as cranking), battery voltage will drop to much lower values in
cold temperatures than in warmer temperatures. The
freezing point of battery electrolyte fluid is affected by
the state of charge of the electrolyte as indicated
below:
SPECIFIC GRAVITY
1.220
1.200
1.160
FREEZING POINT
-35° F. (-37° C.)
--20° F. (-29° C.)
0° F. (-18° C.)
ADDING WATER:
Water is lost from a battery as a result of charging
and discharging and must be replaced. If the water is
not replaced and the plates become exposed, they
may become permanently sulfated. In addition, the
plates cannot take full part in the battery action unless
they are completely immersed in electrolyte. Add only
DISTILLED WATER to the battery. DO NOT USE
TAP WATER.
NOTE: Water cannot be added to some “maintenance-free” batteries.
CHECKING BATTERY STATE OF CHARGE:
Use an automotive type battery hydrometer to test the
battery state of charge. Follow the hydrometer manufacturer's instructions carefully. Generally, a battery
may be considered fully charged when the specific
gravity of its electrolyte is 1.260. If the hydrometer
used does not have a “Percentage of Charge” scale,
compare the readings obtained with the following:
SPECIFIC GRAVITY
1.260
1.230
1.200
1.170
PERCENTAGE OF CHARGE
100%
75%
50%
25%
CHARGING A BATTERY:
Use an automotive type battery charger to recharge a
battery. Battery fluid is an extremely corrosive, sulfuric acid solution that can cause severe burns. For that
reason, the following precautions must be observed:
• The area in which the battery is being charged must
be well ventilated. When charging a battery, an
explosive gas mixture forms in each cell.
• Do not smoke or break a live circuit near the top of
the battery. Sparking could cause an explosion.
• Avoid spillage of battery fluid. If spillage occurs,
flush the affected area with clear water immediately.
• Wear eye protection when handling a battery.
Page 25
Section 5
ENGINE DC CONTROL SYSTEM
14 AMP FUSE
This panel-mounted Fuse protects the DC control circuit against overload and possible damage. If the
Fuse has melted open due to an overload, neither the
priming function nor the cranking function will be
available.
WIRE 17 (FROM THE ENGINE CONTROL BOARD):
This is the crank and start circuit. When the switch is
set to start, Wire 17 is connected to ground via Wire
0. With Wire 17 grounded, a crank relay on the circuit
board energizes and battery voltage is delivered to
the starter contactor via Wire 56. The starter contactor energizes and its normally open contacts close
allowing battery voltage through Wire 16 to the starter
motor and the engine will now crank. With Wire 17
grounded, a run relay on the circuit board energizes
and battery voltage is delivered to the Wire 14 circuit.
Now the fuel pump, fuel solenoid, hourmeter, and
field boost has battery voltage for operation.
WIRE 18 (FROM THE ENGINE CONTROL BOARD):
This is the engine stop circuit. When the start/stop
switch is set to stop, Wire 18 is connected to ground
via Wire 0. Circuit board action then opens the circuit
to Wire 14, stopping fuel flow, causing the unit to stop.
Figure5-4
WIRE 0:
Connects the switch to ground.
PREHEAT SWITCH
The diesel engine is equipped with glow plugs, one
for each cylinder. When the preheat switch is
pressed, voltage will go through the switch to the preheat contactor. The preheat contactor (normally
open) now closes, allowing battery voltage to go to
the glow plugs via Wire 157. Power from Wire 157
goes through a diode and changes to Wire 14. This
Wire 14 goes to the circuit board powering the fuel
pump, fuel solenoid, hourmeter, and field boost
through another diode and resistor. The glow plugs
now heat the engine combustion chamber, and the
injector pump is primed with fuel for starting.
17
(START)
0
SW1
18
18
(STOP)
0
17
A. Schematic
B. Pictorial
Figure 5-6. – Start/Stop Switch
SW
BH1-10
150
STARTER CONTACTOR & MOTOR
15
150
13 TO FUSE
150
B. Schematic
OUTER POSTS
15
SMALL
LUGS
13
A. Pictorial
Figure 5-5. – Pre-heat Switch
0
TO BATTERY
TO GROUND
56 TO BOARD
START/STOP SWITCH
The start/stop switch allows the operator to control
cranking, startup, and shutdown. The following wires
connect to the start/stop switch:
Page 26
16
TO STARTER
Figure 5-7. – Starter Contactor and Connections
Section 5
ENGINE DC CONTROL SYSTEM
The positive (+) battery cable (13) attaches to one of
the outer posts of the contactor along with Wire 13 for
the DC supply to the fuse (F1). The starter cable (16)
attaches to the remaining outer post. Attached to the
small 2 lugs are Wires 56 and 0. When the start/stop
switch is set to start, the circuit board delivers battery
voltage to the contactor coil via Wire 56. The contactor energizes and its contacts close. Battery voltage
is then delivered from the positive battery cable,
across contacts and to the starter motor via Wire 16.
FUEL NOZZLES/INJECTORS
Fuel supplied by the injector pump is delivered to the
nozzle holder and to the nozzle body. When fuel
pressure is sufficient to compress the spring, fuel is
supplied from the nozzle and into the combustion
chamber. Due to the high pressure of fuel being
ejected from the nozzle, there is no safe test. If faulty
fuel is suspected and a clogged injector pump was
diagnosed, the replacement of the injector nozzles
would be needed.
ENGINE GOVERNOR
A mechanical, all-speed governor is used on the
diesel engine. It is housed in the gear case. A flyweight movement is transmitted to the injection pump
control rack by way of the slider, control lever and
link. A spring is attached to the arm and the tension
lever. The spring regulates flyweight movement. By
changing the set angle of the governor lever, tension
on the tension lever spring is changed. In this manner, engine speed can be regulated by the governor
lever.
The generators A/C output frequency is directly proportional to engine speed. Low governor speed will
result in a reduced A/C frequency and voltage, and
high governor speed will produce an increased frequency and voltage.
FUEL INJECTION PUMP
INJECTOR
CAP
INSERT
GASKET
Figure 5-9. – Fuel Injectors
CONTROL RACK
SHIM
VALVE
CLOSED
VALVE
OPEN
FULLY
OPEN
INJECTOR PUMP
Figure 5-10. – Fuel Injector Nozzles
Figure 5-8. – Fuel Injection Pump
The fuel injection pump is mounted on the side of the
engine and rides on a three-lobe camshaft. The
lobes on the camshaft press the bottom of the pump,
which mechanically opens the fuel path to deliver fuel
to the fuel injectors. Timing for the fuel injector pump
is determined by the distance between the camshaft
lobes and the pump. This distance is regulated by
metal shims. If the shim space is incorrect, the fuel
pressure will be incorrect and combustion will not
occur. When the fuel injector pump is removed for
maintenance, be sure to reassemble with the same
number of shims. The engine governor controls the
fuel injector pump by linkage connecting the two.
GLOW PLUGS
The glow plug consists of a thin coiled heat-wire that
is encased in sintered magnesium oxide powder and
enclosed by a stainless steel sheath. One end of the
wire is welded to the sheath and the other end is
welded to the center electrode. When voltage is
applied to the center electrode, it heats the heat-wire,
which in turn, heats the combustion chamber.
Glow plugs are connected in parallel. For that reason, if one plug fails open, the other plugs will continue to operate. However, loss of one plug will
increase the possibility of the heat-wire melting open
in the remaining plugs.
Page 27
Section 5
ENGINE DC CONTROL SYSTEM
HIGH COOLANT TEMPERATURE SWITCH
SHEATH
ASBESTOS
BODY
NUT
HEAT-WIRE
MAGNESIUM
OXIDE
POWDER
The high coolant temperature switch has normally
open contacts. This switch is immersed in engine
coolant. If the coolant temperature should exceed
245-266 degrees F, the switches contacts will close
to ground, sending a signal to the printed circuit board
to shut down the unit via wire 85.
INSULATING
BUSHING
CENTER
ELECTRODE
Figure 5-11. – Glow Plug
ENGINE PROTECTIVE DEVICES
The engine will shut down automatically in the event
of anyone or more of the following occurrences:
• Low oil
• High engine coolant temperature
• Engine overspeed
LOW OIL PRESSURE SWITCH
The oil pressure switch has normally-closed contacts.
When the engine is cranking or running, oil will pass
through the switch, which opens the contacts. If oil
pressure should drop below 10 PSI, the contacts will
close to ground sending a signal to the printed circuit
board to shut unit down on wire 85.
ADAPTER
LOW OIL
PRESSURE
SWITCH
Figure 5-12. – Low Oil Pressure Switch
Page 28
Figure 5-13. – High Coolant Temperature Switch
OVERSPEED PROTECTION
Generator A/C frequency signals are delivered to
Terminals 5 and 6 of the engine control circuit board
via wires 22 and 44. Should engine/generator speed
exceed 69 to 71 Hertz for longer than 4 seconds, the
circuit board will cause an engine shutdown.
Section 6
TROUBLESHOOTING FLOWCHARTS
INTRODUCTION
The “Flow Charts” in this section can be used in conjunction with the “Diagnostic Tests” of Section 7.
Numbered tests in the Flow Charts correspond to
identically numbered tests of Section 7.
Problems 1 through 4 apply to the AC generator only.
Beginning with Problem 5, the engine DC control system is dealt with.
Page 29
Section 6
TROUBLESHOOTING FLOWCHARTS
Page 30
Section 6
TROUBLESHOOTING FLOWCHARTS
Problem 2 - Generator Produces Zero Voltage or Residual Voltage (5-12 VAC)
(continued)
E
TEST 11 CHECK ROTOR
ASSEMBLY
TEST 4 PERFORM FIXED
EXCITATION /
ROTOR AMP
DRAW
CHECK VOM FUSES VERIFY AMP METER
FUNCTIONS
REPLACE FUSES
- THEN RETEST
F
BAD
(PERFORM BOTH TEST 7 & 8)
TEST 7 - TEST
STATOR DPE
WINDING
REPAIR
OR
REPLACE
INSULATION
RESISTANCE
TEST PAGE 14
G
GOOD
TEST 8 - CHECK
SENSING LEADS /
POWER WINDINGS
GOOD
BAD
EITHER OR
BOTH BAD
INSULATION
RESISTANCE
TEST PAGE 13
REPAIR
OR
REPLACE
BAD
Problem 3 - No Battery Charge Output
TEST 15 CHECK
BATTERY
CHARGE
OUTPUT
BAD
GOOD
FINISHED
GOOD
TEST 16 CHECK
BATTERY
CHARGE
RECTIFIER
GOOD
TEST 17- CHECK
BATTERY CHARGE
WINDING /
BATTERY CHARGE
RESISTOR
BAD
BAD
REPLACE
REPAIR
OR REPLACE
INSULATION
RESISTANCE
TEST PAGE 13
BAD
REPAIR
OR
REPLACE
Page 31
Section 6
TROUBLESHOOTING FLOWCHARTS
Page 32
Section 6
TROUBLESHOOTING FLOWCHARTS
Page 33
Section 6
TROUBLESHOOTING FLOWCHARTS
Page 34
Section 6
TROUBLESHOOTING FLOWCHARTS
Page 35
Section 6
TROUBLESHOOTING FLOWCHARTS
Page 36
Section 7
DIAGNOSTIC TESTS
INTRODUCTION
3. If AC output voltage and frequency are both “zero”, go to Test 12.
The “Diagnostic Tests” in this chapter may be performed in conjunction with the “Flow Charts” of
Section 6. Test numbers in this chapter correspond to
the numbered tests in the “Flow Charts”.
Tests 1 through 17 are procedures involving problems
with the generator's AC output voltage and frequency
(Problems 1 through 4 in the “Flow Charts”).
Tests 18 through 42 are procedures involving problems with engine operation (Problems 5 through 9 in
the “Troubleshooting Flow Charts”).
Review and become familiar with Section 4,
“Measuring Electricity”.
NOTE: Test procedures in this Manual are not necessarily the only acceptable methods for diagnosing the condition of components and circuits. All
possible methods that might be used for system
diagnosis have not been evaluated. If any diagnostic method other than the method presented in this
Manual is utilized, ensure that neither personnel
safety nor the product's safety will be endangered
by the procedure or method utilized.
4. If the no-load voltage and frequency are within the stated limits,
go to Test 13.
NOTE: The term “low voltage” refers to any voltage reading that is lower than the unit's rated voltage. The term “residual voltage” refers to the output voltage supplied as a result of Rotor residual
magnetism (approximately 5-12 VAC).
TEST 2 - CHECK & ADJUST
ENGINE GOVERNOR
TEST 1- CHECK NO-LOAD VOLTAGE AND
FREQUENCY
DISCUSSION:
Rotor operating speed and A/C output frequency is
proportional. The generator will deliver a frequency of
60 HERTZ at 1950 RPM or 62 HERTZ at 2015 RPM.
The voltage regulator should be adjusted to deliver
120 VAC (line-to-neutral) at a frequency of 60 HERTZ
or 124 VAC (line-to-neutral) at 62 HERTZ. It is apparent that if governor speed is high or low, A/C frequency and voltage will be correspondingly high or low.
Governor speed at no-load is usually set slightly
above the rated speed of 60HERTZ (to 62.8 HERTZ)
to prevent excessive RPM, frequency, and voltage
droop under heavy electrical loading.
DISCUSSION:
The first step in analyzing any problem with the AC
generator is to determine the unit's AC output voltage
and frequency.
ENGINE GOVERNOR ADJUSTMENT:
Initial adjustment of governed speed should be
accomplished at no-load condition. Prior to engine
startup, turn off all electrical loads by whatever means
available (such as generator main circuit breaker).
PROCEDURE:
1. Set a volt-ohm-milliammeter (VOM) to read AC voltage.
Connect the meter test leads across customer connection
leads T1 (Red) and T2 (White).
2. Disconnect or turn OFF all electrical loads. Initial checks and
adjustments are accomplished at no-load.
3. Start the engine, let it stabilize and warm up.
4. Read the AC voltage.
5. Connect an AC frequency meter across AC output leads T1
(Red) and T2 (White) on the customer connection. Repeat the
above procedure.
RESULTS:
For units rated 60-Hertz, no-load voltage and frequency should be approximately 122-126 VAC and 61-63
Hertz respectively.
1. If AC voltage and frequency are BOTH correspondingly high or
low, go to Test 2.
2. If AC frequency is good but low or residual voltage is indicated,
go to Test 3.
Figure 7-1. – Governor Adjustment Points
PROCEDURE:
1. Connect an accurate A/C frequency meter and voltmeter to the
proper generator leads.
2. Start the engine, let it stabilize and warm up at no-load.
3. Frequency meter should read between 62-63 HERTZ. Line-to-
Page 37
Section 7
DIAGNOSTIC TESTS
line voltage should read between 242-252 VAC. If voltage and
frequency are good, no adjustment is needed. If voltage and
frequency are low or high, proceed to next step.
4. Turn the governor adjusting screws to obtain a no-load frequency as close as possible to 62-63 HERTZ. With no-load frequency set, apply an electrical load as close as possible to the unit's
rated load. Frequency with load applied should not fall below
58 HERTZ. If units frequency continues to drop below 58
HERTZ while under load, check for an overload condition.
TEST 3- TEST EXCITATION CIRCUIT
BREAKER
DISCUSSION:
This circuit breaker (CB2) is normally closed and selfresetting. It will open in the event of excessive current
from the Stator excitation (DPE) winding. The circuit
breaker should re-close or reset automatically after it
cools down (takes approximately two minutes).
When the breaker ( CB2) is open, excitation current to
the Regulator (and to the Rotor) will be lost. The unit's
AC output voltage will then drop to a value that is
equal to the Rotor's residual magnetism (about 5-12
volts AC). This test will determine if the breaker has
failed in its open position.
PROCEDURE:
Note: After running the unit, allow two minutes for
the breaker to reset.
1. Set a volt-ohm-milliammeter (VOM) to its “Rx1” scale and zero
the meter.
2A
2
RESULTS:
1. If the meter did NOT read “continuity”, replace the excitation
(DPE) circuit breaker (CB2), and go to Test 4.
2. If “continuity” was indicated, go to Test 4.
TEST 4- FIXED EXCITATION TEST/ROTOR
AMP DRAW
DISCUSSION:
The fixed excitation test consists of applying battery
voltage (12 VDC) to the Rotor windings. This allows
that portion of the excitation circuit between the
Voltage Regulator and the Rotor (including the Rotor
itself) to be checked as a possible cause of the problem. When battery voltage is applied to the Rotor, the
resulting magnetic field around the Rotor should
induce a Stator power winding voltage equal to about
one-half the unit's rated output voltage.
CONNECT POSITIVE (+)
BATTERY SUPPLY
11 22
TO WIRE #4
WIRE NO. 4
TO ROTOR
AND TO ECB
0 6
162
VOLTAGE
REGULATOR
TERMINALS
Figure 7-3. – Fixed Excitation Test
2A
CB3
PROCEDURE:
1. Disconnect Wire 4 from the Voltage Regulator (VR). (Third terminal from the top of VR).
2. Connect a jumper wire to Wire 4 and to the 12 volt fused battery
positive supply Wire 15 (Wire 15 located at fuse (F1) holder).
2
3. Set the VOM to measure AC voltage.
2. In the generator panel, locate the excitation circuit breaker.
Disconnect Wire 2 and Wire 162 from the breaker terminals.
4. Disconnect Wire 2 from the DPE breaker (CB2) and connect
one test lead to that wire. Disconnect Wire 6 from the Voltage
Regulator and connect the other test lead to that wire. Start the
generator and measure the AC voltage. It should be above 60
VAC. Record the results and stop the generator.
3. Connect the meter test leads across the two circuit breaker
(CB3) terminals. The meter should indicate “continuity”.
5. Re-connect Wire 2 to the DPE Circuit Breaker (CB2) and reconnect Wire 6 to the Voltage Regulator.
A. Schematic
B. Pictorial
Figure 7-2. – Excitation “DPE” Circuit Breaker
Page 38
Section 7
DIAGNOSTIC TESTS
TEST 4 RESULTS
C
D
A
B
E
F
G
VOLTAGE RESULTS
WIRE 2 & 6
EXCITATION WINDING
ABOVE
60 VAC
ABOVE
60 VAC
BELOW
60 VAC
ZERO OR
RESIDUAL
VOLTAGE
(5-12 VAC)
BELOW
60 VAC
BELOW
60 VAC
ABOVE
60 VAC
VOLTAGE RESULTS
WIRE 11 & 22
POWER WINDING
SENSE LEADS
ABOVE
60 VAC
BELOW
60 VAC
ABOVE
60 VAC
ZERO OR
RESIDUAL
VOLTAGE
(5-12 VAC)
BELOW
60 VAC
BELOW
60 VAC
ABOVE
60 VAC
ROTOR AMP DRAW
QP75D
(MODEL 4270)
.87-.79 A
± 20%
.87-.79 A
± 20%
.87-.79 A
± 20%
ZERO
CURRENT
DRAW
≥1.2 A
.87-.79 A
± 20%
ZERO
CURRENT
DRAW
(MATCH RESULTS WITH LETTER AND REFER TO FLOW CHART – Problem 2 on Pages 30 & 31)
6. Disconnect Wire 11 from the Voltage Regulator (VR) and connect one test lead to that wire. Disconnect Wire 22 from the
Voltage Regulator and connect the other test lead to that wire.
Start the generator and measure the AC voltage. It should be
above 60 VAC. Record the results and stop the generator.
7. Re-connect Wire 11 and Wire 22 to the Voltage Regulator.
8. Remove the jumper wire between Wire 4 and 12 volt supply.
9. Set the VOM to measure DC amps.
10. Connect one test lead to the 12 volt fused battery supply Wire
15, and connect the other test lead to Wire 4 (should still be
disconnected from the VR).
11. Start the generator. Measure the DC current. Record the rotor
amp draw.
12. Stop the generator. Re-connect Wire 4 to the Voltage
Regulator.
RESULTS:
Proceed to “TEST 4 RESULTS” (top of page 40).
Match all results to corresponding column in the
chart. The column letter refers to the Problem 4 flow
charts on pages 28 and 29.
TEST 5- WIRE CONTINUITY
DISCUSSION:
The Voltage Regulator receives unregulated alternating current from the Stator Excitation Winding via
Wires 2 (162 and CB2), and 6. It also receives voltage sensing from the Stator AC Power Windings via
Wires 11 and 22. The regulator rectifies the AC from
the Excitation Winding and, based on the sensing signals, regulates that DC current flow to the Rotor. The
rectified and regulated current flow is delivered to the
Rotor Brushes via Wires 4 (+) and 0 (-). This test will
verify the integrity of Wires 0 and 162.
PROCEDURE:
1. Set a VOM to its “Rx1” scale.
2. Remove Wire 0 from the Voltage Regulator, fourth terminal
from the top (identified by a negative (-) sign next to terminal).
3. Connect one test lead to Wire 0 and the other test lead to a
clean ground. The meter should read continuity.
4. Disconnect Wire 162 from the Voltage Regulator, sixth terminal
from the top. Disconnect the other end of this wire from the
Excitation Circuit Breaker (CB2). Connect one test lead to one
end of Wire 162 and the other test lead to the other end of the
same wire. The meter should read continuity.
RESULTS:
If continuity was NOT measured across each wire,
repair or replace the wires as needed.
If continuity WAS measured, proceed to Test 6.
TEST 6- CHECK FIELD BOOST
DISCUSSION:
Field boost current is delivered to the Rotor only while
the engine is being cranked. This current helps
ensure that adequate “pickup” voltage is available to
turn the Voltage Regulator on and build AC output
voltage.
Loss of the field boost function may or may not result
in a problem with AC output voltage. If the Rotor's
residual magnetism is sufficient to turn the Regulator
on, loss of the function may go unnoticed. However, if
the Rotor's residual magnetism is not enough to turn
the Regulator on, loss of field boost can result in failure of the unit to generate an output voltage.
PROCEDURE:
1. Set VOM to measure DC voltage.
2. Disconnect Wire 4 from the Voltage Regulator and connect the
positive (+) test lead to it. Connect the negative (-) test lead to
a clean frame ground.
Page 39
Section 7
DIAGNOSTIC TESTS
3. Set the Start-Stop Switch to “START.” During cranking only,
measure DC voltage. It should read 3-5 VDC. Reconnect Wire
4 to the Voltage Regulator. If voltage is measured, it can be
assumed that the Field Boost is working. Stop testing. If voltage is not measured, proceed to Step 4.
4. Test D2 diode: Place a VOM to measure continuity. Place one
test lead on one end of the diode and the other test lead on the
other end. Check for continuity, then reverse the leads and
retest. Continuity should only be measured in one direction,
and when it is measured, it should have a single beep and not
a constant tone. If continuity is measured in both directions
then the diode will need to be replaced. If diode tests good,
proceed to Step 5.
5. Test R2 resistor: Place a VOM to measure resistance.
Disconnect wires going to the terminals of the resistor. Place
the test leads on each terminal of the resistor. Resistance
should be 20 Ohms. If resistance is bad, replace the resistor.
If resistor is good, proceed to Step 6.
6. Test Wire 14: Place a VOM to measure continuity. Disconnect
Wire 14 from the R2 resistor. Unplug the BH2 connector.
Place one test lead on the Wire 14 end that was previously on
the resistor. Place the other test lead on Pin 7 of the BH2 connector. Continuity should be measured. If wire is open,
replace it. If wire is good, disconnect Wire 14 from the circuit
board located on Terminal 11. Place one test lead on this end
and the other test lead on the other BH2 connector Pin 7.
Continuity should be measured. If continuity is not measured,
replace the wire. If continuity is measured, make sure that the
connection on BH2 is good. If the connection appears to be
good, then replace the circuit board.
RESULTS:
1. If field boost voltage checks good in step 3, than replace the
voltage regulator.
2. If field boost is not measured, replace failed parts in Steps 4-6.
TEST 7 - TEST STATOR DPE WINDING
DISCUSSION:
An open circuit in the Stator excitation windings will
result in a loss of unregulated excitation current to the
Voltage Regulator. The flow of regulated excitation
current to the Rotor will then terminate and the unit's
AC output voltage will drop to a value that is equal to
the rotor’s residual magnetism (about 5 - 12 VAC).
PROCEDURE:
1. Disconnect Wire 2 from the Excitation Circuit Breaker.
2. Disconnect Wire 6 from the Voltage Regulator.
3. Set a VOM to its “Rx1” scale and zero the meter.
Page 40
2
6
A. Schematic
2
6
B. Pictorial
Figure 7-4. – Stator Excitation Winding
4. Connect the VOM test leads across the terminal ends of Wires
2 and 6. The VOM should indicate the resistance of the Stator
Excitation (DPE) Windings.
EXCITATION “DPE” WINDING RESISTANCE *
(Measured Across Wires 2 & 6)
MODEL QP75D
1.24 OHMS
* Resistance values in ohms at 20° C. (68° F.). Actual readings
may vary depending on ambient temperature. A tolerance of
plus or minus 5% is allowed.
5. Now, set the meter to its “Rx1 K” or “Rx10,000” scale and zero
the meter. Test for a “short-to-ground” condition as follows:
a. Connect one meter test lead to Stator lead No.
2, the other test lead to a clean frame ground.
b. The meter should read “Infinity”. Any other reading indicates a “short-to-ground” condition and
the Stator should be replaced.
6. Test for a short between windings as follows:
a. Meter should be set to its “Rx1 K” or “Rx10,000”
scale.
b. Connect one meter test lead to Stator Wire 2,
the other test lead to Stator lead No. 11. The
meter should read “Infinity”.
c. Connect one VOM test lead to Stator lead No. 2
the other test lead to Stator lead No. 33.
“Infinity” should be indicated.
d. Connect one VOM test lead to Stator lead No. 2
and connect the other test lead to Stator lead
No. 66. “Infinity” should be indicated.
RESULTS:
1. If the Stator excitation (DPE) windings are open or shorted,
replace the Stator assembly.
2. If the excitation windings are good, perform “Insulation
Resistance Test”, page 13.
Section 7
DIAGNOSTIC TESTS
TEST 8- CHECK SENSING LEADS / POWER
WINDINGS
DISCUSSION:
The Voltage Regulator “regulates” excitation current
flow to the Rotor by electronically comparing sensing
voltage to a pre-set reference voltage. The sensing
voltage is delivered to the Voltage Regulator via
Wires 11 and 22.
If an open circuit exists in sensing leads 11S or 22S,
the normal reaction of an unprotected Regulator
would be to increase the excitation current to the
Rotor in an effort to increase the actual AC output
voltage. This would result in a “full field” condition and
an extremely high AC output voltage.
To protect the system against such a high AC output
voltage, the Voltage Regulator will shut down if sensing voltage signals are lost.
If the regulator shuts down, the generator's AC output
voltage will decrease to a value that is equal to the
Rotor's residual magnetism (about 5-12 VAC).
PROCEDURE:
Gain access to the generator control panel interior.
Test the Stator power windings, as follows:
1. From main breaker, disconnect Wires 11 and 44.
11. Connect the meter test leads across Stator leads Wire 11 and
Wire 33. The reading should be “Infinity”.
12. Connect the meter test leads across Stator leads Wire 11 and
Wire 66. The reading should be “Infinity”.
13. Connect the meter test leads across Stator leads Wire 33 and
Wire 66. The reading should be “Infinity”.
14. Connect the meter test leads across Stator leads Wire 11 and
Wire 2. The reading should be “Infinity”.
15. Connect the meter test leads across Stator leads Wire 33 and
Wire 2. The reading should be “Infinity”.
RESULTS:
1. If the Stator passes all steps except Step 7, repair, re-connect
or replace Sensing leads 11 and 22.
2. Replace the Stator if it’s power windings fail the test. (Note
Result No. 1).
3. If the Power Windings test good, perform the “Insulation
Resistance Test” on Page 13.
2. Also disconnect Wires 22 and 33 from the ground terminal.
3. Disconnect Wires 11 and 22 ( sensing leads) from the Voltage
Regulator.
11
4. Set a VOM to its “Rx1” scale and zero the meter.
5. Connect the meter test leads across Stator leads 11 and 22.
Normal power winding resistance should be read.
6. Connect the meter test leads across Stator leads 33 and 44.
Normal power winding resistance should be read.
7. Connect the meter test leads across Stator sensing leads 11
and 22. Normal Power Winding resistance should be read.
AC POWER WINDING RESISTANCE * QP75D
ACROSS WIRES:
OHMS
11 & 22
0.159W
33 & 44
0.184W
* Resistance values in ohms at 20° C. (68° F.). Actual readings
may vary depending on ambient temperature. A tolerance of
plus or minus 5% is allowed.
22
33
11
22
44
11
22
11
22
A. Schematic
33
44
B. Pictorial
Figure 7-5. – Stator Power Winding Leads
TEST 9- CHECK BRUSH LEADS
DISCUSSION:
In Test 4, if application of battery voltage to the Rotor
did NOT result in an output of about one-half rated
voltage, the brush leads could be one possible cause
of the problem. This test will check Wires 4 and 1 for
an open circuit condition.
8. Now, set the VOM to its “Rx1 K” or “Rx10,000” scale and zero
the meter.
PROCEDURE:
1. Set a VOM to its “Rx1” scale and zero the meter.
9. Connect the meter test leads across Stator lead 11 and
ground. “Infinity” should be read.
2. Disconnect Wire 4 from the Voltage Regulator and from the
Rotor brush terminal.
10. Connect the meter test leads across Stator lead 33 and
ground. The reading should be “Infinity”.
3. Connect the VOM test leads across each end of the wire. The
meter should read “Continuity”.
4. Disconnect Wire 1 from the Rotor Brush Terminal. Connect
Page 41
Section 7
DIAGNOSTIC TESTS
one meter test lead to Wire 1. Connect the other test lead to a
clean ground. The meter should read “Continuity”.
RESULTS:
1. Repair, reconnect or replace any defective wire(s).
2. If wires check good, go to Test 10.
4
1
Figure 7-6. – Brush Leads
TEST 10 - CHECK BRUSHES & SLIP RINGS
DISCUSSION:
Brushes and slip rings are made of special materials
that will provide hundreds of hours of service with little
wear. However, when the generator has been idle for
some time, an oxide film can develop on the slip
rings. This film acts as an insulator and impedes the
flow of excitation current to the Rotor.
If Test 4 resulted in less than one-half rated output
voltage, it is possible that the brushes and slip rings
are at fault.
PROCEDURE:
1. Gain access to the brushes and slip rings.
2. Remove Wire 4 from the positive (+) brush terminal.
3. Remove the ground wire (1) from the negative (-) brush.
RESULTS:
1. Replace bad brushes. Clean slip rings, if necessary.
2. If brushes and rings are good, go to Test 11.
TEST 11- CHECK ROTOR ASSEMBLY
DISCUSSION:
During the “Fixed Excitation Test” (Test 4), if AC output voltage did not come up to about one-half rated
volts, one possible cause might be a defective Rotor.
The Rotor can be tested for an open or shorted condition using a volt-ohm-milliammeter (VOM).
Also see Chapter Three, “INSULATION RESISTANCE TESTS”.
PROCEDURE:
Gain access to the brushes and slip rings. Disconnect
Wire 4 and Wire 1 from their respective brushes and
remove the brush holder. Then, test the Rotor as follows:
1. Set a VOM to its “Rx1” scale and zero the meter.
2. Connect the positive (+) meter test lead to the positive (+) slip
ring (nearest the Rotor bearing). Connect the common (-) test
lead to the negative (-) slip ring. Read the resistance of the
Rotor windings, in OHMS.
ROTOR RESISTANCE *
MODEL QP75D:
15.25 OHMS
* Resistance values in ohms at 20° C. (68° F.). Actual readings
may vary depending on ambient temperature. A tolerance of
plus or minus 5% is allowed.
3. Set the VOM to its “Rx1 K” or “Rx10,000” scale and zero the
meter.
4. Connect the positive (+) meter test lead to the positive (+) slip
ring, the common (-) test lead to a clean ground (such as the
Rotor shaft). The meter should read “Infinity”.
4. Remove the brush holder, with brushes.
5. Inspect the brushes for excessive wear, damage, cracks, chipping, etc.
6. Inspect the brush holder, replace if damaged.
7. Inspect the slip rings.
a. If slip rings appear dull or tarnished they may be
cleaned and polished with fine sandpaper. DO
NOT USE ANY METALLIC GRIT TO CLEAN
SLIP RINGS. (A 400 grit wet sandpaper is recommended).
b. After cleaning slip rings, blow away any sandpaper residue.
Page 42
POSITIVE (+)
TEST LEAD
Figure 7-7. – Rotor Assembly
Section 7
DIAGNOSTIC TESTS
RESULTS:
1. Replace the Rotor if it fails the test.
2. If Rotor checks good, perform “Insulation Resistance Test,” on
Page 14.
TEST 12 - CHECK MAIN CIRCUIT BREAKER
DISCUSSION:
The main circuit breaker on the generator panel must
be closed or no output to the load will be available. A
defective breaker may not be able to pass current
even though it is in the “ON” position.
PROCEDURE:
Perform this test in the same manner as Test 1, but
apply a load to the generator equal to its rated capacity. With load applied check voltage and frequency.
Frequency should not drop below about 58 Hertz with
the load applied.
Voltage should not drop below about 115 VAC with
load applied.
RESULTS:
1. If voltage and/or frequency drop excessively when the load is
applied, go to Test 14.
2. If load voltage and frequency are within limits, end tests.
TEST 14- CHECK LOAD WATTS & AMPERAGE
44
11
DISCUSSION:
This test will determine if the generator's rated
wattage/amperage capacity has been exceeded.
Continuous electrical loading should not be greater
than the unit's rated capacity.
CB1
44A
T3
11A
T1
A. Schematic
B. Pictorial
Figure 7-8. – Main Breaker (Typical)
PROCEDURE:
Set the coach main breaker to it’s “OFF” position.
Check that the appropriate main breaker on the generator panel is set to its “ON” (closed) position. Set a
VOM to measure resistance and use it to check for
continuity across the breaker terminals.
RESULTS:
1. If breaker is “ON” and “Continuity” is measured, go to Test 3.
PROCEDURE:
Add up the wattages or amperages of all loads powered by the generator at one time. If desired, a clampon ammeter may be used to measure current flow.
See “Measuring Current” on Page 16.
RESULTS:
1. If the unit is overloaded, reduce the load.
2. If load is within limits, but frequency and voltage still drop
excessively, complete Test 2, “Check/Adjust Engine Governor”.
If governor adjustment does not correct the problem, go to
Problem 8 (Flow Chart, Page 35).
TEST 15 - CHECK BATTERY CHARGE
OUTPUT
3. If breaker is “ON” and “Continuity” is not measured, replace the
defective circuit breaker.
DISCUSSION:
The Battery Charge system consists of a center tap
Battery Charge Winding, a Battery Charge Rectifier,
and a Battery Charge Resistor. During normal operation the battery charge output will vary between 1 to 2
amps, depending on the load applied to the generator.
TEST 13- CHECK LOAD VOLTAGE &
FREQUENCY
PROCEDURE:
1. Disconnect Wire 15 from the Battery Charge Rectifier (center
terminal). Wire 15 is the fused battery supply.
2. If breaker is “OFF”, reset to the “ON” position and check for AC
output.
DISCUSSION:
If engine speed appears to drop off excessively when
electrical loads are applied to the generator, the load
voltage and frequency should be checked.
2. Set a VOM to measure DC Amps. Connect the positive (+) test
lead to the center terminal of the Battery Charge Rectifier.
Connect the negative (-) test lead to Wire 15 previously disconnected.
3. Start the generator. The amp reading on the VOM should be
Page 43
Section 7
DIAGNOSTIC TESTS
approximately 0.8 Amps. Apply full load to the generator. The
amp reading should increase to approximately 2 Amps.
RESULTS:
1. If amperage was measured between 0.8 to 2 Amps in Step 2
and Step 3, the charging system is working.
2. If no amperage was measured, check the VOM fuses and verify the functioning of the Amp Meter. If DC Amp Meter is good
and no current is measured, go to Test 16
TEST 16 - CHECK BATTERY CHARGE
RECTIFIER
DISCUSSION:
The Battery Charge Rectifier (BCR) is a full wave
rectifier.
RESULTS:
1. If any of the previous steps has failed, replace the Battery
Charge Rectifier.
TEST 17 - CHECK BATTERY CHARGE
WINDINGS / BATTERY CHARGE RESISTOR
DISCUSSION:
The Battery Charge Winding (BCW) produces AC
voltage that is delivered to the Battery Charge
Rectifier. The Battery Charge Winding is a center
tapped winding consisting of the following Stator
Leads: Wire 66, Wire 77 and Wire 55. The Battery
Charge Resistor is used as a current limiting resistor.
PROCEDURE:
1. Disconnect Wire 66, Wire 15 and Wire 77 from the Battery
Charge Rectifier.
PROCEDURE:
1. Disconnect the Stator Leads (Wire 66 and Wire 77) from the
Battery Charge Rectifier. (Be sure to disconnect Stator Lead
Wire 66 “Black” from Wire 66 “Blue” connector for this test).
Disconnect the Stator Lead Wire 55 from the Battery Charge
Resistor.
2. Set the VOM to the Diode Test range. Connect the negative (-)
test lead to the center terminal of the BCR. Connect the positive (+) test lead to an outer terminal. The meter should measure approximately 0.47 to 0.5 volts.
2. Set the VOM to measure resistance at the “R x 1” scale.
Connect one test lead to Stator Lead Wire 66. Connect the
other test lead to Stator Lead Wire 55. Normal Battery Charge
Winding resistance should be measured.
3. Connect the positive (+) test lead to the center terminal of the
BCR. Connect the negative (-) test lead to to an outer terminal.
The meter should measure “Infinity.” Connect the negative test
lead to the other outer terminal. “Infinity” should once again be
measured.
3. Connect one test lead to Stator Lead Wire 77. Connect the
other test lead to Stator Lead Wire 55. Normal Battery Charge
Winding resistance should be measured.
Short to Ground:
4. Set the VOM to measure resistance. Connect the positive (+)
test lead to the case housing of the BCR. Connect the negative
(-) test lead to an outer terminal. “Infinity” should be measured.
Now connect the negative test lead to the BCR center terminal.
“Infinity” should be measured. Next, connect the negative test
lead to the remaining outer BCR terminal. Once again “Infinity”
should be measured.
66
15
77
Figure 7-9. – Battery Charge Rectifier
Page 44
4. Connect one test lead to Stator Lead Wire 55. Connect the
other test lead to Stator Leads Wire 11 & 33 at the back of
CB1. “Infinity” should be measured.
5. Connect one test lead to Stator Lead Wire 55. Disconnect
Stator Lead Wire 2 from the DPE circuit breaker (CB2) and
connect the other test lead to Wire 2. “Infinity” should be measured.
6 Connect one test lead to Stator Lead Wire 55. Connect the
other test lead to frame ground. “Infinity” should be measured.
7. Connect one test lead to the Battery Charge Resistor terminal
that Wire 55 was removed from. Connect the other test lead to
frame ground. One (1) ohm should be measured. If 1 ohm was
not measured, remove Wire 0 from the Battery Charge Resistor.
Connect one test lead to Wire 0 and the other test lead to frame
ground. “Continuity” should be measured. Repair or replace
Wire 0 if defective and retest the Battery Charge Resistor.
BATTERY CHARGE WINDING RESISTANCE *
QP75D (Model 4270)
ACROSS WIRES:
OHMS
55 & 66
0.7Ω
55 & 77
0.5Ω
Section 7
DIAGNOSTIC TESTS
* Resistance values in ohms at 20° C. (68° F.). Actual readings
may vary depending on ambient temperature. A tolerance of
plus or minus 5% is allowed.
RESULTS:
1. For Steps 2 & 3, keep in mind that the resistance values are
very low. Depending upon the quality of the VOM, it may read
“Continuity” across these windings. Exercise good judgement
with these values.
2. If Steps 2, 3, 4, 5 & 6 fail any test, replace the Stator.
3. In Step 7, if Wire 0 reads “Continuity”, but resistor does not
measure 1 ohm, replace the Battery Charge Resistor.
4. If all of the Steps in this test pass, perform “Insulation
Resistance Test” on page 13.
switch). Connect the negative (-) meter test lead to ground.
The meter should indicate battery voltage.
3. Connect the positive (+) meter test lead to the Wire 150 terminal of the Pre-Heat Switch, the negative (-) meter test lead to
frame ground.
a. With the Pre-Heat Switch NOT actuated, no voltage
should be indicated.
b. Actuate the switch to its “PRE-HEAT” position and
the meter should read battery voltage.
4. Set VOM to measure ohms.
5. Connect the positive (+) meter test lead to the Wire 150 terminal of the Pre-Heat Switch (leave Wire 150 connected to the
switch). Connect the negative (-) meter test lead to a clean
frame ground. Continuity should be measured.
TEST 18 - TRY CRANKING THE ENGINE
SW
BH1-10
DISCUSSION:
If the Pre-Heat Switch on the generator panel is actuated, but the Fuel Pump does not run (priming function doesn't work), perhaps battery voltage is not
available.
150
15
150
150
B. Schematic
PROCEDURE:
Hold the Start-Stop Switch at “START”. The engine
should crank and start.
RESULTS:
1. If the engine cranks normally, but the pre-heat function still
doesn't work, go to Test 19.
2. If engine will not crank, go to Test 21. Refer to Problem 6 of
Section 6.
3. If engine cranks but won't start, go to Problem 7 of Section 6.
4. If engine starts hard and runs rough, go to Problem 8 of
Section 6.
TEST 19- TEST PRE-HEAT SWITCH
DISCUSSION:
A defective pre-heat switch can prevent the pre-heat
function from occurring.
(Also see “Pre-Heat Switch,” page 26).
NOTE: The glow plugs can be damaged by excessive use of the preheat switch. Press the preheat
switch for 30 seconds or less to prevent such
damage.
PROCEDURE:
1. Set a VOM to read battery voltage (12 VDC).
2. Connect the positive (+) meter test lead to the Wire 15 terminal
of the Pre-Heat Switch (leave Wire 15 connected to the
15
A. Pictorial
Figure 7-10. – Pre-Heat Switch
RESULTS:
1. If battery voltage is not indicated in Step 2, and the battery and
fuse are both good, Wire 15 will need to be checked for an
open condition.
2. If “Infinity” is measured in Step 5, Wire 150 will need to be
replaced.
3. If battery voltage is not present in Step 3, replace the switch.
4. If battery voltage is present in Step 3, proceed to the next test
in the Flow Chart.
TEST 20- CHECK FUEL PUMP
DISCUSSION:
The fuel pump delivers fuel to the fuel injector pump.
It is powered by Wire 14 when the pre-heat switch is
pressed or when the unit is running. Without fuel to
the engine, combustion will not occur.
Page 45
Section 7
DIAGNOSTIC TESTS
PROCEDURE:
1. Set a VOM to measure DC voltage.
2. Disconnect the connector from the wires of the fuel pump.
3. Place the positive (+) test lead on Wire 14 and the negative (-)
test lead to clean ground. Press the pre-heat switch, battery
voltage should be measured, if not, disconnect the other end of
Wire 14. Place test leads on each end of Wire 14. Set a VOM
to measure continuity. Continuity should be measured.
4. Disconnect Wire 0 from the black wire of the fuel pump. Place
one test lead on Wire 0 and the other test lead to ground.
Continuity should be measured. If continuity is not measured,
replace Wire 0.
5. Jump 12 VDC to white wire of fuel pump, and jump black wire
to clean frame ground. Fuel pump should pump.
RESULTS:
1. If battery voltage and continuity are not measured in step 3,
then replace bad wire.
2. If pump does not pump in step 5, replace the pump
TEST 21- CHECK 14 AMP FUSE
DISCUSSION:
If the panel-mounted 14 amp fuse (F1) has blown,
engine cranking will not be possible.
TEST 22- CHECK BATTERY & CABLES
DISCUSSION:
If the engine won't crank or cranks too slowly, the battery may be weak or discharged. See “Battery” on
Page 24.
PROCEDURE:
1. Inspect the battery cables and battery posts or terminals for
corrosion or tightness. Measure the voltage at the terminal of
the starter contactor and verify 11-12 VDC is available to the
generator during cranking. If voltage is below 11 VDC, measure at the battery terminals during cranking. If battery voltage
is below 11 VDC, recharge/replace battery. If battery voltage is
above 11 VDC, check for proper battery cable sizing (see
“BATTERY CABLES” on Page 24). If battery or cables are still
suspected, connect an alternate battery and cables to the generator and retest.
2. Use a battery hydrometer to test the battery for (a) state of
charge and (b) condition. Follow the hydrometer manufacturer's instructions carefully.
RESULTS:
1. Clean battery posts and cables as necessary. Make sure battery cables are tight.
2. Recharge the battery, if necessary.
3. Replace the battery, if necessary.
4. If battery is good, but engine will not crank, go to Test 23.
TEST 23- CHECK POWER SUPPLY TO
CIRCUIT BOARD
Figure 7-11. – 14 Amp Fuse
PROCEDURE:
Push in on fuse holder cap and turn counterclockwise. Then, remove the cap with fuse. Inspect the
Fuse.
RESULTS:
If the Fuse element has melted open, replace the
Fuse with an identical size fuse. If Fuse is good, go to
Test 22.
Page 46
DISCUSSION:
If battery voltage is not available to the circuit board,
engine cranking and running will not be possible.
If battery voltage is available to the board, but no DC
output is delivered to the board's Wire 56 terminal
while attempting to crank, either the circuit board is
defective or the Start-Stop Switch has failed.
This test will determine if battery voltage is available
to the Engine Controller circuit board. Test 24 will
check the Start-Stop Switch. Test 25 will check the
DC power supply to the circuit board's Wire 56 terminal (Receptacle J1, Pin 1).
PROCEDURE:
1. On the Engine Controller Circuit Board, locate Terminal 1 to
which Wire 15 connects (see chart on Page 24).
2. Set a VOM to read battery voltage. Connect the meter test
leads across circuit board Terminal 1 and ground. The meter
should read battery voltage.
Section 7
DIAGNOSTIC TESTS
3. Set the VOM to measure resistance (“Rx1” scale). Connect
one meter test lead to Wire 0, Terminal 2 on the Engine
Controller Circuit Board. Connect the other test lead to a clean
frame ground. “Continuity” should be measured.
PROCEDURE:
For Problem 6 (Section 6), perform all steps. For
Problem 9, perform Step 1 and Step 5 ONLY.
1. Set a VOM to its “Rx1” scale and zero the meter.
RESULTS:
1. If battery voltage is NOT indicated in Step 1, check continuity of:
2. Inspect the ground Wire 0, between the Start-Stop Switch and
the grounding terminal. Connect one meter test lead to Wire 0
on SW1. Connect the other test lead to a clean frame ground.
“Continuity” should be measured.
a.
b.
c.
d.
Wire 13 between Starter Contactor and
Preheat Contactor.
Wire 13 between Preheat Contactor and 14
Amp Fuse (F1).
Wire 15 between the 14 Amp fuse (F1) and
the Battery Charge Rectifier.
Wire 15 between the Battery Charge
Rectifier and the Engine Controller Board.
Repair, reconnect or Replace bad wiring as necessary.
2. If battery voltage is indicated but engine will not crank, go to
Test 24.
3. If “Continuity” was not measured in Step 3, repair or replace
Wire 0 between the Engine Controller Circuit Board and the
Ground Terminal.
TEST 24 - CHECK START-STOP SWITCH
DISCUSSION:
Engine cranking and startup is initiated when Wire 17
from the Engine Controller board is connected to
frame ground by setting the Start-Stop Switch to
“START”.
Engine shutdown occurs when circuit board Wire 18
is connected to ground by the Start-Stop Switch.
3. Disconnect Wire 17 from its Switch terminal and connect it to
ground. The engine should crank.
4. Remove the 14 amp fuse. Disconnect Wire 18, Wire 0 and
Wire 17 from the Start-Stop Switch (SW1).
5. Connect one test lead to the center terminal of SW1. Connect
the other test lead to an outer terminal of SW1. “Infinity” should
be measured. Remove the test lead from the outer terminal of
SW1 and connect it to the opposite outer terminal. “Infinity”
should be measured.
6. Leave the test lead connected to the center terminal of SW1
from Step 5. Connect the other test lead to an outer terminal.
Depress the switch away from the terminal being tested (see
Figure 7-13). “Continuity” should be measured. Repeat the procedure with the test lead connected to the other outer terminal.
“Continuity” should be measured.
INFINITY
NOT ACTIVATED
INFINITY
INFINITY
18
DEPRESSED
AWAY FROM
TERMINAL BEING
TESTED
CONTINUITY
18
0
SW1
17
17
Figure 7-12. – Start-Stop Switch
A defective Start-Stop Switch can result in (a) failure
to crank when the switch is set to “START”, and/or (b)
failure to shut down when the switch is set to “STOP”.
CONTINUITY
INFINITY
DEPRESSED
AWAY FROM
TERMINAL BEING
TESTED
Figure 7-13. – Test 24, Step 6
Page 47
Section 7
DIAGNOSTIC TESTS
RESULTS:
1. If “Continuity” is not measured in Step 2, repair, reconnect or
replace Wire 0 (between Start-Stop Switch and ground terminal) as necessary.
2. If engine cranks in Step 3 when Wire 17 is grounded, but will
not crank when the Switch is set to “START”, replace the StartStop Switch.
3. If the Start-Stop Switch (SW1) failed any part of Steps 5 or 6,
replace the switch.
4. If engine will not crank when Wire 17 is grounded, proceed as
follows:
a. Use a jumper wire to connect the circuit board's
Wire 17 (Pin Location 3) to ground. If engine
does NOT crank, proceed to Test 25.
b. If engine cranks now, but would not crank in
Step 3 of the procedure, check Wire 17 for continuity between the circuit board and Start-Stop
Switch. If “Continuity” is not measured, repair or
replace Wire 17 between the engine control
board and the Start-Stop Switch.
5. For Problem 9 (Section 6), if switch tests GOOD, go to Test 30.
TEST 25 - CHECK POWER SUPPLY TO WIRE 56
DISCUSSION:
If battery voltage is available to the Engine Controller
board in Test 23, then DC voltage should be delivered to Wire 56 when the Start-Stop Switch is set to
“START” (Test 24). This test will check to see if the
circuit board is delivering battery voltage to the Wire
56 terminal.
PROCEDURE:
1. Set a VOM to measure DC voltage (12 VDC).
2. Disconnect Wire 56 from its Starter Contactor terminal.
3. Connect the meter positive (+) test lead to Wire 56, just disconnected. Connect the other test lead to ground. No voltage
should be indicated.
4. Actuate the Start-Stop Switch to its “START” position. The
meter should indicate battery voltage. If battery voltage is present, stop the procedure.
5. Connect the VOM positive (+) test lead to Wire 56 (Pin
Location 7) at the Engine Controller Circuit Board. Connect the
other test lead to frame ground.
6. Actuate the Start-Stop Switch to the “START” position. The
meter should indicate battery voltage.
RESULTS:
1. If battery voltage was measured in Step 6, but not in Step 4,
repair or replace Wire 56 between the Engine Controller Circuit
Page 48
Board and Starter Contactor Relay.
2. If battery voltage was not available in Step 6, replace the
Engine Controller Circuit Board.
3. If battery voltage is available in Step 4 but engine does not
crank, go to Test 26.
TEST 26- TEST STARTER CONTACTOR
DISCUSSION:
If battery voltage is available to the Wire 56 circuit,
but engine will not crank, one possibility of the problem is a failed starter contactor.
PROCEDURE:
1. Set a VOM to measure resistance.
2. Connect one test lead to Wire 0 on the starter contactor terminal. Connect the other test lead to frame ground. Continuity
should be measured.
3. Momentarily connect a suitable jumper cable across the two
large terminal studs of the starter contactor. The engine
should crank.
4. Set the VOM to measure resistance.
5. Disconnect Wire 56 and 0 from the starter contactor from terminals.
6. Connect one test lead to the starter contactor terminal from
which Wire 56 was removed. Connect the other test lead to
where Wire 0 was removed. A starter contactor coil resistance
of 4.6 ohms should be measured.
RESULTS:
1. If continuity is not measured in step 1, repair or replace Wire 0
between the starter contactor and the ground terminal.
2. If engine cranks during step 3, but would not crank in test 25,
remove and replace starter contactor.
3. If resistance is incorrect in step 6, replace starter contactor.
4. If starter contactor checks good, proceed to next step in flowchart.
TEST 27 - CHECK STARTER MOTOR
CONDITIONS AFFECTING STARTER MOTOR
PERFORMANCE:
1. A binding or seizing condition in the Starter Motor bearings.
2. A shorted, open or grounded armature.
a. Shorted, armature (wire insulation worn and
wires touching one another). Will be indicated
by low or no RPM.
Section 7
DIAGNOSTIC TESTS
b. Open armature (wire broken) will be indicated
by low or no RPM and excessive current draw.
c. Grounded armature (wire insulation worn and
wire touching armature lamination or shaft). Will
be indicated by excessive current draw or no
RPM.
3. A defective Starter Motor switch.
4. Broken, damaged or weak magnets.
5. Starter drive dirty or binding.
DISCUSSION:
Test 25 verified that circuit board action is delivering
DC voltage to the Starter Contactor Relay (SCR).
Test 26 verified the operation of the Starter Contactor
(SC). Another possible cause of an "engine won't
crank" problem is a failure of the Starter Motor.
If engine turns over slightly, go to Test 35 “Check and
Adjust Valves.”
NOTE: If a starting problem is encountered, the
engine itself should be thoroughly checked to
eliminate it as the cause of starting difficulty. It is
a good practice to check the engine for freedom
of rotation by removing the spark plugs and turning the crankshaft over slowly by hand, to be sure
it rotates freely.
WARNING!: DO NOT ROTATE ENGINE WITH
ELECTRIC STARTER WITH SPARK PLUGS
REMOVED. ARCING AT THE SPARK PLUG
ENDS MAY IGNITE THE GASOLINE VAPOR
EXITING THE SPARK PLUG HOLE.
CHECKING THE PINION:
When the Starter Motor is activated, the pinion gear
should move and engage the flywheel ring gear. If the
pinion does not move normally, inspect the pinion for
binding or sticking.
PINION
Figure 7-14. – Starter Motor (SM)
PROCEDURE:
The battery should have been checked prior to this
test and should be fully charged.
Set a VOM to measure DC voltage (12 VDC).
Connect the meter positive (+) test lead to the Starter
Contactor stud which has the small jumper wire connected to the Starter. Connect the common (-) test
lead to the Starter Motor frame.
Set the Start-Stop Switch to its "START" position and
observe the meter. Meter should indicate battery voltage, Starter Motor should operate and engine should
crank.
RESULTS:
1. If battery voltage is indicated on the meter but Starter Motor did
not operate, remove and bench test the Starter Motor (see following test).
Figure 7-15. – Check Starter Pinion
TOOLS FOR STARTER PERFORMANCE TEST:
The following equipment may be used to complete a
performance test of the Starter Motor:
• A clamp-on ammeter.
• A tachometer capable of reading up to 10,000 rpm.
• A fully charged 12 VDC battery.
MEASURING CURRENT:
To read the current flow, in AMPERES, a clamp-on
ammeter may be used. This type of meter indicates
current flow through a conductor by measuring the
strength of the magnetic field around that conductor.
2. If battery voltage was indicated and the Starter Motor tried to
engage (pinion engaged), but engine did not crank, check for
mechanical binding of the engine or rotor.
Page 49
Section 7
DIAGNOSTIC TESTS
TEST BRACKET:
A starter motor test bracket may be made as shown
in Figure 7-18.
REMOVE STARTER MOTOR:
It is recommended that the Starter Motor be removed
from the engine when testing Starter Motor performance. Assemble starter to test bracket and clamp
test bracket in vise (Figure 7-19).
TESTING STARTER MOTOR:
1. A fully charged 12 VDC battery is required.
2. Connect jumper cables and clamp-on ammeter as shown in
Figure 7-19.
3. With the Starter Motor activated (jump the terminal on the
Starter Contactor to battery voltage), note the reading on the
clamp-on ammeter and on the tachometer (rpm).
Figure 7-16. – Clamp-On Ammeter
TACHOMETER:
A tachometer is available from your Generac Power
Systems source of supply. Order as P/N 042223. The
tachometer measures from 800 to 50,000 RPM (see
Figure 7-17).
Note: Take the reading after the ammeter
and tachometer are stabilized, approximately
2-4 seconds.
4. A starter motor in good condition will be within the following
specifications:
Minimum rpm
Maximum Amps
4500
50
Note: Nominal amp draw of starter in generator is
60 amps.
Figure 7-17. – Tachometer
2"
STARTER
CONTACTOR
3.5"
CLAMP ON
AMP METER
STARTER
MOTOR
1.75
3.5"
4"
2"
1.5"
15"
TACHOMETER
VISE
12 VOLT
BATTERY
3"
Figure 7-18. – Test Bracket
Page 50
Figure 7-19. – Testing Starter Motor Performance
Section 7
DIAGNOSTIC TESTS
TEST 28- CHECK FUEL SUPPLY
DISCUSSION:
If the engine cranks but won't start, don't overlook the
obvious. The fuel supply may be low. Many RV generator installations "share" the fuel tank with the vehicles engine. When such is the case, the installer may
have used a generator fuel pickup tube that is shorter
than the vehicle engines pickup tube. Therefore, the
generator will run out of fuel before the vehicle engine
does.
PROCEDURE:
1. Check the fuel level in the supply tank.
2. Attach a fresh fuel supply if necessary and restart. Fuel may
be stale, causing a hard start.
re-test. If generator continues to run, a short is present in the
remote harness. Repair or replace the remote harness.
2. Remove the J1 connector from the Engine Controller Circuit
Board. Set the VOM to measure resistance. Connect one test
lead to Pin Location 4. Connect the other test lead to a clean
frame ground. “Infinity” should be measured.
5
6
4
3
2
1
RESULTS:
1. If necessary, replenish fuel supply.
2. If fuel is good, proceed to test 29.
TEST 29 - CHECK WIRE 14 POWER SUPPLY
DISCUSSION:
When the engine is cranked, Engine Controller Circuit
Board action must deliver battery voltage to the Wire
14 circuit, or the engine will not start. This is because
the Wire 14 circuit will operate the Fuel Pump and
Fuel Solenoid.
18
Figure 7-20. – Remote Harness Connector
3. Connect one test lead to Pin Location J1-15. Connect the other
test lead to a clean frame ground. “Infinity” should be measured.
RESULTS:
1. If “Continuity” is measured in Step 2, repair or replace shorted
Wire 18 between J1 Connector and Start-Stop Switch.
PROCEDURE:
1. Set a VOM to read battery voltage (12 VDC).
2. If “Continuity” was measured in Step 3, repair or replace shorted Wire 18 between J1 Connector and remote panel connector.
2. Connect the meter positive (+) test lead to Pin 9 on the PCB,
the common (-) test lead to ground.
3. If Wire 18 checks GOOD, proceed to Problem 8 (Section 6).
3. Crank the engine and the meter should read battery voltage.
RESULTS:
1. If the meter indicated battery voltage, go to Test 19.
2. If battery voltage was NOT indicated in Step 3, replace the
Engine Controller Circuit Board.
TEST 30 - CHECK WIRE 18
TEST 31 - CHECK FUEL SOLENOID
DISCUSSION:
The fuel solenoid is mounted to the side of the injector
pump. Once energized, it pulls a plunger in from the
fuel injector pump and fuel will be allowed to flow to the
injectors. If the fuel solenoid is faulty, fuel will never
flow to the injector pump and the engine won't run.
PROCEDURE:
1. Set a VOM to measure D/C voltage.
DISCUSSION:
Wire 18 controls sending the STOP signal to the
Engine Controller Circuit Board. If Wire 18 contacts
ground it will initiate a shutdown. Coach manufacturers sometimes install a 15 to 30 foot remote harness.
A ground on Wire 18 in a remote harness can also
cause a shutdown.
2. Disconnect Wire 14 to the fuel solenoid.
PROCEDURE:
1. Remove the remote harness connector from the generator and
5. If battery voltage is not measured, disconnect other end of
Wire 14 going to the printed circuit board on Pin 9.
3. Place the positive (+) test lead on Wire 14 and the negative (-)
test lead on clean ground.
4. Press the prime switch, battery voltage should be measured. If
measured, skip to Step 8. If not, proceed to next Step.
Page 51
Section 7
DIAGNOSTIC TESTS
6. Place test leads on each end of wire, continuity should be
measured.
2. If resistance is incorrect in step 6, then replace preheat
contactor.
7. If continuity is measured, test battery voltage on Wire 14 going
to circuit board on Pin 10, with prime switch pressed. Meter
should read battery voltage.
3. If prime function did not occur in step 7, and resistance was
incorrect in step 6, proceed to next test on flow chart.
8. Set a VOM to measure resistance.
9. Place a test lead on the terminal of the fuel solenoid where
Wire 14 was previously located. Place the other test lead to
clean ground, meter should read 12.4 ohms.
RESULTS:
1. If battery voltage is not measured in step 4, and continuity is
measured in step 6 and battery voltage is measured in step 7,
than replace the circuit board.
2. If infinity is measured in step 6, replace wire.
3. If battery voltage is not measured in step 7, work back to previous test on flow chart.
4. If continuity is measured in step 9, replace solenoid.
5. If 12.4 ohms was measured in step 9, proceed to next test on
flow chart.
TEST 32- TEST PREHEAT CONTACTOR
DISCUSSION:
If battery voltage is available to the preheat contactor
via Wire 150 and the glow plugs and fuel pump do not
work, a possibility could be a failed contactor.
PROCEDURE:
1. Set a VOM to measure continuity.
2. Disconnect Wire 0 from the preheat contactor.
3. Place one test lead on the previously disconnected Wire 0 and
the other to clean ground. Continuity should be measured.
4. Set a VOM to measure resistance.
5. Disconnect Wire 150 and 0 from the preheat contactor (front
terminals).
6. Place one test lead to the terminal where Wire 150 was previously disconnected, and the other test lead where Wire 0 was
previously disconnected.
7. Place a jumper lead from Wire 15 (battery positive) to the terminal where Wire 150 was previously. Prime function should
occur.
RESULTS:
1. If infinity is measured in step 3, repair or replace Wire 0 and
retest.
Page 52
TEST 33- TEST GLOW PLUGS
DISCUSSION:
Once the preheat contactors contacts close, positive
battery voltage from Wire 13 to Wire 157 will power
the glow plugs.
PROCEDURE:
1. Set a VOM to measure resistance.
2. Disconnect Wire 157 from glow plugs.
3. Place positive (+) test lead to center electrode, and the negative (-) test lead to ground. Resistance should be 1.0 ohm.
4. If resistance is good, remove glow plug from engine. Inspect
the sheath for damage.
RESULTS:
1. If sheath is chipped or broken, replace glow plug.
2. If resistance and sheath are good, proceed to next step on
flowchart.
TEST 34- TEST D1 DIODE
DISCUSSION:
The D1 diode is a protective device that prohibits the
return flow of DC current to the glow plugs while the
unit is running. If this diode is bad or shorted to
ground, power will not be available to Wire 14 off the
other end of the diode. If Wire 14 does not receive
voltage, the fuel solenoid, fuel pump, and hourmeter
will not operate.
PROCEDURE:
1. Set a VOM to measure continuity.
2. Place the test leads on each end of the diode, then reverse the
leads to the opposite ends. Continuity should be measured
only in one direction.
RESULTS:
1. If continuity is measured in both directions, replace the diode.
2. If diode checks good, then battery voltage should be measured
on Wire 14 to the board on Pin 10. If it is not measured, then
Wire 14 needs to be replace.
Section 7
DIAGNOSTIC TESTS
TEST 35- CHECK VALVE ADJUSTMENT
DISCUSSION:
If the engine is having a hard start, no start, or rough
running condition, then the valves will need to be
checked for proper clearance. If a unit has a lot of
hours on it, the valves will need to be readjusted.
6. Turn the crankshaft counterclockwise by 204° (view from front)
to adjust the clearance of the intake valve of No. 2 cylinder and
the intake and exhaust valves of the No. 3 cylinder.
PROCEDURE:
1. Remove the valve cover from engine.
2. Disconnect the battery.
3. Manually turn flywheel until cylinder #1 (furthest from flywheel)
is at top dead center (TDC) and adjust the clearances of the
intake and exhaust valves of the No. 1 cylinder and the
exhaust valve of the No. 2 cylinder.
MARK AT
TOP DEAD CENTER
Figure 7-23. – Checking Valve Adjustment
RESULTS:
1. If clearance is incorrect, readjust
2. If clearance is correct, proceed to next test on flow chart.
TEST 36- FUEL INJECTOR PUMP
Figure 7-21. – Flywheel Position for Top Dead Center
ADJUSTMENT
SCREW
DISCUSSION:
The fuel injector pump takes the fuel that is provided
by the electric fuel pump, and delivers it to the fuel
injector nozzles. Given that the fuel solenoid is operating correctly and the linkage from the governor is
not binding, the fuel injector pump will need little to no
maintenance.
PROCEDURE:
1. If fuel injector pump is assumed to being faulty, remove the
fuel lines going to the nozzle injectors.
2. Prime the engine for 15-20 seconds.
3. Crank the engine and watch to see if fuel is coming out of the
fuel lines.
JAM NUT
Figure 7-22. – Valve Adjustment Points
4. Check valve clearance using a feeler gauge. Both should have
a clearance of 0.008” - 0.012”.
5. Adjust by loosening the nut and turning the adjustment screw.
CAUTION: Fuel is hazardous.
NOTE: Bleeding the fuel injector pump takes
time. Crank the engine for 15 second intervals for
as long as 5 minutes.
4. If no fuel is coming out, remove the four (4) screws mounting
the injector pump to the engine.
5. Unscrew the fuel solenoid from the side of the injector pump.
6. Lift fuel injector pump out and remove one shim.
7. Reinstall fuel injector pump and retaining screws.
Page 53
Section 7
DIAGNOSTIC TESTS
8. Crank engine again and see if fuel is coming out of the fuel
lines.
RESULTS:
1. If no fuel is noted in Steps 3 or 8, replace fuel injector pump.
(Reinstallation of all original shims will be required.)
2. If fuel is noted, proceed to next step in flowchart.
TEST 37 - CHECK ENGINE / CYLINDER LEAK
DOWN TEST / COMPRESSION TEST
GENERAL:
Most engine problems may be classified as one or a
combination of the following:
• Will not start.
• Starts hard.
• Lack of power.
• Runs rough.
• Vibration.
• Overheating.
• High oil consumption.
DISCUSSION:
The Cylinder Leak Down Tester checks the sealing
(compression) ability of the engine by measuring air
leakage from the combustion chamber. Compression
loss can present many different symptoms. This test
is designed to detect the section of the engine where
the fault lies before disassembling the engine.
PROCEDURE:
1. Remove a fuel injector.
2. Gain access to the flywheel. Remove the valve cover.
3. Rotate the engine crankshaft until the piston reaches top dead
center (TDC). Both valves should be closed.
4. Lock the flywheel at top dead center.
5. Attach cylinder leak down tester adapter to spark plug hole.
6. Connect an air source of at least 90 psi to the leak down tester.
7. Adjust the regulated pressure on the gauge to 80 psi.
8. Read the right hand gauge on the tester for cylinder pressure. 20
percent leakage is normally acceptable. Use good judgement,
and listen for air escaping at the carburetor, the exhaust, and the
crankcase breather. This will determine where the fault lies.
9. Repeat Steps 1 through 8 on remaining cylinder.
RESULTS:
• Air escapes at the air intake chamber – check
intake valve.
• Air escapes through the exhaust – check exhaust
valve.
Page 54
• Air escapes to the crankcase – check piston rings.
• Air escapes from the cylinder head – the head gasket should be replaced.
CHECK COMPRESSION:
Lost or reduced engine compression can result in (a)
failure of the engine to start, or (b) rough operation.
One or more of the following will usually cause loss of
compression:
• Blown or leaking cylinder head gasket.
• Improperly seated or sticking-valves.
• Worn Piston rings or cylinder. (This will also result
in high oil consumption).
NOTE: It is extremely difficult to obtain an accurate compression reading without special equipment. For that reason, compression values are
not published. Testing has proven that an accurate compression indication can be obtained
using the following method.
PROCEDURE:
1. Remove fuel injectors.
2. Insert a compression gauge into one of the cylinders.
3. Crank the engine until there is no further increase in pressure.
4. Record the highest reading obtained.
5. Repeat the procedure for the remaining cylinder and record the
highest reading.
RESULTS:
The difference in pressure between the three cylinders should not exceed 25 percent. If the difference is
greater than 25 percent, loss of compression in the
lowest reading cylinder is indicated.
Example 1: If the pressure reading of cylinder #1 is
165 psi and of cylinder #2, 160 psi, the difference is 5
psi. Divide "5" by the highest reading (165) to obtain
the percentage of 3.0 percent.
Example 2: No. 1 cylinder reads 160 psi; No. 2 cylinder reads 100 psi. The difference is 60 psi. Divide "60"
by "160" to obtain "37.5" percent. Loss of compression
in No. 2 cylinder is indicated.
If compression is poor, look for one or more of the following causes:
• Loose cylinder head bolts.
• Failed cylinder head gasket.
• Burned valves or valve seats.
• Insufficient valve clearance.
• Warped cylinder head.
• Warped valve stem.
• Worn or broken piston ring(s).
• Worn or damaged cylinder bore.
• Broken connecting rod.
• Worn valve seats or valves.
• Worn valve guides.
Section 7
DIAGNOSTIC TESTS
NOTE: For units out of warranty, refer to
Quicksilver Diagnostic & Service Manual - Diesel,
P/N 082034 for further engine service information.
This manual can be found at www.guardiangenerators.com, under “Brochures,Manual & Specs Recreational Vehicle - Manuals”.
TEST 38 - CHECK OIL PRESSURE SWITCH
DISCUSSION:
Also see “Operational Analysis” on Pages 18-23. The
Low Oil Pressure Switch is normally-closed, but is
held open by engine oil pressure during cranking and
startup. Should oil pressure drop below a safe level,
the switch contacts will close to ground the Wire 85
circuit. Engine controller board action will then initiate
an automatic shutdown.
If the switch fails CLOSED, the engine will crank and
start, but will then shut down after a few seconds.
If the switch fails OPEN, low oil pressure will not
result in automatic shutdown.
RESULTS:
1. In Step 3, if “Continuity” is not indicated, replace the switch.
2. If oil pressure checked good in Step 5, but Step 4 measured
“Infinity,” replace the low oil pressure switch.
3. If oil pressure is below 10 psi, determine cause of low oil pressure. Refer to Engine Service manual No. 0E2081 for further
engine service information. Verify that the oil is the proper viscosity for the climate and season.
4. If all steps check GOOD, go to Test 40.
TEST 39- CHECK CIRCUIT BOARD FOR
GROUND
DISCUSSION:
If the engine shuts down immediately after start
switch is released, a possible cause would be the
ground wire is faulty, forcing the unit to ground the circuit board through the start/stop switch. Once the
switch is released, the ground is removed from the
board, causing the unit to shut down.
PROCEDURE:
1. Remove Wire 0 from the circuit board on Terminal 2.
2. Set a VOM to measure continuity.
3. Place one test lead on Wire 0, previously removed and the
other test lead on clean ground. Continuity should be measured.
4. Reconnect wire, making sure it has good contact on Pin 2 of
the circuit board.
Figure 7-23. – Oil Pressure Switch
PROCEDURE:
1. Check engine oil level. If necessary, replenish oil level to the
dipstick “FULL” mark.
2. Set a VOM to its “Rx1” scale and zero the meter.
3. Connect the meter test leads across the switch terminals, with
engine shut down. The meter should read “Continuity”. A small
amount of resistance is acceptable.
4. Crank the engine. Oil pressure should open the switch contacts
at some point while cranking and starting. Meter should then
indicate “Infinity”.
5. If the contacts did not open in Step 5, remove the low oil pressure switch and connect an oil pressure gauge in it’s place.
Start the engine and measure oil pressure. Pressure should be
above 10 psi.
RESULTS:
1. If continuity was not measured in step 3, replace wire.
2. If continuity was measured in step 3, replace the circuit board.
TEST 40- TEST WATER TEMPERATURE
SWITCH
DISCUSSION:
This normally-open thermostatic switch has a sensing
tip, which is immersed in engine coolant. Should
coolant temperature exceed approximately 245-266
F, the switch contacts will close to ground Terminal
12 on the circuit board. Circuit board action will then
shutdown the engine.
PROCEDURE:
1. Disconnect Wire 85 from the switch terminal.
2. Set a VOM to measure continuity.
3. Place one test lead on switch and the other on clean ground.
Infinity should be measured.
Page 55
Section 7
DIAGNOSTIC TESTS
RESULTS:
1. If continuity is measure, replace the switch.
2. If infinity is measured, proceed to next test on the flow chart.
TEST 41- CHECK WIRE 14 AND CONNECTING
COMPONENTS FOR SHORT TO GROUND
DISCUSSION:
Once the start/stop switch is pressed, the circuit board
will take battery voltage from Wire 15 on Pin 1 and
provide it to Wires 14 on Pins 9,10,11. If Wire 14 or
any components attached to 14 are shorted to ground,
the 14-amp fuse will blow. This test will check the
wires and components in this cranking circuit.
PROCEDURE:
1. Set a VOM to measure continuity.
2. (Pin 9, Wire 14) Remove Wire 14 from Terminal 9, fuel solenoid, hourmeter, and fuel pump.
3. (Testing Wire 14 to ground) Place one test lead on Wire 14
(disconnected from the circuit board) and the other test lead on
clean ground. Meter should read infinity.
4. (Testing fuel solenoid to ground) If wire checks good but fuse
still blows when Wire 14 is connected, place one test lead on
the fuel solenoid where Wire 14 was connected. Place the
other test lead on clean ground. Fuel solenoid resistance
should be 12.4 ohms.
5. (Testing hourmeter to ground) Place on test lead on the
hourmeter where Wire 14 was previously connected. Place the
other test lead on clean ground. Infinity should be measured.
Hourmeter resistance should be 3.21 ohms.
6. (Testing fuel pump to ground) Place one test lead on the fuel
pumps white wire. Place the other test lead on clean ground.
Infinity should be measured.
7. (Pin 10, Wire 14) Remove Wire 14 from Pin 10 on the circuit
board. Place one test lead on Wire 14, previously on Pin 10
and the other test lead on clean ground. Infinity should be
measured.
8. (Pin 11, Wire 14) See test 6 for testing field boost.
RESULTS:
1. If continuity was measured in Steps 3-6, replace faulty wires
are components.
2. If continuity was measured in Step 7, see test 34- testing D1
diode.
3. If Wire 14 and components check to be good, proceed to next
test on the flow chart.
Page 56
TEST 42 - CHECK WIRE 56 AND STARTER
CONTACTOR FOR SHORT TO GROUND.
DISCUSSION:
Once the start/stop switch is pressed, the circuit
board will send battery voltage to Wire 56 to energize
the starter contactor in order for the starter motor to
crank the engine. If Wire 56 or the starter contactor is
shorted to ground, the 14-amp fuse will blow.
PROCEDURE:
1. Set a VOM to measure continuity.
2. (testing Wire 56 to ground) Disconnect Wire 56 from the circuit
board on Terminal 7 and from the starter contactor.
3. Place one test lead on one end of Wire 56 and the other test
lead to clean ground. Infinity should be measured.
4. (testing starter contactor to ground) Place one test lead on terminal where Wire 56 was previously connected and the other
test lead to clean ground. Infinity should be measured. Starter
contactor resistance should be 4.6 ohms (across the 2 small
terminals).
RESULTS:
1. If continuity was measured in steps 3 or 4, replace faulty wire
or starter contactor.
2. If no fault was indicated, proceed to next test on flow chart.
TEST 43 - CHECK WIRE 15 FOR SHORT TO
GROUND
DISCUSSION:
If Wire 15 is shorted to ground, the fuse will blow
immediately when replaced. This test will determine
if Wire 15 is bad.
PROCEDURE:
1. Set a VOM to measure continuity.
2. Disconnect Wire 15 from the fuse holder and from the battery
charge rectifier.
3. Place one test lead on Wire 15 (previously disconnected from
fuse) and place the other test lead to clean ground. Meter
should read infinity.
RESULTS:
1. If continuity was measured, replace bad wire.
2. If infinity was measured, proceed to next test on the flow chart.
Section 8
ASSEMBLY
MAJOR DISASSEMBLY
11. Remove the two hold down bolts mounting the brush assembly to the rear-bearing carrier.
ENCLOSURE/ PANEL REMOVAL:
Using a 10-mm socket, remove all screws on all panels except the lower screws on the radiator side
panel. Remove the top panel first, then the side and
rear. When removing the front panel, the main control panel is mounted onto the front sheet metal.
There are five nuts holding them together that will
need to be removed in order to separate. The wiring
harness connections will need to be disconnected to
completely separate the two pieces.
12. Remove Wire 55 going to the battery charge resistor right
below the stator.
STATOR/ROTOR/ENGINE REMOVAL:
After the panel assemblies are removed, the tech will
have full access to the components of the unit for
easier removal.
STATOR:
1. Remove the front belt tensioner by using a ¾" socket and
wrench.
2. Loosen bolt and nut and remove.
3. Use a 16-mm socket for the rear tensioner.
4. Remove the rear and front belts.
5. Remove the two screws mounting the electric fuel pump to the
bottom frame by using a 10-mm socket.
6. Disconnect the wiring harness from the fuel pump.
13. Using a 13-mm, remove the four stator hold down bolts. The
bottom two run through the rear cross member frame. With the
bottom two removed, the rear cross member will be able to be
removed.
14. Using a rubber mallet, tap off the rear-bearing carrier.
15. Remove the stator (be careful, not to hit the battery charge
resistor).
ROTOR:
1. Use a prybar to stabilize the rotor pulley and loosen from rotor
bolt.
2. Using a rubber mallet, tap off the rotor pulley.
3. Remove the rotor.
The front bearing carrier is now available for removal
as well.
ENGINE:
In order for the engine to be removed, the flywheel
will need to be removed first.
1. Using a prybar, stabilize the flywheel and remove the 6 bolts
mounting the flywheel to the engine.
7. Remove air filter and rubber hose from the metal cross member frame by using a flat tip screwdriver.
2. Remove flywheel.
8. Place a block of wood under the rear of the engine for support.
3. Remove rubber fuel lines mounting to the top of the fuel injector pump.
Figure 8-1. – Block of Wood Under Rear of Engine
9. Remove the two bolts that mount the rear cross member frame
to the bottom frame through the rubber mount.
Figure 8-2. – Using Prybar to Stabilize Flywheel
CAUTION! Fuel is hazardous.
10. Remove the four bolts that mount the engine to the cross
member.
Page 57
Section 8
ASSEMBLY
4. Attach a hoist hook to the top lifting bracket attached to the
engine.
2. Loosen drain plug and drain coolant into appropriate container
able to hold 1.4 gallons.
5. Slightly lift the engine to take pressure off of the block of wood.
3. With the coolant drained, lower the unit and remove the lower
and 2 upper coolant hoses.
6. Remove the bolts holding front cross member frame to the
engine.
STARTER REMOVAL:
To get access to the starter for either testing or
removal, the unit will need to be lifted in order to
remove the bottom center panel. The battery will
need to be disconnected prior to removing the starter
if found to be faulty. The panel is held on by 2 latches. Lift latches and remove lower panel. Remove
positive battery cable from the starter. Remove the 2
allen bolts mounting the starter to front cross member
frame. Remove starter.
FUEL INJECTOR PUMP REMOVAL:
Prior to removing the injector pump, the top and side
panels will need to be removed. Remove rubber fuel
lines going to the brass fittings located at the top of
the fuel injector pump. CAUTION: Fuel is hazardous. Disconnect Wire 14 going to the fuel solenoid that is mounted to the left of the fuel injector
pump. Remove the fuel solenoid by using a small
channel lock wrench and turn the solenoid counter
clockwise. Remove the metal fuel lines located at the
top of the fuel injector pump. Remove the other end
of the metal lines going to the nozzle injectors.
Remove the two retaining screws and two nuts holding injector pump to the governor assembly. Lift and
remove fuel injector pump and spacer shims.
4. Remove the 4 screws and 2 nuts mounting the radiator to the
side panel and squirrel cage shroud.
5. Lift radiator out of unit.
When replacing the radiator, use a RTV sealant when
attaching the radiator hoses. When refilling the radiator, use a 50/50 mixture of coolant and water.
RE-ASSEMBLY
To re-assemble the generator, reverse the previous
procedures.
BELT TENSIONING
DRIVE BELT:
1. Install drive belt tensioner as shown in Figure 8-4. Snug mounting bolt but do not tighten.
2. Using a 3/4” wrench, apply tension to the belt as shown in
Figure 8-5.
RADIATOR REMOVAL:
Prior to removing the radiator, the top panel will need
to be removed.
Figure 8-4. – Drive Belt Tensioner
3. Belt tension should be between 5-10° (see Figure 8-6). When
the proper tension is achieved, tighten the mounting bolt to
49 ft-lbs.
Figure 8-3. – Radiator Removal Points
1. Lift unit by engine lifting bracket to gain access to the bottom
hole under radiator.
Page 58
Section 8
ASSEMBLY
LINE UP ARROW
WITH 15˚ MARK
Figure 8-5. – Applying Tension to Drive Belt
Tensioner
Figure 8-7. – Position of Fan Belt Tensioner
LINE CORNER
UP BETWEEN
5˚ to 10˚
Figure 8-8. – Leveling Fan Belt Tensioner
Figure 8-6. – Position of Drive Belt Tensioner
FAN BELT:
1. Install fan belt tensioner as shown in Figure 8-7. Snug mounting bolt but do not tighten.
2. Using a small bubble level, verify that tensioner is level horizontally. If needed, tap the mounting bracket to level it (see
Figure 8-8).
3. Using a 36mm wrench or equivalent, apply tension to the belt
(see Figure 8-9).Belt tension should be 15° (Figure 8-7).
Once proper tension is achieved tighten hold down bolt to 49
ft-lbs using a 16mm socket.
Figure 8-9. – Tensioning Fan Belt Tensioner
Page 59
Section 9
Exploded Views / Part Numbers
9
32
24
21
1
2
6
4
3
23
5
21
25
26
41
42
45
22
Page 60
22
20
38
50
13
39
2
49
26
11
44
49
28
4
40
36
21 37
19
29
28
7
43
21
17
10
39
27
26
25
31
35
18
14
33
Engine, Alternator Drive & Starter – Drawing No. 0D2355-B
Section 9
Exploded Views / Part Numbers
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
QTY.
1
1
1
1
1
1
1
2
4
6
1
1
1
1
1
1
1
1
2
2
8
8
2
1
4
6
2
2
1
1
1
11
6
2
5
1
2
1
4
1
4
3
1
2
1
2
1
1
2
2
DESCRIPTION
Bearing Carrier, Front
Bearing Carrier, Upper
Rotor Assembly
Stator Assembly
Ball Bearing
Ball Bearing
Brush Holder
Taptite M5-0.8 x 16mm
Bolt , Stator
5/16 Special Lock Washer
Lug, Lift
Rail, Engine RH
Pulley, 4.5" Flat
Belt, V-Rib
Starter Motor
Spacer, Starter
Pulley, Alternator
Flywheel Assembly
HHCS M8-1.25 x 55mm
Washer, Vibration Isolator
Washer, Split Lk -M8
Nut, Hex M8-1.25
SHCS 5/16"-18 x 1-1/2"
Guard, Flywheel
HHCS M12-1.25 x 20mm
Washer, Split Lk -M12
Engine Bracket
½" Flat washer
½"-13 x 4" HHCS
Fender Washer 7GA
HHCS 3/8-24 x 1"
Lockwasher M10
HHCS M10-1.25 x 25mm
5/16 Flange Nut
HHCS M10-1.25 x 20mm
M6 Hex Nut
HHCS M8-1.25 x 25mm
Earth Strap
HHCS M8-1.25 x 20mm
¼" Special Lock Washer
M8 Flange Nut
Taptite, M6-1.0 x 8mm
Engine, 1.0L Diesel
Washer, Flat M12
Clamp, Vinyl Coated, 1-1/16"
HHCS M12-1.25 x 25mm
Tensioner, SE-F18-4.5"
½"-13 x1-3/4" HHCS
½"-13 Flange Nut
Flat Washer, 5/16"
Page 61
Section 9
Exploded Views / Part Numbers
Base Frame – Drawing No. 0D2357-A
11
12
8
7
1
7
16
17
3
17
6
18
4
23
22
13
15
19
17
9
20
21
2
5
10
13
4
14
Page 62
Section 9
Exploded Views / Part Numbers
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
QTY.
1
1
1
4
2
677mm
4
4
1
1
8
8
3
2
1
1
3
2
2
1
1
1
1
DESCRIPTION
Base Frame Weldment
Door, Service Rear
Door, Service Front
Slide Latch Flush
Vinyl Trim -Black 180mm
Rubber Tape 1/8 x ½"
Grommet 1/8 x 13/32
Vibration Mount
Gasket, Cleanout
Plate, Cleanout
HHCS M8-1.25 x 16
Washer, Split Lk- M8
Washer, Split Lk -1/4-M6
HHCS M6-1.00 x 10
Carriage Bolt 3/8 -16 x 55mm
3/8 Special Lock Washer
Hex Nut 3/8-16 Brass
HHCS M6-1.00 x 16
Nut, Hex M6.0 -1.0
Block, Terminal Battery Post
Stud 3/8-16 x 55mm
Washer 3/8 Flat
Washer Split Lk -3/8
mm = Millimetres
Page 63
Section 9
Exploded Views / Part Numbers
Enclosure – Drawing No. 0D2358-D
25
12
17
11
24
17
17
2
13
20
34
VIEW "A"
27
10
17
17
1
30
38
32
9
31
26 22
35
8
14
5
15 17
28
21
A
18
33
29
16
19
2
23
7
17
6
17
36
37
17
4
3
17
Page 64
Section 9
Exploded Views / Part Numbers
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
QTY.
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
33
57
1
1
1
1
1
1
1
1
1
1
1
3
1
1
1
3
1
1
2
2
1
DESCRIPTION
Enclosure Panel RH
Enclosure Panel Top
Enclosure Panel LH
Enclosure Panel Front
Enclosure Rear Panel
Insulation, Front Panel
Insulation, LH Side Panel
Insulation, RH Side Panel
Insulation, Top Front Panel
Insulation, Top Rear Panel
Insulation, Lifting Lug Cover
Cover, Access Lift
Cover, Radiator Fill
Cover, Access Electrical
Gasket, Electrical Access
Washer, Self Locking
¼ -20 x 5/8 W/Washer
Frame Control Panel - Refer to Drawing C8005
Decal, Battery +/Decal, Radiator Cap
Decal, Remote
Decal, Coolant
Decal, Fuel Return/Supply
Decal, Oil Fill / Level
Decal, Lifting Lug
Decal, Max Hot / Min Coolant
Decal, Warning Rv
Support, Coolant Tank
Nut, Hex M6-1.0
Foam, Air Duct Face
Foam, Air Duct Side
Decal, Unit
Washer, Split Lock ¼" - M6
Decal, Engine Data
Decal, CSA Approval
Washer Nylon 0.250"
Screw SW ¼"-20 X 3/8" Long
Clamp Vinyl 1.5" X 0.281"
Page 65
Page 66
30
12
46
42
25
40
47
34
29
27
25
5 42
43
34
3
51
33
48 25
44
45
28
34
36
4
41
34
32
41
31
19
18
2
49
39
14
21
38
37
21 20
8
15
5
23
50 (RE
4
17
14 13
39
54
6
14
5 53
1
18
3
22
55
26
7
1
9
10
11
Section 9
Exploded Views / Part Numbers
Cooling System – Drawing No. 0D2360-B
Section 9
Exploded Views / Part Numbers
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
49
51
52
53
54
55
QTY.
1
1
1
1
1
1
1
1
1
1
1
7
2
7
4
4
4
12
1
3
5
1
1
2
6
1
1
1
1
1
1
1
1
8
2
720mm
1
1
2
270mm
4
4
1
1
510mm
2
1
1
1
1
1
1
1
DESCRIPTION
Cover Plate, Scroll Weldment
Housing, Fan Scroll Weldment
Fan, Squirrel Cage
Shaft, Fan
Carrier, Bearing
Key, Square 3/16" x 3/16" x ½"
Pulley, Fan 4-7/8"
Bearing 2 Row Ball
Fender Washer M16
Nut, Hex M16.0 -1.5mm
LockWasher M16.0
Crimptite, ¼"-20 x 5/8"
HHCS M6-1.00 x 10mm
Washer, Split Lk ¼"- M6
HHCS M5-0.8 x 16mm
Washer, Split Lk #10
Hex Nut M5
Nut Top Lock Flange M6-1.0
Radiator 1.0L RV
HHCS M6-1.00 x 12mm
Washer ¼"-M6
Pulley, 3" Flat Flanged
Bracket, Rotary Tensioner
HHCS M8-1.25 x 20mm
Washer, Split Lk -M8
61" Green Belt
Filler Neck Assembly, Radiator Remote
Hose Tee
Coupling, Hose
Hose, Radiator Lower
Hose, Water Pump Lower
Hose, Top
Hose, Lower Intermediate
Hose Clamp Hi Trq 1-3/4" Max
Hose Clamp #12
Hose, ¾" SAE-20R3
M10-1.5 x 30mm HHCS
M10 Lockwasher
HHCS M6-1.00 x 16mm
Hose, 5/16" SAE-20R4
Hose Clamp 7/8" 3/8"
HHCS M8-1.25 x 16mm
Cap, Coolant Fill
Tank, Coolant Overflow
Hose 5/16" SAE-20R4
Clamp, Vinyl Coated 1-5/8"
Cap, Radiator Pressure
Gasket, Radiator Base
Nut, Hex M8-1.25
Bracket, Support
½"-13 x 1-¾" HHCS
Tensioner, SE-18-3"
½"-13 Flange Nut
mm = Millimeters
Page 67
Section 9
Exploded Views / Part Numbers
12
14
7
28
Page 68
17
19
16
13
5
31
25
11
26
27
29
28
8
28
27
6
4 15
11
1
25 26
27
18
32
2
20
33
Electrical Enclosure Assembly – Drawing No. 0D2361-E
Section 9
Exploded Views / Part Numbers
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
31
32
33
QTY.
1
1
1
1
1
1
1
A/R
2
1
3
2
4
1
1
1
4
1
4
1
*1
*1
*1
*1
2
2
7
7
3
4
1
1
DESCRIPTION
Weldment, Electrical Enclosure
Terminal Block 4 Position
Assembly, Potted Regulator
Resistor 20R 5% 12W
Assembly Marine Control Board
Rectifier, Battery Charging
Circuit Breaker 5 Amp
Tape, Glass Insulated
Taptite, M5-0.8 x 30
Taptite, M5-0.8 x 16
Lockwasher M5
Nut, Hex M4-0.7
Pcb Support Snap -In
HHMS, #8-32 x 2.25"
Washer, Flat M5
Harness
M4-0.7 x 16 HHCS Taptite
Decal, Customer Connection
Washer, Flat #8
Gasket, Electrical Enclosure
Wire Assembly # 32
Wire Assembly # 22
Diode Assembly
Wire Assembly # 162
¼ Special Lockwasher
Washer, Flat ¼-M6
Washer, Split Lk ¼-M6
Nut, Hex M6-1
Bushing, Snap
HHCS, M4-0.7 x 16mm
Gasket, Electrical Enclosure Divider
Harness, Ac Output
A/R = As Required
* Not shown refer to Wiring Diagram C4946
Page 69
Section 9
Exploded Views / Part Numbers
Intake and Exhaust System – Drawing No. 0D2362-B
16
6
22
15
8
24
23
9
15
22
15
27
19
21
10
1
8
26
2
19
5
20
15
28
16
25
13
TO ENGINE AIR INTAKE
9
3
4
9
7
11
17
15
12
14
16
Page 70
6
Section 9
Exploded Views / Part Numbers
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
QTY.
1
1
1
1
1
2
1
1
3
1
1
1
2
2
10
5
3
1
4
2
4
2
1
1
2
1
1
1
1
DESCRIPTION
Exhaust Gasket
Chamber Air Intake
Air Filter
Hose, Air Inlet
Muffler Weldment
U Bolt & Saddle 1.25
Rail, Engine LH, Weldment
Insulation, Exhaust
Hose Clamp #28
Outlet, Exhaust Flex
Gasket, Exhaust Outlet
Plate, Exhaust Outlet
HHCS M8-1.25 x 55
Washer, Vibration Isolator
Washer, Split Lk -M8
Nut, Hex M8-1.25
Crimptite, ¼"-20 x 5/8"
Bracket, Support
Washer, Flat - M8
HHCS M8-1.25 x 20
HHCS M8-1.25 x 25
Hose Clamp #20
HHCS M8-1.25 x 30
HHCS M8-1.25 x 16
Flatwasher, 5/16"
Manifold Gasket
Horizontal Exhaust Manifold
Grommet 1-3/4" x 1/8" x 2"
WASHER FLAT 0.336"ID X 0.876"OD
Page 71
Page 72
17
17
TO GLOW PLUGS
16
26
6
TO STARTER MOTOR
29
23
16
10
TO STARTER
MOTOR BOLT
20
9
25
4
8
21
16
7
18
14
17
12
27
15
4
13
4
19
2
9
26
25
22
12
10
3
24
2
5 4
11
27
7
28
1 2 12
4
TO GROUND
TO STATOR
Section 9
Exploded Views / Part Numbers
Fuel and Electrical Systems – Drawing No. 0D2363-C
Section 9
Exploded Views / Part Numbers
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
QTY.
1
3
2
7
1
2
5
1
5
2
1
3
1
1
1
3
3
2
1
1
1
1
1
1
1.04M
635mm
375mm
1
1
DESCRIPTION
Fuel Pump Assembly
1/8 NPT x 5/16 Barbed Straight Fitting
Bulkhead Adaptor Fitting
Washer, Split Lk- ¼ -M6
HHCS M6-1.00 x 30
Relay Solenoid
Nut, Hex M6-1
Clamp, Vinyl Coat 1-1/16"
Washer, Flat -M6
Hose Clamp
1/8 NPT x 1/4 Barbed Straight Fitting
Hose Clamp 7/8 / 3/8
HHCS M6-1.00 x 16
Hex Nut 3/8-16 Brass
Washer Split Lk 3/8
Boot, Battery Cable
Boot, Battery Cable
Snap Bushing 1"
Hex Nut ¼ - 20
Cable, Battery
Cable, Starter
HHCS M6-1 x 65
Wire Assembly, Black #4 Ground
Resistor
Hose, 1/4 ID SAE-30R7
Hose, 5/16 ID SAE-30R7
Hose, 5/16 ID SAE-30R7
Clamp, Fuel Pump
Wire Assy, #0 (PHC-SC)
M = Meters
mm = Millimetres
Page 73
Section 9
Exploded Views / Part Numbers
26
28
Page 74
25
31
22
15
22
26
21
19
13
16
24
21
23
27
12
5
11
30
17
29
7
18
32
2
33 3
9
6
34
1
10
4
8
Customer Controls Assembly – Drawing No. 0D2364-D
Section 9
Exploded Views / Part Numbers
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
QTY.
1
1
1
1
1
2
2
1
1
1
4
1
1
2
1
1
1
1
1
1
2
2
4
4
1
2
1
2
4
4
2
4
1
1
DESCRIPTION
Start / Stop Switch
Cover, Engine Control Box
Hour Meter
Fuse Holder, SFE-14
Switch, Pushbutton SPST
PPHMS M3-0.5 x 10
Lockwasher M3
Fuse, SFE-14
Decal
Boot / Nut / Preheat Switch
Lockwasher, M5
Boot, Circuit Breaker
Harness
Hex Nut, M3
Box, Engine Control
Frame, Control Panel
Plug, Oil Fill
Dipstick Assembly
Hose, Dipstick Tube
Hose, Filler Tube
Hose Clamp 7/8-3/8
Hose Clamp Size #16
M4-0.7 x 16 HHCS Taptite
Washer, Flat #6
Grommet
Gasket, Engine Control Box
Circuit Breaker, 35A, 2 Pole
Nut, Hex M6-1.0
PHMS M5-0.8 x 12
Flatwasher, #8
Washer, Split Lock ¼" - M6
Screw, PPHM #6-32 x 1/4"
Gasket, Hourmeter
Gasket, Switch
Page 75
Section 9
Exploded Views / Part Numbers
1.0 Liter Diesel Camshaft – Drawing No. 075677
1
3
6
5
4
10
2
13
7
12
11
8
9
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
Page 76
5
QTY.
1
1
1
1
3
1
1
1
1
1
1
1
1
DESCRIPTION
CAMSHAFT ASSEMBLY
CAMSHAFT GEAR
KEY
GEAR
SPACER
BALL BEARING
SLIDER
PLATE
TACHOMETER SHAFT
BOLT
BOLT
GASKET
NUT
Section 9
Exploded Views / Part Numbers
1.0 Liter Diesel Cylinder Block – Drawing No. 075676
15
28
5
13
19
4
27
1
12
18
23
17
16
5
24
20
25
21
14
3
26
7
8
30
11
29
10
6
2
ITEM
QTY.
1
2
3
4
5
6
7
8
9
10
11
1
1
1
2
2
1
4
4
1
1
1
1
1
1
1
1
1
12
13
14
15
DESCRIPTION
COMPLETE CYLINDER BLOCK
EXPANSION PLUG
EXPANSION PLUG
EXPANSION PLUG
EXPANSION PLUG
EXPANSION PLUG
PLUG
PLUG
IDLE GEAR SHAFT
BUSHING
BUSHING-STANDARD
0.25MM U.S. BUSHING
0.50MM U.S. BUSHING
BALL BEARING
EXPANSION PLUG
BALL BEARING
DOWEL PIN
22
9
ITEM
QTY.
DESCRIPTION
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
1
2
2
2
1
1
1
1
1
1
1
6
6
1
1
DOWEL PIN
DOWEL PIN
SPRING PIN
STUD
STUD
STUD
SNAP RING
OIL SEAL
DRAIN COCK
CONNECTOR
OIL FILTER
TAPPET
PUSH ROD
RELIEF VALVE
O-RING
MM = MILLIMETER
U.S. = UNDERSIZE
Page 77
Section 9
Exploded Views / Part Numbers
1.0 Liter Diesel Cylinder Head – Drawing No. 0D2794
11
10
9
8
3
13
7
14
2
20
1
4
22
2
21
18
4
23
19
6
17
16
5
12
ITEM
QTY.
1
2
3
4
5
6
7
1
6
3
2
3
3
3
3
6
6
12
6
1
8
9
10
11
12
1
Page 78
DESCRIPTION
CYLINDER HEAD ASSEMBLY
EXPANSION PLUG
EXPANSION PLUG
XPANSION PLUG
INTAKE VALVE
EXHAUST VALVE
VALVE GUIDE SEAL (EXHAUST)
VALVE GUIDE SEAL (INTAKE)
SPRING
RETAINER
KEY
CAP
CYLINDER HEAD GASKET,
1.2MM THICK
CYLINDER HEAD GASKET,
1.3MM THICK
ITEM
QTY.
13
14
15
16
17
18
19
20
21
22
23
11
3
2
2
1
2
1
1
4
1
1
DESCRIPTION
BOLT
BOLT
LIFTING EYE
BOLT
TUBING
BOLT
OIL SWITCH
THERMO-SWITCH
GASKET
WASHER
ADAPTOR
MM=MILLIMETER
Section 9
Exploded Views / Part Numbers
1.0 Liter Diesel Crankshaft, Piston and Flywheel – Drawing No. 075679-B
19
17
16
18
19
22
20
21
9
9
11
11
6
12
13
7
10
15
10
14
5
1
4
2
3
28
30
ITEM
QTY.
1
2
3
4
5
6
7
8
9
10
11
1
1
1
1
1
1
1
1
6
6
3
AR
AR
3
AR
AR
2
2
1
3
AR
AR
12
13
14
15
16
DESCRIPTION
CRANKSHAFT ASSEMBLY
CRANKSHAFT GEAR
KEY
DOWEL PIN
SPRING PIN
BEARING HOLDER ASSEMBLY
BEARING HOLDER ASSEMBLY
BEARING HOLDER ASSEMBLY
BOLT
DOWEL PIN
STANDARD BEARING
0.25MM U.S. BEARING
0.50MM U.S. BEARING
STANDARD BEARING
0.25MM U.S. BEARING
0.50MM U.S. BEARING
THRUST WASHER
BOLT
BOLT
STANDARD PISTON ASSEMBLY
PISTON ASSEMBLY-0.5MM O.S.
PISTON ASSEMBLY-1.0MM O.S.
ITEM
QTY.
17
3
AR
AR
3
6
3
3
6
6
6
AR
AR
1
1
18
19
20
21
22
23
24
28
30
DESCRIPTION
STANDARD PISTON RING SET
PISTON RING SET-0.5MM O.S.
PISTON RING SET-1.0MM O.S.
PISTON PIN
SNAP RING
CONNECTING ROD ASSEMBLY
BUSHING
CONNECTING ROD BOLT
NUT, CONNECTING ROD BOLT
STANDARD BEARING
BEARING-0.25MM U.S.
BEARING-0.50MM U.S.
PULLEY
NUT
U.S. - UNDERSIZE
O.S. - OVERSIZE
AR - AS REQUIRED
MM - MILLIMETER
Page 79
Section 9
Exploded Views / Part Numbers
1.0 Liter Diesel Oil Pump – Drawing No. 75682
11
10
1
5
7
3
9
12
2
4
6
8
ITEM
QTY.
1
2
3
4
5
6
1
1
1
1
1
AR
AR
AR
AR
1
1
1
1
1
3
7
8
9
10
11
12
AR - AS REQUIRED
Page 80
DESCRIPTION
IDLER GEAR ASSEMBLY
SPRING
THRUST WASHER
ROTOR
OIL PUMP COVER
0.10MM SHIM
0.15MM SHIM
0.20MM SHIM
0.50MM SHIM
SPRING
COLLAR
SNAP RING
FRONT PLATE
GASKET
BOLT
Section 9
Exploded Views / Part Numbers
1.0 Liter Diesel Rocker Arm Assembly – Drawing No. 075683
4
5
11
6
2
3
8
12
7
9
10
ITEM
QTY.
1
1
2
3
4
5
6
7
8
9
10
11
12
3
3
6
6
3
1
2
2
3
3
3
DESCRIPTION
ROCKER ARM ASSEMBLY
(INCLUDES ALL COMPONENTS SHOWN BELOW)
INTAKE ROCKER ARM
EXHAUST ROCKER ARM
NUT
STUD
ROCKER ARM BRACKET
ROCKER ARM SHAFT
SPRING
SCREW
SPRING,PIN
NUT
STUD
Page 81
Section 9
Exploded Views / Part Numbers
1.0 Liter Diesel Injector Pump – Drawing No. 075686-C
11
9
12
10
14
8
3
13
7
19
6
(MODEL 04270
& 04614 ONLY)
5
18
3
29
28
20
19
27
17
26
4
1
16
2
ITEM
QTY.
1
2
1
AR
AR
AR
AR
3
2
3
3
3
3
1
1
1
1
3
4
5
6
7
8
9
10
11
12
DESCRIPTION
INJECTOR PUMP ASSEMBLY
SHIM-0.2MM
SHIM-0.3MM
SHIM-0.5MM
SHIM-1.0MM
NUT
BOLT
GASKET
INSERT
CAP
INJECTOR
TUBING
TUBING
TUBING
TUBING
ITEM
QTY.
13
14
16
17
18
19
1
1
3
1
1
1
1
20
26
27
28
29
2
1
1
1
1
DESCRIPTION
CLAMP
BOLT
GLOW PLUG
CONNECTOR
GASKET
COVER (ALL MODELS EXCEPT
04270 & 04614)
TUBE, ENGINE OIL FILL (MODEL
04270 & 04614)
BOLT
SOLENOID
WASHER
WASHER
SCREW
AR - AS REQUIRED
Page 82
Section 9
Exploded Views / Part Numbers
1.0 Liter Diesel Fuel Supply – Drawing No. 075693-C
14
10
To Fuel
Tank (Return)
14
14
11
19
(Model 04270 & 04614)
10
9
17 13
15
16
16
5
18
4
1
5
16
17
8
6
7
18
6
2
5
To Injection Pump
3
To Fuel Pump
ITEM
QTY.
1
2
3
4
5
6
7
8
9
10
1
1
AR
250MM
3
2
1
1
2
2
DESCRIPTION
FUEL FILTER SUPPORT
FUEL FILTER
HOSE, 5/16" SAE 30R7
HOSE, 5/16" SAE 30R7
HOSE CLAMP
GASKET
BANJO FITTING
FUEL BLEED FITTING
1/8" NPT TEE (BRASS)
1/8" NPT x 3/16" 90 DEG. BARBED
FITTING
ITEM
QTY.
11
2*
12
13
14
15
16
17
18
19
275MM
240MM
4
1
5
2
2
1
DESCRIPTION
1/8" NPT x 3/16" BARBED STRAIGHT
FITTING
HOSE, 3/16" SAE 30R2
HOSE, 3/16" SAE 30R2
HOSE CLAMP
FUEL BLEED FITTING
FUEL BLEED GASKET
HOLLOW BOLT
BANJO FITTING
1/8" NPT x 1/4" BARBED STRAIGHT
FITTING (MODEL 04270 & 04614)
* -QTY 1 (MODEL 04270 & 04614)
AR - AS REQUIRED
Page 83
Page 84
50
49
48
44
(Model 04270 & 04614)
47
45
43
42
42
37
40
4
1
36
35
13
38
2
46
13
21
23
52
22
(Model 04270 & 04614)
51
18
8
24
27
19
39
4
1
26
28
25
13
14
5
33
31
30
20
15
34
32
29
1
16
6
3
Section 9
Exploded Views / Part Numbers
1.0 Liter Diesel Timing and Governor – Drawing No. 082067-B
Section 9
Exploded Views / Part Numbers
ITEM
1
2
3
4
5
6
7
8
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
QTY.
1
1
1
1
1
2
1
2
1
1
1
1
1
1
3*
5
1
4
5
1
1
1
1
1
1
1
1
1
1
1
1
1
1
3
2
1
1
1*
1*
1
1*
1*
1*
1*
3*
1
3
1
4
4
DESCRIPTION
HOUSING, TIMING GEAR
SPRING PIN
GASKET
SPRING
WASHER
NUT
STOP LEVER
COVER
GOVERNOR LEVER
BOLT
NUT
SHAFT
O-RING
SNAP RING
BOLT
BOLT
OIL SEAL
BOLT
BOLT
ARM
SNAP RING
O-RING
GOVERNOR LEVER ASSEMBLY
TENSION LEVER
SNAP RING
WASHER
COTTER PIN
SPRING
SPRING
ARM
O-RING
SNAP RING
BRACKET
BOLT
BOLT
SCREW HHC M6-1.0 X 25
O-RING
O-RING
SPACER
GASKET
HOLDER (OIL FILL)
O-RING
CAP
BOLT
NUT
BRACKET, FUEL FILTER (MODEL 04270 & 04614)
SCREW HHC M8-1.25 X 60 G8.8 (MODEL 04270 & 04614)
SCREW HHC M8-1.25 X 65 G8.8 (MODEL 04270 & 04614)
NUT HEX M8-1.25 G8 (MODEL 04270 & 04614)
WASHER LOCK M8-5/16 (MODEL 04270 & 04614)
* NOT USED ON MODEL 04270 & 04614
Page 85
Section 9
Exploded Views / Part Numbers
1.0 Liter Diesel Engine Block – Drawing No. 082961-C
24
23
22
25
18
28
17
15
20
13
19
12
14
14
33
30
29
1
14
31
2
ITEM
QTY.
1
2
3
1
20
1
12
1
1
13
2
14
15
5
1
Page 86
DESCRIPTION
OIL PAN
BOLT
O-RING (MODELS 04270 & 04614
ONLY)
DIPSTICK TUBE (ALL MODELS
EXCEPT 04270 & 04614)
DIPSTICK TUBE (MODELS 04270
& 04614 ONLY)
O-RING (ALL MODELS EXCEPT
04270 & 04614)
BOLT
DIPSTICK (ALL MODELS EXCEPT
04270 & 04614)
ITEM
QTY.
17
18
19
20
22
23
24
25
28
29
30
31
33
1
1
1
1
1
3
1
1
1
1
1
1
1
DESCRIPTION
ROCKER COVER GASKET
ROCKER COVER
OIL STOPPER
SCREEN
GASKET
NUT
CAP
O-RING
1/4" PIPE PLUG SQ. HD.
O-RING
TUBING
SUCTION FILTER
GASKET
Section 9
Exploded Views / Part Numbers
1.0 Liter Diesel Water Pump – Drawing No. 082962
4
3
7
5
1
2
10
6
8
15
11
9
12
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
15
QTY.
1
1
1
1
3
1
1
1
1
1
1
1
1
DESCRIPTION
WATER PUMP ASSEMBLY
PLUG
THERMOSTAT
SPRING
GASKET
SET PLATE
BOLT
GASKET
BOLT
BOLT
NUT
PULLEY
BOLT
Page 87
Page 88
45
[1.77 "]
42 1 [16 .5 7 "]
3 7 1 [14 .6 1"]
63
[2 .4 8 "]
26
[1.02 "]
24
[.94 "]
F U E L RE T U R N
67 [22 .3 2 "]
ER SCREWS
53 6 .3
[2 1.12 "]
2 9.35
[1.16 "]
E X HA U S T O U TL E T
5 16 .5
H O U R M E T ER
COO L A N T F ILL
9 2 9 [3 6 .5 7 "]
OVER SCREWS
9 17 .5 [3 6 .12 "]
F RO N T SERV ICE D OOR
RE A R SERV ICE P A N E L
99
[3 .90"]
289
[11.3 8 "]
3 / 8 - 16 U N C M O U N TIN G H O L ES
[4 PL CS ]
B A TT ER Y CO NN EC TIO N
N E G A TIVE (- )
B A TT ER Y CO NN EC TIO N
P OS ITIVE (+ )
F U E L S U PPL Y
CE N
2 9 1.5
[11.4 8 "]
]
8 .5
00"]
1.0
[.03
4 19
[16 .50
A C P OWER HA R N ESS
[1/ 2 " LIQ U ID- TIG H T CO N D U IT]
E L EC T R IC A L A CCESS
2 8 9.5 [11.4 0"]
.5
0 "]
M O T E CO NN EC TIO N K N OC K O U T
C IRC U IT B RE A K ER
P RE H E A T
F U SE (14 A M P )
S T O P / S T A R T SW ITC H
O IL DIP S TIC K
O IL F ILL
"]
13 7 .6
5 .42 "]
R A DIA T OR C A P
A CCESS COVER
LIF TIN G E Y E
A CCESS COVER
6 04 [2 3 .78 "]
OVER SCREWS
5 9 5 .0 [2 3 .4 3 "]
38
1.5 "]
4 53 .6
[17 .14 "]
Section 10
SPECIFICATIONS & CHARTS
Major Features and Dimensions – Drawing No. 0D2650-A
Section 10
SPECIFICATIONS & CHARTS
ENGINE SPECIFICATIONS
Type of Engine
Cylinder Arrangement
Displacement
Bore
Stroke
Compression Ratio
Combustion Chamber Type
Rated Horsepower
Cylinder Block
Number of Main Bearings
Number of Teeth on Flywheel
Type of Governor
Fuel Filter
Oil Filter
Oil Pressure
Type of Cooling System
Cooling Method
Type of Cooling Fan
Cooling System Capacity
Air Cleaner
Starter
Recommended Battery
Maximum Cranking Current
Ground Polarity
ISM Diesel
3, in-line
58.2 in3. (954 cc)
2.95 in. (75 mm)
2.83 in. (72 mm)
23-to-1
Pre-Combustion
13 @ 1,950 rpm
Cast Iron
4
104
Mechanical, Fixed Speed
Full Flow Spin-On
Full Flow with Bypass Valve
29-71 psi
Pressurized, Closed Recovery
Liquid-cooled
Centrifugal Puller
1.4 U.S. gals (5.3 L)
Disposable Filter (Part # C4880)
12-volt DC Electric
70 Ah, 360 Cold-cranking Amps (Minimum ratings)
220 Amps
Negative
GENERATOR SPECIFICATIONS
Rated Maximum Continuous AC Output at ...
85º F (29º C) Ambient
100º F (38º C) Ambient
120º F (49º C) Ambient
Rated Voltage
Rated Maximum Continuous AC Current at ...
7,500 Watts
120 Volts
240 Volts
7,000 Watts
120 Volts
240 Volts
6,000 Watts
120 Volts
240 Volts
Phase
Rotor Speed at No Load
Number of Rotor Poles
Engine RPM
Rated AC Frequency
Battery Charge Voltage
Battery Charge Current
Weight
Length
Width
Height
*All units are reconnectable to 120-volt-only AC output.
7,500 Watts (7.5 kW)
7,000 Watts (7.0 kW)
6,000 Watts (6.0 kW)
120/240 Volts AC*
62.5 Amps
31.2 Amps
58.3 Amps
29.2 Amps
50.0 Amps
25.0 Amps
Single
3,780 rpm
2
1,950
60 Hz
14 Volts DC
2 Amps (max)
486 Pounds (Dry)
36.6 inches (929 mm)
23.8 inches (604 mm)
22.3 inches (567 mm)
Page 89
Section 10
SPECIFICATIONS & CHARTS
ROTOR/STATOR RESISTANCE VALUES
TYPE
QUIETPACT 75
MODEL
4270
Rotor resistance
15.25 ohms
Stator Winding 11/22
159 ohms
Stator Winding 33/44
184 ohms
DPE Winding 2/6
1.24 ohms
Battery charge Winding 55/66
.132 ohms
Battery charge Winding 55/77
.153 ohms
TORQUE SPECIFICATIONS
Starter
Flywheel
16.2-19 ft-lbs.
Rotor Pulley
34.2-41.8 ft-lbs.
Stator Bolts
16.2-19.8 ft-lbs.
Tension Bolt
44.1-53.9 ft-lbs.
Pulley Tension
44.1-53.9 ft-lbs.
Weld Stud Nut
32.4-39.6 ft-lbs.
Injector Nozzles
Page 90
75 in-lbs.
58-61 ft-lbs.
NOTES
Page 91
D IOD E 600 V, 6A MP
FU SE 14A MP S FE
FU EL P U MP
FU EL SO LEN OID
E N G IN E G RO U N D
FR A M E S TU D
F
0
85
SM
0
16
R 1 - RESIS TOR, 1 ohm 25W
R 2 - RESIS TOR 20 ohm, 12W
SC - S TA R T C O N TA C TOR
SM - S TA R TER M O TOR
SW 1 - SWI TC H S TA R T/ STO P
SW 2 - P RE H EA T SWITC H
TS - TER M IN A L S TRIP
CU STO M ER C O NN EC TION
14
14
0
14
FS
RE D
LOS
0
0
13
0
GND3
1
13
GND2
1
56
157
14
1
0
14
18
G LOW
2
85
6
150
1
44
13
18
17
P LU G S
0
SH EET
GND6
B H2
55
0
14
1 OF 2
22
15
14
150
0
CO MPA RT M ENT
ENGINE CONTROL
150
14
12
15
14
15
14
14
18
17
44
15
1
0
0
0
CB 2
17
18
B H 1A
33
22
162
17
18
14
2
CB 1
B H1
1
GND5
44
15
150
13
0
0
66
44
11
TS
44 A
11A
11
44
15
1
0
PA NEL
CONTROL
GND4
F1
SW 1
162
R2
14
0
A VR
DP E
T1 T2 T2 T3
WIRE DIAGRAM, 1.0L DSL
SINGLE 120/240VAC OUTPUT
BC R
C O NN 1
14
12
12V B A TTER Y C O NN EC TION
CU STO M ER P RO VID ED
GND1
H W T - H IG H W A TER TEMP SWITC H
H M - H O U R M ETER
LOS - LOW OI L P RESS U RE SWI TC H
1
B R U SH W ITH RE D(4) LE A D
CLO S E S T TO B E A RING
0
G N D 4- TH R U B O LT (C O N TRO L P A N EL)
G N D 5- G RO U N D S TU D (N O N -SE A LED C O MP )
D2 F1 FP FS G N D 1G N D 2-
17
44
17
44
0
85
R1
150
15
CB 1 - C IRCU IT B RE A K ER 35A
CB 2 - C IRCU IT B RE A K ER 4A
150
150
22
33
14
B H 1A - BU LK H EA D C O NN EC TOR, P LU G (B LA CK )
B H 2 - BU LK H EA D C O NN EC TOR, RE C EP TA C LE (G R A Y)
1
55
15
1
A VR - A U TO M A TIC VO LTA G E RE G U LA TOR
BC R - B A TTER Y C H A R G ER RE C TIFIER
11A
66
44
11
22
14
14
33
22
33
22
33
22
44
33
11A ,13,44 A ,157 (# 10)
44 A
6
2
0
A C / M IS C
56
15
11A
BLACK
14
14
11
22
15
15
W IRE #'s
11
17
18
15
66
3
0
2
44 A
4
22
13
6
Page 92
11
0
150
1
11
22
4
6
44
11
4
77
66
11
0
0D2793-B
04270-1
CO MPA RT M ENT
V OLT A GE REG U L A TOR
1
10
7
F U NCTION
7
4
22
11
6
2
Section 11
ELECTRICAL DATA
Wiring Diagram – Drawing No. 0D2793-B (1 of 2) Models 04270-1 & 04270-2 Single 120/240VAC Output
22
4
12-
D IODE 600 V, 6A M P
FU SE 14A M P SFE
FUEL PU M P
FUEL SOLENO ID
ENG INE GROUND
FR A M E STUD
4A
F
0
85
SM
0
16
14
14
0
14
FS
RED
LO S
0
0
TION
13
0
GND 3
13
GND 2
1
56
157
14
BH 2A
1
1
0
14
18
6
150
1
11
13
18
17
GLO W PLUG S
2
85
55
11
0
0
0
55
SH EET
GND 6
BH 2
R1
0
14
D1
COMPARTMENT
2 OF 2
22
18
11
15
14
150
EN GINE CONTRO L
150
14
44
11
22
33
15
14
15
14
14
15
1
18
17
11
CB 2
17
18
BH 1A
44
22
162
17
18
14
2
BH 1
GND 5
1
GND 4
PANE L
CONTRO L
33 A
11A
11
33
15
1
0
TS
J U MPER
150
13
0
0
66
33
11
F1
SW 1
162
R2
14
0
A VR
13
DPE
T1 T2 T2 T3
WIRE DIAGRAM, 1.0L DSL
SINGLE 120/240VAC OUTPUT
BCR
CONN 1
14
12
12V B A TTERY CONNEC
CU STO M ER PRO VIDED
GND 1
- HOUR M ETER
- LO W O IL PRE SS URE SW ITCH
- PREHE
A T CON TA C TOR
- RE SISTOR, 1 ohm 25W
- RE SISTOR 20 ohm , 12W
- STA R T CON TA C TOR
SW 1 - SW ITCH STA R T/ STOP
SW 2 - PREHE A T SW ITCH
TS - TER M IN A L STR IP
CU STO M ER CONNEC TION
HM
LO S
PHC
R1
R2
SC
1
B R USH W IT H RE D(4) L EA D
C L O S E S T TO B EAR IN G
TOR, PLUG (BL A CK)
TOR, RECEP TA CLE (GR A Y)
TOR, PLUG (GR A Y)
0
GND 4- THRU BOL T (CON TROL P A NEL)
GND 5- GROUND
STUD (NON- SEA LED CO M P)
GND 6- GROUND
STUD ( SEA LED CO M P)
D2
F1
FP
FS
GND
GND
CB 2 - C IRCU IT BRE A KER
A D CONNEC
A D CONNEC
A D CONNEC
1
BH 1A - BULK HE
BH 2 - BULK HE
BH 2A - BULK HE
A VR - A U TO M A TIC VOL TA GE REGUL A TOR
BCR - B A TTERY CH A RGER REC TIFIER
150
150
17
11
17
11
66
44
11
22
14
11A ,13,44 A ,157 (#10)
56
15
CB 1
11A
AC / M IS C
14
14
44
22
44
22
44
22
33
44
B L AC K
150
15
CB 1A
33 A
6
2
0
W IRE # 's
14
14
11A
F U NCT ION
15
1
17
18
15
66
3
11
22
15
15
4
4
22
11
7
0
2
33 A
11
6
10
0
150
1
11
22
4
6
33
11
4
77
66
11
0D2793-B
04270-1
COMPARTMENT
V O L TA G E RE G U L ATOR
1
4
22
11
6
2
Section 11
ELECTRICAL DATA
Wiring Diagram – Drawing No. 0D2793-B (2 of 2) Models 04270-1 & 04270-2 Dual 120VAC 35A Output
0
0
0
0
Page 93
22
Section 11
ELECTRICAL DATA
Schematic – Drawing No. 0D2792-A Models 04270-1 & 04270-2
R ED
B LAC K
LEG EN D
A VR -A U TO M ATIC VO LTA G E R EG U LATOR
B CR - B ATT ER Y CHAR G E R ECTIFIER
B CW - B ATT ER Y CHAR G ER
C B 1 -CIRC U IT B R EA K ER 35 A
C B 2 -CIRC U IT B R EA K ER (4A )
D 1 - D IOD E 600V , 6A M P
D 2 - D IOD E 600V , 6A M P
D P E - EXCITATION WIN D IN G
F1 - FU SE 14A M P S FE
FS - FUE L SO LEN OID
FP - FUE L P UM P
G P - G LOW P LU G S
H M -HO U R ME TER
SC
13
16
16
SM
GP
13
157
PHC
SW
13
B H1-1 0
157
B H1
-11
PHC
150
0
15
150
13
15
150
157
FP
B LK
B LK
15
0
HWT -HI G H WAT ER T EM P SWITCH
LOS - LOW OI L PR ESS U R E SWITCH
PHC -PR EH EAT CO N TACTOR
R1 -R ESISTOR, 1 OH M , 25W
R 2 -R ESISTOR, 20 OH M , 12W
S -START ER
SC -START CO
N TACTOR
SW -PR EH EAT SWITCH
SW1 -SWITCH, START/STOP
F1
15
B H2
-8
157
0
B H1
-1 2
SW1
0
15
B H1- 9
18
0
17
-8
14
17
14
14
B H2
-11
HM
0
B H2
14
B H1- 6
0
0
14
14
B H1
-5
0
B H 2- 4
FS
15
R2
18
14
D2
B H2
-7
-9
17
14
-5
B H 2- 2
15
1
EN G IN E
18
0
12
14
5
7
W H IT E
RED
WIR E CO L OR
LE G E ND
BLUE
*-WIR E #11 FOR 1 20V O N LY AC
O U TP U T CO NN ECTIO N S
44
85
B CW
15
6
B H1
-1
2
*
0
-1 0
66
55
R1
77
56
4
0
R ED
B CR
R EM OT E START/
0
B H2
-1 2
0
0
SEE WIRIN G
D IAG RA M
FOR D ETAILS
44
33
22
11
DPE
6
22
6
CB2
SCHEMATIC
1.0L DIESEL
120V O N LY A .C . O U TP U T CO NN ECTIO N S
(2-CIRC U ITS, 35 A EACH )
162
SEN D P E
FA VR
A LTER N ATOR O U TP U T
LEA D S
DPE
F+
1
4
11 33
44
B H2
-1 2
4
4
1
44
11
11
22 44
11
33
CB1
CB1
C B 1A
11A
22 33
44 A
33 A
T1
T3
22 44
A .C . O U TP U T
04270-1
D2792-A
Page 94
11A
A .C . O U TP U T
C U STO ME R CO NN ECTIO N
T2 T2
120V
120V
35A
35A
17 14
B LK
0
2
TO EN G IN E
CO N TRO L
TER M . #5
15
SC
LOS
T3
240V
T1
T2 T2
120V
120V
18
Section 11
ELECTRICAL DATA
Schematic – Drawing No. 0C4945-A Model 04270-0
R ED
B LAC K
LEG EN D
A VR -A U TO M ATIC VO LTA G E R EG U LATOR
B CR - B ATT ER Y CHAR G E R ECTIFIER
B CW - B ATT ER Y CHAR G ER
C B 1 -CIRC U IT B R EA K ER 35 A
C B 2 -CIRC U IT B R EA K ER (4A )
D 1 - D IOD E 600V , 6A M P
D 2 - D IOD E 600V , 6A M P
D P E - EXCITATION WIN D IN G
F1 - FU SE 14A M P S FE
FS - FUE L SO LEN OID
FP - FUE L P UM P
G P - G LOW P LU G S
H M -HO U R ME TER
SC
13
16
16
SM
GP
13
157
PHC
SW
13
B H1-1 0
157
B H1
-11
PHC
150
0
15
150
13
15
150
157
FP
B LK
B LK
15
0
HWT -HI G H WAT ER T EM P SWITCH
LOS - LOW OI L PR ESS U R E SWITCH
PHC -PR EH EAT CO N TACTOR
R1 -R ESISTOR, 1 OH M , 25W
R 2 -R ESISTOR, 20 OH M , 12W
S -START ER
SC -START CO
N TACTOR
SW -PR EH EAT SWITCH
SW1 -SWITCH, START/STOP
F1
15
B H2
-8
157
0
B H1
-1 2
SW1
15
STOP
B H1- 9
18
17
D1
18
14
17
14
0
B H1
-8
14
B H1- 7
14
18
14
HM
0
B H2
-1
14
B H1- 6
0
0
B H1
-5
0
B H 2- 4
R2
18
18
FS
15
D2
B H2
-9
B H2
14
B H 2- 2
15
17
14
14
9 3 4
10
1
CO N TRO L
18
0
B H1
-1
N EU TR A L
FU N C T ION
FUSED DC
C ONTROL
*-WIR E #11 FOR 1 20V O N LY AC
O U TP U T CO NN ECTIO N S
A
WI R E C OLOR
B CW
15
0
B H2
-6
66
55
77
B H2
-1 0
56
85
4
0
B CR
HWT
15
17 14
18
SC
LOS
0
0
0
SEE WIRIN G
D IAG RA M
FOR D ETAILS
44
33
22
11
2
STOP CO NN ECTIO N
6
22
A
6
CB2
SCHEMATIC
1.0L DIESEL
120V O N LY A .C . O U TP U T CO NN ECTIO N S
(2-CIRC U ITS, 35 A EACH )
TO EN G IN E
CO N TRO L
TER M . #5
SEN D P E
FA VR
A LTER N ATOR O U TP U T
LEA D S
D P E SEN
F+
1
4
4
1
44
11
11 33
44
B H2
-1 2
4
11
22 44
11
33
CB1
CB1
C B 1A
11A
22 33
1.0L RV
C4945-A
44 A
11A
33 A
T1
T3
22 44
A .C . O U TP U T
C U STO ME R CO NN ECTIO N
A .C . O U TP U T
C U STO ME R CO NN ECTIO N
T2 T2
120V
120V
35A
35A
T3
240V
T1
T2 T2
120V
120V
Page 95
D IO D E 600 V, 6A M P
D IO D E 600 V, 6A M P
FU SE 14A M P SFE
FU EL PU M P
FU EL SOL EN O ID
EN G IN E G R O U N D
- TER M IN A L STR IP
C U STO M ER C O NN EC TIO N
PH C
R1
R2
SC
SM
SW 1
TS
FP
HWT
SM
85
16
P R EH EA T C O N TA C TO R
R ESISTO R , 1 ohm 25W
R ESISTO R 20 ohm, 12W
STA R T C O N TA C TO R
STA R TER M O TO R
SW ITC H STA R T/ STO P
- H O U R M ETER
-
HM
14
14
0
FS
R ED
LOS
0
0
GND3
1
12V B A TTER Y C O NN EC TIO N
C U STO M ER P R O VID ED
G N D1
0
G N D 3- G R O U N D (B EA R IN G C A RR IER )
G N D 4- TH R U B OL T (C O N TR OL P A N EL)
D1 D2 F1 FP FS G N D1-
B H 2A - B U LK H EA D C O NN EC TO R , P LUG (G R A Y)
CB 1 - C IR C U IT B R EA K ER 35A
CB 2 - C IR C U IT B R EA K ER 4A
1
13
GND2
1
56
157
14
B H 2A
18
85
6
G LO W P LUG S
0
1
44
13
18
17
150
2
14
1
18
B H 1 - B U LK H EA D C O NN EC TO R , R EC EP TA C LE (B LA C K )
B H 1A - B U LK H EA D C O NN EC TO R , P LUG (B LA C K )
17
44
17
44
GND6
B H2
0
0
0
55
44
LEG EN D
R1
14
0
85
D1
C O MPA R T M E N T
SHEET 1 OF 2
22
15
14
150
E NGIN E C O N T R O L
150
14
12
15
14
15
14
18
17
44
15
1
BC R
C O NN 1
14
18
B H 1A
14
A VR - A U TO M A TIC VOL TA G E R EGU LA TO R
1
33
22
162
17
18
14
2
B H1
CB 1
0
0
0
GND5
44
15
13
0
0
TS
44 A
11A
11
44
15
1
0
PA N E L
CONTROL
GND4
SW 2
F1
SW 1
162
0
15
66
77
A VR
DPE
T1 T2 T2 T3
WIRE DIAGRAM, 1.0L DSL
SINGLE 120/240VAC OUTPUT
11A
B R U SH W ITH R E D(4) L E A D
CL OSEST TO
B E A RING
150
150
22
33
44 A
11A ,13,44 A ,157 (# 10)
85
44
33
66
44
11
0
6
2
11A
A C / M IS C
56
15
85
14
14
11
22
15
15
4
22
13
6
BLACK
14
14
33
22
33
22
33
22
66
44
11
22
33
55
150
15
0
150
1
11
22
4
6
44
11
77
4
66
11
C4946-A
C O MPA R T M E N T
V O L T A G E R E G U L A TO R
1
W IRE #'s
15
1
17
18
15
66
3
12
0
2
44 A
11
22
4
1
11
Page 96
7
F U NC T IO N
7
4
22
11
6
2
Section 11
ELECTRICAL DATA
Wiring Diagram – Drawing No. 0C4946-A (1 of 2) Model 04270-0 Single 120/240VAC Output
0
22
4
C L OSEST TO
- FUE L PUMP
- FUE L SO LEN OID
NN ECTIO N
- ST A RT CO N TA CTOR
- ST A RTER MOTOR
FP
SM
85
16
14
)
14
0
FS
RED
LOS
0
13
0
GND3
13
GND2
1
56
157
14
B H 2A
1
1
0
14
18
6
150
1
11
13
18
17
G LO W P LU G S
2
85
55
GND6
B H2
R1
55
0
0
0
0
14
D1
C O MPAR T M E N T
SHEET 2 OF 2
22
18
11
15
14
150
E N GIN E C O N T R O L
150
14
44
11
22
33
15
14
CO NN1
14
15
14
14
15
1
18
17
11
B CR
17
18
B H 1A
44
22
162
17
18
14
2
12
12V BA TTER Y CO NN ECTIO N
CUSTOMER PROVIDED
GND1
SW 2 - PRE H EA T S W ITCH
TS - TERMI NA L STRIP
CUSTOMER CO
NN ECTIO N
SC
SM
G ROU N D STUD (SE A LED COMP
H IG H W A TER TEMP S W ITCH
H OURMETER
LO W OIL PRESSURE S W ITCH
PRE H EA T CO N TA CTOR
RESISTOR , 1 ohm 25W
0
G N D 6HWT HM
LOS PH C R1 -
G N D 2- FR A ME STUD
G N D 3- G ROU N D (B EA RIN G C A RRIER )
G N D 4- TH RU B O LT (CO N TRO L P AN EL)
FP
FS
CO NN1 - CUSTOMER REMOTE CO
D 1 - DIODE 600 V, 6A MP
D 2 - DIODE 600 V, 6A MP
B H 2A - B U LK H EA D CO NN ECTOR , P LU G (G R AY )
C B1 - CIRCUIT B RE A K ER 35A
1
B E AR IN G
1
LEG EN D
B CR - BA TTER Y C H A R G ER RECTI FIER
B H 1 - B U LK H EA D CO NN ECTOR , RECEPT A C LE (B LA C K)
B H 1A - B U LK H EA D CO NN ECTOR , P LU G (B LA C K)
150
150
66
44
11
22
14
11A ,13,44A ,157 (#10)
17
11
17
11
B H1
1
PAN E L
33 A
11A
TS
GND4
CONTROL
11
33
15
1
0
J U MP E R
150
13
0
0
66
33
11
F1
SW 1
162
R2
14
0
A VR
13
DPE
T1 T2 T2 T3
WIRE DIAGRAM, 1.0L DSL
DUAL 120VAC, 35A OUTPUT
GND5
C B1
11A
AC / M IS C
33
44
B L AC K
14
14
44
22
44
22
44
22
C B1A
33 A
6
2
0
W IR E # 's
56
15
85
14
14
11A
F U NC T IO N
150
15
17
18
15
66
3
11
22
15
15
4
4
22
11
7
0
2
33 A
11
6
10
0
150
1
11
22
4
6
33
11
4
77
66
11
C4946-A
C O MPAR T M E N T
V O L T A G E R E G U L A TO R
1
4
22
11
6
2
Section 11
ELECTRICAL DATA
Wiring Diagram – Drawing No. 0C4946-A (2 of 2) Models 04270-0 Dual 120VAC 35A Output
0
0
0
0
Page 97
22
15
11
PO BOX 297 • WHITEWATER, WI 53190 • www.guardiangenerators.com
P/N OF4996 REV. O
PRINTED IN THE USA/1.05
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