Generac Power Systems Guardian 5410 User's Manual

Generac Power Systems Guardian 5410 User's Manual
RV 45/55/65
Diagnostic
Repair Manual
RECREATIONAL VEHICLE GENERATOR
ModelS 5 410, 5411, 5412,
5413, 5414 & 5415
SAFETY
Throughout this publication, “DANGER!” and “CAUTION!” blocks are used to alert the mechanic to special
instructions concerning a particular service or operation that might be hazardous if performed incorrectly or
carelessly. PAY CLOSE ATTENTION TO THEM.
DANGER! UNDER THIS HEADING WILL BE FOUND SPECIAL INSTRUCTIONS WHICH, IF NOT COMPLIED
WITH, COULD RESULT IN PERSONAL INJURY OR DEATH.
*
CAUTION! Under this heading will be found special instructions which, if not complied with, could result
in damage to equipment and/or property.
*
These “Safety Alerts” alone cannot eliminate the hazards that they signal. Strict compliance with these special
Instructions plus “common sense” are major accident prevention measures.
NOTICE TO USERS OF THIS MANUAL
This SERVICE MANUAL has been written and published by Generac to aid our dealers’ mechanics and company service personnel when servicing the products described herein.
It is assumed that these personnel are familiar with the servicing procedures for these products, or like or
similar products manufactured and marketed by Generac. That they have been trained in the recommended
servicing procedures for these products, including the use of common hand tools and any special Generac
tools or tools from other suppliers.
Generac could not possibly know of and advise the service trade of all conceivable procedures by which a
service might be performed and of the possible hazards and/or results of each method. We have not undertaken any such wide evaluation. Therefore, anyone who uses a procedure or tool not recommended by
Generac must first satisfy himself that neither his nor the products safety will be endangered by the service
procedure selected.
All information, illustrations and specifications in this manual are based on the latest product information
available at the time of publication.
When working on these products, remember that the electrical system and engine ignition system are capable of violent and damaging short circuits or severe electrical shocks. If you intend to perform work where
electrical terminals could be grounded or touched, the battery cables should be disconnected at the battery.
Any time the intake or exhaust openings of the engine are exposed during service, they should be covered to
prevent accidental entry of foreign material. Entry of such materials will result in extensive damage when the
engine Is started.
During any maintenance procedure, replacement fasteners must have the same measurements and
strength as the fasteners that were removed. Metric bolts and nuts have numbers that indicate their strength.
Customary bolts use radial lines to indicate strength while most customary nuts do not have strength markings. Mismatched or incorrect fasteners can cause damage, malfunction and possible injury.
REPLACEMENT PARTS
Components on Generac recreational vehicle generators are designed and manufactured to comply with
Recreational Vehicle Industry Association (RVIA) Rules and Regulations to minimize the risk of fire or explosion. The use of replacement parts that are not in compliance with such Rules and Regulations could result
in a fire or explosion hazard. When servicing this equipment, It is extremely important that all components be
properly installed and tightened. If Improperly Installed and tightened, sparks could Ignite fuel vapors from
fuel system leaks.
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
Excitation Circuit Components . ...................... 9
Crankcase Breather .......................................... 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
15
16
16
17
17
Section 5:
Engine DC Control System .................. 18-26
Introduction ......................................................... 18
Operational Analysis .................................... 18-21
Printed Circuit Board . ...................................... 22
Battery . ................................................................... 22
7.5 Amp Fuse ............................................................ 23
Start-Stop Switch ................................................ 23
Starter Contactor Relay
& Starter Motor .................................................. 24
Section 6:
Troubleshooting Flowcharts .................. 25-34
If Problem Involves AC Output ....................... 25
Problem 1 –
Voltage & Frequency are Both
High or Low ............................................................ 25
Problem 2 –
Generator Produces Zero Voltage or
Residual Voltage (5-12 VAC) . ......................... 26-27
Problem 3 –
Excessive Voltage/Frequency Droop
When Load Is Applied .......................................... 27
Problem 4 –
Engine Overspeed Warning Code
Flashing on SW1 LEd (4 Flashes)........................ 28
Problem 5 –
Priming Function Does Not Work
(Gasoline Models) . .............................................. 28
Problem 6 –
Engine Will Not Crank . ...................................... 29
Problem 7 –
Engine Cranks but Will Not Start
(Gasoline Units) .................................................... 30
Problem 7 –
Engine Cranks but Will Not Start
(LP Units) .................................................................. 31
Problem 8 –
Engine Starts Hard and Runs Rough
(Gasoline Units) .................................................... 32
Problem 8 –
Engine Starts Hard and Runs Rough
(LP Units) .................................................................. 33
Problem 9 –
High Oil Temperature Fault (6 Flashes)
or Low Oil Pressure Fault (5 Flashes) ........ 34
Problem 10 –
7.5 Amp (F1) Fuse Blowing ................................... 35
Section 7:
Diagnostic Tests....................................... 36-63
Introduction .........................................................
Test 1 –
Check No-Load Voltage And Frequency.......................
Test 2 –
Check Stepper Motor Control.......................................
Test 4 –
Fixed Excitation Test/Rotor Amp Draw . .......................
Test 5 –
Check Field Boost.........................................................
Test 6 –
Test Stator DPE Winding..............................................
Test 7 –
Check Sensing Leads/Power Windings .......................
Test 8 –
Check Brush Leads......................................................
Test 9 –
Check Brushes & Slip Rings.........................................
36
36
36
37
39
39
40
41
42
Page 1
Table of Contents
Test 10 –
Check Rotor Assembly................................................. 42
Test 11 –
Check Main Circuit Breaker.......................................... 43
Test 12 –
Check Load Voltage & Frequency................................. 43
Test 13 –
Check Load Watts & Amperage.................................... 43
Test 14 –
Try Cranking the Engine............................................... 44
Test 15 –
Check Fuel Pump......................................................... 44
Test 16 –
Check 7.5 Amp Fuse.................................................... 45
Test 17 –
Check Battery & Cables................................................ 45
Test 18 –
Check Power Supply to Printed Circuit Board.............. 45
Test 19 –
Check Continuity of Wire 17........................................... 46
Test 20 –
Check Start-Stop Switch............................................... 46
Test 21 –
Check Power Supply to Wire 56................................... 47
Test 22 –
Check Starter Contactor Relay..................................... 47
Test 23 –
Check Starter Contactor .............................................. 48
Test 24 –
Check Starter Motor .................................................... 48
Test 25 –
Check Fuel Supply........................................................ 51
Test 26 –
Check Wire 14 Power Supply....................................... 52
Test 27 –
Check Wire 18.............................................................. 53
Test 28 –
Check Fuel Solenoid
(Gasoline Models) ....................................................... 53
Test 29 –
Check Ignition Spark..................................................... 54
Test 30 –
Check Spark Plugs....................................................... 55
Test 31 –
Check and Adjust Ignition Magnetos ........................... 55
Page 2
Test 32 –
Check Valve Adjustment .............................................. 57
Test 33 –
Check Carburetion ....................................................... 58
Test 34 –
Check Choke Solenoid................................................. 58
Test 35 –
Check Engine / Cylinder Leak Down Test /
Compression Test......................................................... 59
Test 36 –
Check Oil Pressure Switch........................................... 60
Test 37 –
Test Wire 86 for Continuity.............................................. 61
Test 38 –
Test Oil Temperature Switch......................................... 61
Test 39 –
Test Wire 85 for Continuity.............................................. 62
Test 40 –
Test Choke Heater ....................................................... 62
Test 41 –
Check LPG Fuel Solenoid............................................ 63
Section 8:
Exploded Views / Part Numbers.......... 64-83
Base & Pulley Drawing . ..................................... 64
Enclosure Drawing ............................................ 66
Control Panel Drawing...................................... 68
Engine Accessories Drawing............................. 70
530 RV Engine Drawing ........................................ 72
Rotor and Stator Drawing . ............................. 74
Section 9:
Specifications & Charts........................ 76-86
Major Features And Dimensions ....................
Generator Specifications ................................
Nominal Resistances of
Generator Windings at 68°F .............................
Torque Requirements.........................................
76
77
77
77
Section 10:
Electrical Data......................................... 78-79
Electrical Schematic and
Wiring Diagram . .................................................... 78
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 magnetic field (Rotor) is rotated so that
its lines of magnetic force cut across a coil of wires
called a Stator. A voltage is then induced into the
Stator windings. If the Stator circuit is completed by
connecting a load (such as a light bulb), current will
flow in the circuit and the bulb will light.
R
TO
RO
R
TO
STA
LOAD
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 ROTOR 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
ROTOR
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 60 Hertz AC frequency or at 1500 rpm to
deliver a 50 Hertz AC frequency.
CURRENT
120 V
STATOR
240 V
STATOR
120 V
BRUSHES
SLIP
RINGS
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 60 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 volts AC Into the STATOR’s AC power
windings.
2. During startup, a Printed Circuit Board (PCB)
delivers battery voltage to the ROTOR, via the
brushes and slip rings.
a. The battery voltage is called “Field Boost”.
b. Flow of direct current through the ROTOR
increases the strength of the magnetic field
above that of “residual” magnetism alone.
3. “Residual” plus “Field Boost” magnetism induces
a voltage into the Stator excitation (DPE) and AC
Power windings.
4. Excitation winding unregulated AC output is delivered to an electronic voltage regulator, via an
excitation circuit breaker.
a. A “Reference” voltage has been preset into
the Voltage Regulator.
b. An “Actual” (“sensing”) voltage is delivered to
the Voltage Regulator via sensing leads from
the Stator AC power windings.
c. The Regulator “compares” the actual (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.
Page 5
Section 1
GENERATOR FUNDAMENTALS
Field Boost
When the engine is cranked during startup, the starter
contactor is energized closed. Battery voltage is then
delivered to the starter motor and the engine cranks.
During cranking, battery voltage flows through a resistor and a field boost diode in the Printed Circuit Board,
then to the Rotor via brushes and slip rings. This is
called “Field Boost” voltage.
Field boost voltage is delivered to the Rotor only while
the engine is cranking. The effect is to “flash the field”
every time the engine is cranked. Field boost voltage
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
These air-cooled generator sets are equipped with
dual stator AC power windings. These two stator windings supply electrical power to customer electrical
loads by means of a dual 2-wire connection system.
Generators may be installed to provide the following
outputs:
1. 120 VAC loads only — one load with a maximum
total wattage requirement equal to the generator’s
rated power output (in watts), and 120 VAC across
the generator output terminals. Figure 1-8, page
7, shows the generator lead wire connections for
120 VAC ONLY.
2. 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 120 VAC across the generator
output terminals. Figure 1-9 on page 7, shows the
generator lead wire connections for 120/240 VAC
loads.
Page 6
You can use your generator set to supply electrical
power for operating one of the following electrical
loads:
• RV 45G & LP: 120 and/or 240 volts, single phase,
60 Hz electrical loads. These loads can require up
to 4500 watts (4.5 kW) of total power, but cannot
exceed 45.8 AC amperes of current at 120 volts or
exceed 22.9 AC amperes at 240 volts.
• RV 55G & LP: 120 and/or 240 volts, single phase,
60 Hz electrical loads. These loads can require up
to 5500 watts (5.5 kW) of total power, but cannot
exceed 54.1 AC amperes of current at 120 volts or
exceed 27 AC amperes at 240 volts.
• RV 65G & LP: 120 and/or 240 volts, single phase,
60 Hz electrical loads. These loads can require up
to 6500 watts (6.5 kW) of total power, but cannot
exceed 62.5 AC amperes of current at 120 volts or
exceed 31.2 AC amperes at 240 volts.
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 Volts 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
Cir. Breaker 1
Cir. Breaker 2
240 Volt
RV 45
20A
20A
20A 2P
RV 55
20A
30A
25A 2P
RV 65
30A
30A
30A 2P
Section 1
GENERATOR FUNDAMENTALS
CB1
T1
RED
T2
WHITE
CB2
Figure 1-8. – Connection for 120 Volts Only
STATOR WINDINGS
Reconnection for Dual Voltage Output:
When connected for dual voltage output, Stator output
leads 11 and 44 form two “hot” leads (T1 – Red, and
T3 – Black). The junction of leads 22 and 33 form the
“Neutral” line (T2 – White).
For dual voltage output, the “Neutral” line remains
grounded.
NOTE: For units with two 20 amp or two 30 amp
main breakers, the existing breakers may be reused when reconnecting for dual voltage output.
However, on units with a 30 amp and a 20 amp
main breaker, you may wish to install a 2-pole
breaker that is rated closer to the unit’s rated
capacity (use two 25 amp main breakers).
T3
BLACk
GROUNDED NEUTRAL
Figure 1-9 - Connection for 120/240 Volts
NOTE: If this generator has been reconnected
for dual voltage AC output (120/240 volts), the
replacement line breakers should consist of
two separate breakers with a connecting piece
between the breaker handles (so that both breakers operate at the same time). If the unit is reconnected for dual voltage, it is no longer RVIA listed.
Page 7
Section 2
Major Generator Components
8
1
1. BRUSH HOLDER
2. UPPER BEARING CARRIER
3. STATOR
4. ROTOR
2
5. LOWER BEARING CARRIER
6. ENGINE
7. PULLEYS AND BELT
3
8. FANS
6
4
5
8
7
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.
All generator models in this manual utilize a 2-pole
Rotor, i.e., one having a single north and a single
south pole. This type of Rotor must be driven at 3600
rpm for a 60 Hertz AC output, or at 3000 rpm for a 50
Hertz output.
Slip rings may be cleaned. If dull or tarnished, clean them
with fine sandpaper (a 400 grit wet sandpaper is recommended). DO NOT USE ANY MATERIAL CONTAINING
METALLIC GRIT TO CLEAN SLIP RINGS.
The Stator is “sandwiched” between the upper and
lower bearing carriers and retained in that position by
four Stator studs. A total of eight (8) 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 (11S and
22S). These leads deliver an “actual voltage signal to the electronic Voltage Regulator.
3. Two excitation winding output leads (No. 2 and 6).
These leads deliver unregulated excitation current
to the voltage regulator.
Section 2
MAJOR GENERATOR COMPONENTS
2
11S
11S
11S
22S
22S
22S
4
4
0
0
6
6
2
2
6
0
11
22
+
-
VOLTAGE
REGULATOR
33
Stator
6
2
4
0
44
11S
22S
Leads 2 & 6 = Stator Excitation Winding
Leads 11S & 22S = Voltage Sensing Leads
Leads 11 & 22, 33 & 44 = AC Power Windings
Figure 2-2. – Stator Output Leads
Brush Holder
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.
DPE WINDING
FIELD
BA
Figure 2-5. – Schematic: Excitation Circuit
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
11S and 22S.
• Two (2) leads (Wires 4 and 0) deliver the regulated
direct current to the Rotor, via brushes and slip
rings.
• Two (2) leads (Wires 6 and 2) deliver Stator excitation winding AC output to the regulator.
VOLTAGE
ADjUST POT
LED
2
BRUSHES
6
0
Figure 2-3. – Brush Holder
Excitation Circuit Components
GENERAL:
During operation, the Rotor’s magnetic field induces
a voltage and current flow into the Stator excitation
winding. This results in AC output delivered to a voltage regulator via Wires 2 and 6.
4
22S
11S
Figure 2-7. – Voltage Regulator
The regulator mounts a “VOLTAGE ADJUST”
potentiometer, used for adjustment of the pre-set
REFERENCE voltage. A lamp (LED) will turn on to
indicate that SENSING voltage is available to the
regulator and that the regulator is turned on.
Adjustment procedure:
With the frequency set at 60 Hertz and no load on the
generator, slowly turn the voltage adjust pot on the voltage regulator until 122-126 VAC is measured. If voltage is
not adjustable, proceed to Section 6 – Troubleshooting.
Page 9
Section 2
Major Generator Components
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 commensurate with 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 60.0-60.5 Hertz. At
the stated frequency, AC output voltage should be
about 124 volts.
Crankcase Breather
DESCRIPTION:
The crankcase breather is equipped with a reed valve
to control and maintain a partial vacuum in the crankcase. The breather is vented to the airbox. The breather chamber contains a removable oil vapor collector.
Oil vapor is condensed on the collector material and
drains back into the crankcase, which minimizes the
amount of oil vapor entering the breather.
Check Breather:
1. Disconnect breather tube and remove two screws
and breather. Discard gasket.
2. Remove oil vapor collector and retainer.
3. Check collector for deterioration and replace if
necessary.
Install Breather:
1. Install oil vapor collector and retainer.
Note: Push oil vapor collector and retainer in until
it bottoms.
2. Install breather with new gasket (Figure 2-8).
SCREEN
a.Torque screws to 5-8 ft-lbs.
3. Assemble breather tube to intake elbow.
CRANKCASE
BREATHER
GASKET
OIL VAPOR
COLLECTOR
Figure 2-8. – Crankcase Breather
Page 10
Section 2
Major Generator Components
Control Panel Component Identification
STARTER CONTACTOR RELAY (SCR)
TERMINAL BLOCK (TB)
“4-TAB CONNECTOR”
CONTROL BOARD (PCB)
WITH J1 CONNECTOR
GOVERNOR ACTUATOR
J2 CONNECTOR
VOLTAGE REGULATOR
(VR) WITH RED LED
START/STOP SWITCH (SW1)
WITH RED LED
7.5 AMP DC FUSE (F1)
CIRCUIT BREAKERS
(CB1 & CB2)
ENGINE CONNECTOR (C1)
6 WIRE GROUND TERMINAL
REAR VIEW
Figure 2-9. – Control Panel Components
Page 11
Section 3
Insulation Resistance Tests
Effects of Dirt and Moisture
Moisture and dirt are detrimental 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 make the problem worse, 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.
Because of 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.
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.
MEGOHMMETERS ARE A SOURCE OF HIGH
AND DANGEROUS ELECTRICAL VOLTAGE.
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.).
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
*
Page 12
CAUTION!: Some generators may use epoxy
or polyester base winding varnishes. Use sol-
*
Section 3
Insulation Resistance Tests
vents 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.
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 sufficient. 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.
*
STATOR SHORT-TO-GROUND TESTS:
See Figure 3-2. To test the Stator for a short-to-ground
condition, proceed as follows:
1. Disconnect and Isolate all Stator leads as follows:
a. Disconnect sensing leads 11S and 22S from
the voltage regulator.
b. Disconnect excitation winding lead No. 6 from
the voltage regulator.
c. Disconnect excitation lead No. 2 from the voltage regulator (VR).
e. At the main circuit breakers, disconnect AC
power leads No. 11 and 33.
f. At the 4-tab ground terminal (GRD2), disconnect Stator power leads No. 22 and 44.
2. When all leads have been disconnected as outlined in Step 1 above, test for a short-to-ground
condition as follows:
a. Connect the terminal ends of all Stator leads
together (11S, 22S, 11, 22, 33, 44, 2, & 6).
b. 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 and 2. Apply a voltage of 1500 voltsDO NOT EXCEED 1 SECOND.
2. Repeat Step 1 with the tester leads connected
across the following Stator leads:
a. Across Wires No. 33 and 2.
b. Across Wires No. 11 and 33.
c. Across Wires No. 11 and 2.
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
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.
Page 13
Section 3
Insulation Resistance Tests
3. Apply 1000 volts. DO NOT APPLY VOLTAGE
LONGER THAN 1 SECOND.
2
6
11
22
The Megohmmeter
33
Stator
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).
44
11S
22S
Leads 2 & 6 = Stator Excitation Winding
Leads 11S & 22S = Voltage Sensing Leads
Leads 11 & 22, 33 & 44 = AC Power Windings
Figure 3-2. – Stator Leads
Testing Rotor Insulation
To test the Rotor for insulation breakdown, proceed as
follows:
1. Disconnect wires from the Rotor brushes or
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
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
The MINIMUM acceptable megger reading for Stators
may be calculated using the following formula:
EXAMPLE: Generator is rated at 120 volts AC.
Divide “120” by “1000” to obtain “0.12”. Then add
“1” to obtain “1.12” megohms. Minimum Insulation
resistance for a 120 VAC Stator Is 1.12 megohms.
If the Stator insulation resistance is less than the calculated minimum resistance, clean and dry the Stator.
Then, repeat the test. If resistance is still low, replace
the Stator.
Use the Megger to test for shorts between isolated
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 1 SECOND. FOLLOW
THE MEGGER MANUFACTURER’S INSTRUCTIONS
CAREFULLY.
ROTOR MINIMUM INSULATION RESISTANCE:
1.5 megohms
Page 14
+1
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 may be used to
read the generator’s AC output voltage. The following
apply:
1. Always read the generator’s AC output voltage
only at the unit’s rated operating speed and AC
frequency.
The VOM
A meter that will permit 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. That is why the AC voltmeter
will give an incorrect reading if used to measure
direct current (DC).
2. The generator’s voltage regulator can be adjusted
for correct output voltage only while the unit is
operating at its correct rated speed and frequency.
3. Only an AC voltmeter may be used to measure
AC voltage. DO NOT USE A DC VOLTMETER
FOR THIS PURPOSE.
DANGER!: 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 may be used to measure
DC voltages. Always observe the following rules:
1. Always observe correct DC polarity.
a. Some VOM’s may be equipped with a polarity
switch.
b. 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. The “current flow” theory assumes that direct
current flows from the positive (+) to the negative (-).
b. 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 (-).
Measuring AC Frequency
Figure 4-1. – Digital VOM
The generator’s AC output frequency is proportional
to Rotor speed. Generators equipped with a 2-pole
Rotor must operate at 3600 rpm to supply a frequency
of 60 Hertz. Units with 4-pole Rotor must run at 1800
rpm to deliver 60 Hertz.
Page 15
Section 4
MEASURING ELECTRICITY
Correct engine and Rotor speed is maintained by a
stepper motor governor. For models rated 60 Hertz,
the governor is generally set to maintain a no-load frequency of about 60 Hertz with a corresponding output
voltage of about 124 volts AC line-to-neutral.
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.
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 4-3. – A Line-Splitter
NOTE: If the physical size of the conductor or
ammeter capacity does not permit all lines to be
measured simultaneously, measure current flow
in each individual line. Then, add the Individual
readings.
Measuring Resistance
Figure 4-2. – Clamp-On Ammeter
Page 16
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 may be considered to be a state of unbalance and current flow as
an attempt to regain balance. One volt is the amount
of EMF that will cause a current of 1 ampere to flow
through 1 ohm of resistance.
Conductor of a
Circuit
-
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
OHM:
The OHM is the unit of RESISTANCE. In every circuit
there is a natural resistance or opposition to the flow
of electrons. When an EMF is applied to a complete
circuit, the electrons are forced to flow in a single
direction rather than their free or orbiting pattern. The
resistance of a conductor depends on (a) its physical
makeup, (b) its cross-sectional area, (c) its length,
and (d) its temperature. As the conductor’s temperature increases, its resistance increases in direct proportion. One (1) ohm of resistance will permit one (1)
ampere of current to flow when one (1) volt of electromotive force (EMF) is applied.
Ohm’s Law
A definite and exact relationship exists between
VOLTS, OHMS and AMPERES. The value of one
can be calculated when the value of the other two
are known. Ohm’s Law states that in any circuit the
current will increase when voltage increases but resistance remains the same, and current will decrease
when resistance Increases and voltage remains the
same.
VOLTS
(E)
AMPS
(I)
OHMS
(R)
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
CIRCUIT CONDITION – Rest:
Battery voltage is available to the Printed Circuit Board (PCB)
from the vehicle BATTERY via the positive (RED) battery cable
to the isolated positive (RED) terminal stud, located in the control
panel. The power is supplied to Wire 13, a 7.5 amp FUSE (F1),
the STARTER CONTACTOR RELAY (SCR) and Wire 15/Pin 4 on
the PCB. However, PCB action is holding the circuits open, and no
action can occur.
The engine DC control system includes all components necessary for the operation of the engine.
Operation includes rest, priming, cranking, starting,
running and shutdown. The system is shown schematically.
Printed Circuit Board action (only) allows voltage to be supplied
to Wires 17 and 18 for start and stop actions on the START-STOP
SWITCH (SW1) and remote panel connector.
Operational Analysis
J2
56
GOVERNOR
ACTUATOR
SCR
CONTROL
PRINTED CIRCUIT BOARD
HTO
56
0
13
16
LOP
IM1
FP
FS
SP1
J1
1 2
IM2
85
0
3
4
17
SP2
0
16
18
86
18A
0
241
BLK
5
6
14
15
7
8
85
86
9 10 11 12 13 14
56
712
0
4
18A
90
RED
56
LED
0
712
712
0
18
17
14
CS
14
0
CH
0
+
-
16
0
0
11S
11S
11S
22S
22S
22S
4
4
0
0
6
6
2
2
0
16
15
13
RED
13
0
0
16
STOP
SW1
0
SC
17
712
14
0
0
18
START
PRIME
90
REMOTE
PANEL
CONNECTOR
SC
BATTERY
12V
G
712
14
BLACK
F
E
13
A
0
0
B
18
18
C
17
17
H
SM
F1
0
0
D
14
712
WHITE
GREEN
44
0
22
CB1
44
CUSTOMER
AC CONNECTION
NEUTRAL CONNECTION
BY CUSTOMER
VOLTAGE
REGULATOR
CB2
22
11 11S
WHITE
GREEN
RED
BLACK
+
-
22S
22
44
POWER WINDINGS
33
6
2
4
DPE WINDING
0
FIELD
BA
LEGEND
BA - BRUSH ASSEMBLY
CB 1 / CB 2 - SEE CHART
CH - CHOKE HEATER
CS - CHOKE SOLENOID
F1 - FUSE, 7.5A
FP - FUEL PUMP
FS - FUEL SOLENOID
GRD1 - CONTROL PANEL GROUND
GRD2 - UNIT GROUND STUD
HTO - HIGH OIL TEMPERATURE SWITCH
IM1 - IGNITION MODULE, CYL. 1
Page 18
IM2 - IGNITION MODULE, CYL. 2
IMS - IGNITION MODULE STUD
LED - ALARM INDICATOR
LOP - LOW OIL PRESSURE SWITCH
SC - STARTER CONTACTOR
SCR - STARTER CONTACTOR RELAY
SM - STARTER MOTOR
SP1 - SPARK PLUG, CYL. 1
SP2 - SPARK PLUG, CYL. 2
SW1 - PRIME/START-RUN-OFF SWITCH
TB - TERMINAL BLOCK, 4 TAB
= 12 VOLTS DC
= AC VOLTAGE
= ALARM CONTROL (PCB)
= GROUND
= DC CONTROL VOLTAGE (PCB)
= GROUND CONTROL (PCB)
= SHUTDOWN CONTROL (PCB)
= FIELD BOOST
= VOLTAGE REGULATOR
DC OUTPUT
Section 5
ENGINE DC CONTROL SYSTEM
CIRCUIT CONDITION – CRANKING:
When the STARTER CONTACTOR RELAY (SCR) closes, battery
voltage is also delivered to PCB Pin 13 . This voltage is reduced for
use as field boost and is output from PCB Pin 13 to the rotor. While
cranking, the CHOKE SOLENOID (CS) is energized by grounding
Wire 90 cyclically by PCB action (two seconds on, two seconds off).
Also while cranking, PCB action energizes Pin 5, and delivers battery
voltage to the Wire 14 circuit. This energizes the FUEL PUMP (FP)
via a Red wire, FUEL SOLENOID (FS) via Wire 241 and CHOKE
HEATER (CH) via Wire 14. Battery voltage is also delivered to an
optional light or hour meter in the Remote Panel, if equipped.
PCB action now holds open Wire 18A to common ground, and the
Magneto will induce a spark during cranking.
When the START-STOP SWITCH (SW1) or REMOTE PANEL START
SWITCH is momentarily held in the “START” position and then
released, Wire 17 from the Printed Circuit Board (PCB ) is connected
to frame Ground. PCB action will then deliver battery voltage to a
STARTER CONTACTOR RELAY (SCR) via Wire 56, and to an automatic CHOKE SOLENOID (CS) via Wire 14.
When battery voltage energizes the STARTER CONTACTOR RELAY
(SCR), it’s contacts close and battery output is delivered to the
STARTER CONTACTOR (SC) via Wire 16. When the STARTER
CONTACTOR (SC) energizes, it’s contacts close, and battery output is delivered to the STARTER MOTOR (SM) via Wire 16. The
STARTER MOTOR energizes and the engine cranks.
J2
56
GOVERNOR
ACTUATOR
SCR
CONTROL
PRINTED CIRCUIT BOARD
HTO
56
0
13
16
LOP
IM1
FP
FS
SP1
J1
1 2
IM2
85
0
3
4
17
SP2
0
16
18
86
18A
0
241
BLK
5
6
14
15
7
8
85
86
9 10 11 12 13 14
56
712
0
4
18A
90
RED
56
LED
0
712
712
0
18
17
14
CS
14
0
CH
0
16
0
0
11S
11S
11S
22S
22S
22S
4
4
0
0
6
6
2
2
0
0
+
-
13
0
16
16
15
13
RED
STOP
SW1
0
SC
17
712
14
0
0
18
START
PRIME
90
REMOTE
PANEL
CONNECTOR
SC
BATTERY
12V
G
712
14
BLACK
F
E
13
A
0
0
B
18
18
C
17
17
H
SM
F1
0
0
D
14
712
WHITE
GREEN
44
0
22
CB1
44
CUSTOMER
AC CONNECTION
NEUTRAL CONNECTION
BY CUSTOMER
VOLTAGE
REGULATOR
CB2
22
11 11S
WHITE
GREEN
RED
BLACK
+
-
22S
22
44
POWER WINDINGS
33
6
2
4
DPE WINDING
0
FIELD
BA
LEGEND
BA - BRUSH ASSEMBLY
CB 1 / CB 2 - SEE CHART
CH - CHOKE HEATER
CS - CHOKE SOLENOID
F1 - FUSE, 7.5A
FP - FUEL PUMP
FS - FUEL SOLENOID
GRD1 - CONTROL PANEL GROUND
GRD2 - UNIT GROUND STUD
HTO - HIGH OIL TEMPERATURE SWITCH
IM1 - IGNITION MODULE, CYL. 1
IM2 - IGNITION MODULE, CYL. 2
IMS - IGNITION MODULE STUD
LED - ALARM INDICATOR
LOP - LOW OIL PRESSURE SWITCH
SC - STARTER CONTACTOR
SCR - STARTER CONTACTOR RELAY
SM - STARTER MOTOR
SP1 - SPARK PLUG, CYL. 1
SP2 - SPARK PLUG, CYL. 2
SW1 - PRIME/START-RUN-OFF SWITCH
TB - TERMINAL BLOCK, 4 TAB
= 12 VOLTS DC
= AC VOLTAGE
= ALARM CONTROL (PCB)
= GROUND
= DC CONTROL VOLTAGE (PCB)
= GROUND CONTROL (PCB)
= SHUTDOWN CONTROL (PCB)
= FIELD BOOST
= VOLTAGE REGULATOR
DC OUTPUT
Page 19
Section 5
ENGINE DC CONTROL SYSTEM
CIRCUIT CONDITION – RUNNING:
Printed Circuit Board action terminates DC output to the STARTER
CONTACTOR RELAY (SCR), which then de-energizes to end cranking. PCB action terminates DC output to the CHOKE SOLENOID
(CS).
With the FUEL PUMP (FP) and FUEL SOLENOID (FS) operating
and ignition occurring, the engine should start, and the STARTSTOP SWITCH (SW1) is released. This voltage is delivered to the
PCB via Wire 18A to prevent STARTER MOTOR engagement above
a certain rpm.
The choke will go to a position determined by the CHOKE HEATER
(CH).
The LOW OIL PRESSURE SWITCH (LOP) is normally closed. After
startup, engine oil pressure will open the LOP.
J2
56
GOVERNOR
ACTUATOR
SCR
CONTROL
PRINTED CIRCUIT BOARD
HTO
56
0
13
16
LOP
IM1
FP
FS
SP1
J1
1 2
IM2
85
0
3
4
17
SP2
0
16
18
86
18A
0
241
BLK
5
6
14
15
7
8
85
86
9 10 11 12 13 14
56
712
0
4
18A
90
RED
56
LED
0
712
712
0
18
17
14
CS
14
0
CH
0
+
-
16
0
0
11S
11S
11S
22S
22S
22S
4
4
0
0
6
6
2
2
0
16
15
13
RED
13
0
0
16
STOP
SW1
0
SC
17
712
14
0
0
18
START
PRIME
90
REMOTE
PANEL
CONNECTOR
SC
BATTERY
12V
G
712
14
BLACK
F
E
13
A
0
0
B
18
18
C
17
17
H
SM
F1
0
0
D
14
712
WHITE
GREEN
44
0
22
CB1
44
CUSTOMER
AC CONNECTION
NEUTRAL CONNECTION
BY CUSTOMER
VOLTAGE
REGULATOR
CB2
22
11 11S
WHITE
GREEN
RED
BLACK
+
-
22S
22
44
POWER WINDINGS
33
6
2
4
DPE WINDING
0
FIELD
BA
LEGEND
BA - BRUSH ASSEMBLY
CB 1 / CB 2 - SEE CHART
CH - CHOKE HEATER
CS - CHOKE SOLENOID
F1 - FUSE, 7.5A
FP - FUEL PUMP
FS - FUEL SOLENOID
GRD1 - CONTROL PANEL GROUND
GRD2 - UNIT GROUND STUD
HTO - HIGH OIL TEMPERATURE SWITCH
IM1 - IGNITION MODULE, CYL. 1
Page 20
IM2 - IGNITION MODULE, CYL. 2
IMS - IGNITION MODULE STUD
LED - ALARM INDICATOR
LOP - LOW OIL PRESSURE SWITCH
SC - STARTER CONTACTOR
SCR - STARTER CONTACTOR RELAY
SM - STARTER MOTOR
SP1 - SPARK PLUG, CYL. 1
SP2 - SPARK PLUG, CYL. 2
SW1 - PRIME/START-RUN-OFF SWITCH
TB - TERMINAL BLOCK, 4 TAB
= 12 VOLTS DC
= AC VOLTAGE
= ALARM CONTROL (PCB)
= GROUND
= DC CONTROL VOLTAGE (PCB)
= GROUND CONTROL (PCB)
= SHUTDOWN CONTROL (PCB)
= FIELD BOOST
= VOLTAGE REGULATOR
DC OUTPUT
Section 5
ENGINE DC CONTROL SYSTEM
CIRCUIT CONDITION – SHUTDOWN:
Should engine oil temperature exceed a preset value, the switch contacts will close. Wire 85 from the Printed Circuit Board will connect to
frame ground. PCB action will then initiate a shutdown and will cause
the red led light on SW1 to flash 6 times then repeat.
Setting the START-STOP SWITCH (SW1) or the REMOTE PANEL
START-STOP SWITCH to its “STOP” position connects the Wire
18 circuit to frame ground. Printed Circuit Board action then closes
the circuit to Wire 18A, grounding the ignition magneto. PCB action
de-energizes DC output to J1 plug to the FUEL PUMP (FP), FUEL
SOLENOID (FS) and CHOKE HEATER (CH) are de-energized by the
loss of DC to Wire 14. Ignition and fuel flow are terminated, and the
engine shuts down.
Should engine oil pressure drop below a safe pre-set value, the LOP
switch contacts will close. On contact closure, Wire 86 will be connected to frame ground and PCB action will initiate an engine shutdown
and will cause the red led light on SW1 to flash 5 times then repeat.
The PCB has a built-in time delay for the Wire 85 fault shutdown. At
STARTUP ONLY the circuit board will wait approximately 6 seconds
before looking at the Wire 85 fault shutdowns. Once running, after
the 6 second time delay, grounding Wire 85 through either switch will
cause an immediate shutdown.
CIRCUIT CONDITION – FAULT SHUTDOWN:
The engine mounts a HIGH OIL TEMPERATURE SWITCH (HTO)
and a LOW OIL PRESSURE SWITCH (LOP).
J2
56
GOVERNOR
ACTUATOR
3 Flashes = Overcrank
56
0
13
16
LOP
IM1
FP
FS
SP1
J1
1 2
IM2
85
0
3
4
17
SP2
0
2 Flashes = Low Battery
SCR
CONTROL
PRINTED CIRCUIT BOARD
HTO
16
18
86
18A
0
241
BLK
5
6
14
15
7
8
85
86
5 Flashes = Low Oil Pressure
9 10 11 12 13 14
56
712
0
6 Flashes = High Oil Temperature
4
18A
90
4 Flashes = Overspeed
RED
56
LED
0
712
712
0
18
17
14
CS
14
0
CH
0
+
-
16
0
0
11S
11S
11S
22S
22S
22S
4
4
0
0
6
6
2
2
0
16
15
13
RED
13
0
0
16
STOP
SW1
0
SC
17
712
14
0
0
18
START
PRIME
90
REMOTE
PANEL
CONNECTOR
SC
BATTERY
12V
G
712
14
BLACK
F
E
13
A
0
0
B
18
18
C
17
17
H
SM
F1
0
0
D
14
712
WHITE
GREEN
44
0
22
CB1
44
CUSTOMER
AC CONNECTION
NEUTRAL CONNECTION
BY CUSTOMER
VOLTAGE
REGULATOR
CB2
22
11 11S
WHITE
GREEN
RED
BLACK
+
-
22S
22
44
POWER WINDINGS
33
6
2
4
DPE WINDING
0
FIELD
BA
LEGEND
BA - BRUSH ASSEMBLY
CB 1 / CB 2 - SEE CHART
CH - CHOKE HEATER
CS - CHOKE SOLENOID
F1 - FUSE, 7.5A
FP - FUEL PUMP
FS - FUEL SOLENOID
GRD1 - CONTROL PANEL GROUND
GRD2 - UNIT GROUND STUD
HTO - HIGH OIL TEMPERATURE SWITCH
IM1 - IGNITION MODULE, CYL. 1
IM2 - IGNITION MODULE, CYL. 2
IMS - IGNITION MODULE STUD
LED - ALARM INDICATOR
LOP - LOW OIL PRESSURE SWITCH
SC - STARTER CONTACTOR
SCR - STARTER CONTACTOR RELAY
SM - STARTER MOTOR
SP1 - SPARK PLUG, CYL. 1
SP2 - SPARK PLUG, CYL. 2
SW1 - PRIME/START-RUN-OFF SWITCH
TB - TERMINAL BLOCK, 4 TAB
= 12 VOLTS DC
= AC VOLTAGE
= ALARM CONTROL (PCB)
= GROUND
= DC CONTROL VOLTAGE (PCB)
= GROUND CONTROL (PCB)
= SHUTDOWN CONTROL (PCB)
= FIELD BOOST
= VOLTAGE REGULATOR
DC OUTPUT
Page 21
Section 5
ENGINE DC CONTROL SYSTEM
Printed Circuit Board
DIP SWITCH
J1 CONNECTOR
GENERAL:
The Printed Circuit Board (PCB) mounted inside
the generator control panel 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.
1 2
CIRCUIT BOARD CONNECTIONS:
The circuit board mounts a 14-pin receptacle (J1)
and a six pin terminal (J2, see Figure 5-2). Figure
5-1 shows the 14-pin receptacle (J1), the associated
wires and the function(s) of each pin and wire.
PIN
WIRE
FUNCTION
1
N/A
NOT USED
2
18
To Start-Stop switch. When grounded
by setting Start-Stop switch to “STOP”
engine shuts down
3
17
To Start-Stop switch. When grounded by
setting the Start-Stop switch to “START”
the engine start cycle begins.
4
15
Delivers fused 12 VDC to PCB
5
14
PCB control. During cranking and running,
supplies 12 VDC to fuel pump, choke
solenoid, choke heater, fuel solenoid
6
86
Low Oil Pressure switch / Safety shutdown
7
85
High Temperature switch / Safety shutdown
8
712
PCB control/Alarm led
9
56
Delivers 12 VDC to Starter Contactor
(SC) (cranking only)
10
90
To Choke Solenoid. When grounded by
the PCB the choke operates at two seconds ON , two second OFF intervals
(cranking only)
11
0
12
N/A
13
4
14
18A
Common Ground
Not Used
Field Boost DC to the Voltage Regulator
and to the Rotor Winding
Ground to Magneto for Shutdown
Figure 5-1. – Receptacle J1
CIRCUIT BOARD Dip Switches:
The circuit board mounts a pair of dip switches which
are factory set in the “OFF” (down) position. These dip
switches should remain in the factory setting.
Page 22
SIX PIN
J2 CONNECTOR
12
DIP SWITCHES ARE FACTORY
SET IN THE “OFF” (DOWN) POSITION
Figure 5-2. – Printed Circuit Board
1
6
10
2
7
11
3
8
12
4
9
13
5
14
Figure 5-3. – J1 Connector, Harness End
Battery
RECOMMENDED BATTERY:
When anticipated ambient temperatures will be consistently above 32° F (0° C), use a 12 volts automotive
type storage battery rated 70 amp-hours and capable
of delivering at least 400 cold cranking amperes.
If ambient temperatures will be below 32° F (0° C),
use a 12 volt battery rated 95 amp-hours and having
a cold cranking capacity of 400 amperes.
BATTERY CABLES:
Use of battery cables that are too long or too small in
diameter will result in excessive voltage drop. For best
Section 5
ENGINE DC CONTROL SYSTEM
cold weather starting, voltage drop between the battery and starter should not exceed 0.12 volt 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)
RECOMMENDED CABLE SIZE
0-10
No. 2
11-15
No. 0
16-20
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
FREEZING POINT
1.220
-35° F. (-37° C.)
1.200
--20° F. (-29° C.)
1.160
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
PERCENTAGE OF CHARGE
1.260
100%
1.230
75%
1.200
50%
1.170
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.
7.5 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.
Figure 5-4. – Typical Fuse
Start-Stop Switch
The Start-Stop Switch allows the operator to control
cranking, startup and shutdown. The top half of this
momentary switch is pushed and held for one (1) second and then released. An indicator light on the switch
begins to flash. The fuel pump engages automatically
for a three (3) to five (5) second delay before the starter motor cranks the engine for 16 seconds or until the
engine starts. If the engine does not start, the starter
will cool for seven (7) seconds and crank the engine
again for 16 seconds. If the engine does not start, the
starter will cool for seven (7) seconds before cranking
for seven (7) seconds to a maximum cycle total of 90
seconds. Once started, the light on the switch stays
on continuously. If the generator does not start at the
end of the start sequence, a fault code will flash on
the switch (see Diagnostics).
The switch center position is the RUN position.
A running engine is stopped by momentarily pressing
the bottom half of the switch to kill the ignition.
The following wires connect to the Start-Stop Switch:
1. Wire No. 17 from the Printed Circuit Board. This Is
the CRANK and START circuit. When the Switch
is set to “START”, Wire 17 is connected to frame
ground via Wire 0.
Page 23
Section 5
ENGINE DC CONTROL SYSTEM
a. With Wire 17 grounded, a Crank Relay on the
circuit board energizes and battery voltage
is delivered to the Starter Contactor Relay
via Wire 56. The Starter Contactor Relay
energizes, its contacts close and the Starter
Contactor is energized via wire 16. Its contacts close and the engine cranks.
b. With Wire 17 grounded, a Run Relay on the
circuit board energizes and battery voltage
is delivered to the Wire 14 circuit. Battery
voltage is delivered to the Fuel Pump, Fuel
Solenoid, Choke Heater and the Remote
Harness.
2. Wire 18 from the Printed Circuit Board. This Is
the ENGINE STOP circuit. When the Start-Stop
Switch is set to “STOP”, Wire 18 is connected to
frame ground via Wire No. 0. Circuit board action
then opens the circuit to Wire 14, and grounds
Wire 18A. Fuel flow to the carburetor and ignition are terminated.
Wire 16 will supply battery power to the starter
contactor and to the Printed Circuit Board for field
flash when the starter contactor relay is energized.
Attached to the starter contactor relay coil is Wire 56
(positive supply during cranking) and Wire 0 (ground).
When the Start-Stop switch is set to “START”, the
circuit board delivers battery voltage to the Starter
Contactor Relay via Wire 56. The Starter Contactor
Relay energizes, its contacts close and the Starter
Contactor is energized via wire 16. Its contacts close
and battery voltage is available to the starter motor,
and the engine cranks.
3. Wire 0 connects the Switch to frame ground.
712
712
JUMPER WIRE
18
8
7
1
4
2
5
3
6
Figure 5-6. – Starter Motor
0
18
13
0
16
LED
17
712
13
0
16
COM
NO
18
START
PRIME
17
STOP
SW1
0
0
0
56
0
56
0
Figure 5-5. – Start-Stop Switch
Figure 5-7. – Starter Contactor Relay
Starter Contactor Relay
& Starter Motor
The positive (+) battery cable attaches to the large lug
on the starter contactor. Wire 13 then attaches to one side of the starter contactor relay
contact, from this point Wire 13 attaches to the fuse
F1 to supply battery voltage to the DC control system.
The opposite side of the starter contactor relay contact is connected to Wire 16.
Page 24
Section 6
TROUBLESHOOTING FLOWCHARTS
Introduction
The “Flow Charts” in this section may 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.
If Problem Involves AC Output
TEST 1 – CHECK
NO-LOAD VOLTAGE
& FREQUENCY
VOLTAGE &
FREQUENCY BOTH
HIGH OR LOW
FREQUENCY GOOD –
VOLTAGE HIGH
OR
VOLTAGE LOW
FREQUENCY GOOD –
ZERO OR RESIDUAL
VOLTAGE
GO TO PROBLEM 1
GO TO VOLTAGE
REGULATOR ADUSTMENT, PAGE xx
GO TO PROBLEM 2
NO-LOAD VOLTAGE
& FREQUENCY
GOOD
GO TO PROBLEM 4
Problem 1 – Voltage & Frequency Are Both High or Low
TEST 2 – CHECK
STEPPER MOTOR
CONTROL
FREQUENCY GOOD.
LOW OR RESIDUAL
AC VOLTAGE
GO TO
PROBLEM 2
NO-LOAD FREQUENCY &
VOLTAGE GOOD BUT THEY
DROOP TO MUCH WHEN
LOAD IS APPLIED
GO TO
PROBLEM 4
FREQUENCY IS GOOD BUT
NO-LOAD VOLTAGE IS
HIGH OR VOLTAGE IS LOW
GO TO VOLTAGE
REGULATOR
ADJUSTMENT,
PAGE 9
Page 25
Section 6
TROUBLESHOOTING FLOWCHARTS
Problem 2 – Generator Produces Zero Voltage or Residual Voltage (5-12VAC)
TEST 11 – CHECK
MAIN CIRCUIT
BREAKER
GOOD
RESET TO
“ON”
OR REPLACE
IF BAD
A
TEST 4 – PERFORM
FIXED EXCITATION TEST
/ ROTOR AMP DRAW
B
D
C
TEST 8 – CHECK
BRUSH LEADS
BAD
GOOD
TEST 6 – TEST
STATOR DPE
WINDING
TEST 5 – CHECK
FIELD BOOST
REPAIR
OR
REPLACE
GOOD
BAD
GOOD
BAD
REPAIR OR
REPLACE
THEN RE-TEST
INSULATION
RESISTANCE
TEST, PAGE 13
BAD
REPLACE
VOLTAGE
REGULATOR
REPAIR
OR
REPLACE
BAD
BAD
GOOD
REPAIR
OR
REPLACE
GOOD
INSULATION
RESISTANCE
TEST, PAGE 13
BAD
GOOD
TEST 10 –
CHECK ROTOR
ASSEMBLY
TEST 7 – CHECK
SENSING LEADS /
POWER WINDINGS
Page 26
TEST 9 –
CHECK
BRUSHES &
SLIP RINGS
BAD
TEST ROTOR
INSULATION,
PAGE 14
BAD
Section 6
TROUBLESHOOTING FLOWCHARTS
Problem 2 – Generator Produces Zero Voltage or ResidualVoltage (5-12VAC)
(continued)
E
TEST 4 – PERFORM
FIXED EXCITATION TEST
/ ROTOR AMP DRAW
CHECK VOM FUSES –
VERIFY AMP METER
FUNCTIONS
G
F
TEST 10 –
CHECK ROTOR
ASSEMBLY
REPLACE FUSES
– THEN RE-TEST
(PERFORM BOTH TEST 7 & 8)
BAD
TEST 6 – TEST
STATOR DPE
WINDING
REPAIR
OR
REPLACE
TEST ROTOR
INSULATION,
PAGE 14
GOOD
TEST 7 – CHECK
SENSING LEADS /
POWER WINDINGS
REPAIR
OR
REPLACE
EITHER OR
BOTH BAD
GOOD
INSULATION
RESISTANCE
TEST, PAGE 13
BAD
BAD
Problem 3 – Excessive Voltage/Frequency Droop When Load is Applied
(Underspeed Warning – 4 Flashes on SW1 LED)
TEST 12 – CHECK
LOAD VOLTAGE &
FREQUENCY
BAD
TEST 13 – CHECK
LOAD WATTS &
AMPERAGE
GOOD
OVERLOADED
NOT OVERLOADED
REDUCE LOAD
END TEST
TEST 2 – CHECK
STEPPER MOTOR
CONTROL
GOOD
REPLACE
PRINTED CIRCUIT
BOARD
GO TO PROBLEM 8
Page 27
Section 6
TROUBLESHOOTING FLOWCHARTS
Problem 4 – Engine Overspeed Warning Code Flashing on SW1 LEd (4 Flashes)
TEST 2 – CHECk
STEPPER MOTOR
CONTROL
GOOD
CHECk
WIRE 18A
GOOD
TEST 31 – CHECk &
ADjUST IGNITION
MAGNETOS
BAD
BAD
BAD
REPLACE
STEPPER MOTOR
REPAIR OR
REPLACE
ADjUST, REPAIR OR
REPLACE
GOOD
REPLACE
PRINTED CIRCUIT
BOARD
Proble 5 – Priming Function Does Not Work (Gasoline Models)
TEST 14 – TRY
CRANKING
THE ENGINE
WON’T CRANK
ENGINE
CRANKS
NORMALLY
STILL
WON’T
PRIME
TEST 20 – CHECK
START-STOP
SWITCH (SW1)
BAD
REPLACE BAD SWITCH
GOOD
GO TO PROBLEM 6
TEST 15 – CHECK
FUEL PUMP
OPERATION
GOOD
Page 28
BAD
REPLACE FUEL PUMP
IF DEFECTIVE
REPLACE
PRINTED CIRCUIT
BOARD
Section 6
TROUBLESHOOTING FLOWCHARTS
Problem 6 - Engine Will Not Crank
TEST 16 –
CHECk 7.5
AMP FUSE
TEST 17 – CHECk BATTERY & CABLES
(CHECk SW1 LED FOR LOW BATTERY
WARNING – 2 FLASHES)
GOOD
FUSE BAD
RECHARGE OR REPLACE BATTERY
– CLEAN, REPAIR OR REPLACE
BAD CABLE(S)
BAD
REPLACE FUSE
FUSE BLOWS
GO TO PROBLEM 10
GOOD
TEST 18 – CHECk
POWER SUPPLY
TO PRINTED
CIRCUIT BOARD
GOOD
TEST 20 –
CHECk
START-STOP
SWITCH
BAD
BAD
CHECk WIRING AND
WIRE CONNECTIONS.
REPAIR, RECONNECT
OR REPLACE BAD
WIRES AS REqUIRED
GOOD
TEST 21 – CHECk
POWER SUPPLY
TO WIRE 56
GOOD
REPLACE
DEFECTIVE
SWITCH
TEST 22 – CHECk
STARTER
CONTACTOR
RELAY
BAD
REPLACE
PRINTED CIRCUIT
BOARD
BAD
GOOD
TEST 24 – CHECk
STARTER MOTOR
BAD
GOOD
CHECk FOR
MECHANICAL BINDING
OF THE ENGINE OR
ROTOR
REPLACE BAD
STARTER
CONTACTOR
RELAY
TEST 23 – CHECk
STARTER
CONTACTOR
BAD
REPLACE STARTER
CONTACTOR
REPLACE STARTER
MOTOR IF DEFECTIVE
Page 29
Section 6
TROUBLESHOOTING FLOWCHARTS
Problem 7 – Engine Cranks But Will Not Start (Gasoline Units)
(Overcrank Warning Code on SW1 LED – 3 Flashes)
TEST 25 –
CHECK FUEL
SUPPLY
TEST 26 – CHECK
WIRE 14 POWER
SUPPLY
O.K.
LOW FUEL
TEST 20 – CHECK
START-STOP
SWITCH
GOOD
REPLACE
PRINTED CIRCUIT
BOARD
BAD
BAD
REPLACE
BAD
SWITCH
REPLENISH FUEL SUPPLY
GOOD
TEST 15 – CHECK
FUEL PUMP
OPERATION
TEST 28 –
CHECK FUEL
SOLENOID
GOOD
BAD
GOOD
REPLACE
SOLENOID
BAD
TEST 29 –
CHECK
IGNITION
SPARK
REPLACE
FUEL
PUMP
TEST 30 –
CHECK SPARK
PLUGS
GOOD
GOOD
WEAK SPARK / NO SPARK /
INTERMITTENT SPARK
TEST 31 – CHECK
AND ADJUST
IGNITION
MAGNETOS
TEST 33 – CHECK
CARBURETION
GOOD
TEST 34 – CHECK
CHOKE
SOLENOID
BAD
ADJUST OR REPAIR
TEST 32 – CHECK
VALVE
ADJUSTMENT
NO START
BAD
ADJUST VALVES
Page 30
CLEAN AND REGAP OR
REPLACE SPARK PLUG
REPLACE MAGNETOS
BAD
TEST 35 – CHECK
ENGINE / CYLINDER
LEAK DOWN TEST /
COMPRESSION TEST
GOOD
ADJUST OR REPAIR
GOOD
BAD
REPAIR OR REPLACE
AS NECESSARY
CHECK
FLYWHEEL KEY
– SEE TEST 31
ON PAGE 57
Section 6
TROUBLESHOOTING FLOWCHARTS
Problem 7 – Engine Cranks But Will Not Start (LP Units)
(Overcrank Warning Code on SW1 LED – 3 Flashes)
TEST 25 –
CHECK FUEL
SUPPLY
O.K.
LOW LP PRESSURE
TEST 26 – CHECK
WIRE 14 POWER
SUPPLY
BAD
TEST 20 – CHECK
START-STOP
SWITCH
GOOD
REPLACE
PRINTED CIRCUIT
BOARD
BAD
REPLACE
BAD
SWITCH
REPLENISH FUEL SUPPLY
GOOD
TEST 41 – CHECK
LPG FUEL
SOLENOID
GOOD
BAD
TEST 29 –
CHECK
IGNITION
SPARK
REPAIR OR
REPLACE
TEST 30 –
CHECK SPARK
PLUG
GOOD
GOOD
WEAK SPARK / NO SPARK /
INTERMITTENT SPARK
TEST 31 – CHECK
AND ADJUST
IGNITION
MAGNETOS
TEST 32 – CHECK
VALVE
ADJUSTMENT
CLEAN AND REGAP OR
REPLACE SPARK PLUG
BAD
NO START
BAD
ADJUST VALVES
REPLACE MAGNETOS
TEST 35 – CHECK
ENGINE / CYLINDER
LEAK DOWN TEST /
COMPRESSION TEST
GOOD
CHECK
FLYWHEEL KEY
– SEE TEST 31
ON PAGE 57
BAD
REPAIR OR REPLACE
AS NECESSARY
Page 31
Section 6
TROUBLESHOOTING FLOWCHARTS
Problem 8 – Engine Starts Hard and Runs Rough (Gasoline Units)
TEST 25 –
CHECK
FUEL
SUPPLY
TEST 29 –
CHECK
IGNITION
SPARK
GOOD
TEST 30 –
CHECK
SPARK
PLUGS
GOOD
GOOD
BAD
LOW FUEL
ENGINE MISS IS APPARENT
CLEAN AND REGAP OR
REPLACE SPARK PLUG
REPLENISH
FUEL
SUPPLY
TEST 33 – CHECK
CARBURETION
TEST 31 – CHECK
AND ADJUST
IGNITION
MAGNETOS
GOOD
BAD
REPLACE MAGNETOS
TEST 34 – CHECK
CHOKE
SOLENOID
GOOD
ENGINE RUNS O.K. NOW
ADJUST, REPAIR OR
REPLACE AS
NECESSARY
BAD
STOP TESTS
REPAIR OR REPLACE
BAD
GOOD
TEST 32 – CHECK
VALVE
ADJUSTMENT
GOOD
TEST 40 – TEST
CHOKE HEATER
CHECK
FLYWHEEL KEY
– SEE TEST 31
ON PAGE 57
GOOD
BAD
ADJUST VALVES
Page 32
TEST 35 – CHECK
ENGINE / CYLINDER
LEAK DOWN TEST /
COMPRESSION TEST
BAD
REPAIR OR REPLACE
AS NECESSARY
Section 6
TROUBLESHOOTING FLOWCHARTS
Problem 8 – Engine Starts Hard and Runs Rough (LP Units)
TEST 25 –
CHECK
FUEL
SUPPLY
TEST 29 –
CHECK
IGNITION
SPARK
GOOD
TEST 30 –
CHECK
SPARK
PLUGS
GOOD
GOOD
BAD
LOW FUEL
ENGINE MISS IS APPARENT
CLEAN AND REGAP OR
REPLACE SPARK PLUG
REPLENISH
FUEL
SUPPLY
TEST 32 – CHECK
VALVE
ADJUSTMENT
TEST 31 – CHECK
AND ADJUST
IGNITION
MAGNETOS
GOOD
BAD
CHECK
FLYWHEEL KEY
– SEE TEST 31
ON PAGE 57
REPLACE MAGNETOS
GOOD
BAD
ADJUST VALVES
TEST 35 – CHECK
ENGINE / CYLINDER
LEAK DOWN TEST /
COMPRESSION TEST
BAD
GOOD
REPAIR OR REPLACE
AS NECESSARY
CHECK FUEL
REGULATOR AND
CARBURETOR
Page 33
Section 6
TROUBLESHOOTING FLOWCHARTS
Problem 9 – High Oil Temperature Fault (6 Flashes)
or Low Oil Pressure Fault (5 Flashes)
LOW OIL
PRESSURE –
5 FLASHES
ON SW1 LED
TEST 25 –
CHECK FUEL
SUPPLY
CHECK
ENGINE OIL
LEVEL
GOOD
NO FUEL
OIL LEVEL LOW
GOOD
REPLENISH FUEL
TEST 36 – CHECK
OIL PRESSURE
SWITCH
GOOD
REPLENISH OIL
TEST 37 – CHECK
WIRE 86 FOR
CONTINUITY
BAD
BAD
REPAIR OR REPLACE
REPLACE SWITCH
HIGH OIL
TEMPERATURE
– 6 FLASHES
ON SW1 LED
CHECK
ENGINE OIL
LEVEL
OIL LEVEL O.K.
OIL LEVEL LOW
GOOD
BAD
REPAIR OR REPLACE
Page 34
TEST 38 – CHECK
OIL TEMPERATURE
SWITCH
BAD
REPLENISH OIL
TEST 39 – CHECK
WIRE 85 FOR
CONTINUITY
REPLACE
PRINTED CIRCUIT
BOARD
GOOD
REPLACE SWITCH
REPLACE
PRINTED CIRCUIT
BOARD
GOOD
Section 6
TROUBLESHOOTING FLOWCHARTS
Problem 10 – 7.5A (F1) Fuse Blowing
INSTALL NEW
7.5 AMP FUSE
CHECK THAT FUSE
HOLDER IS NOT
GROUNDED
FUSE BLOWS UPON
INSTALLATION
FAIL
REMOVE WIRE 15
FROM JI HARNESS
CONNECTOR.
DOES FUSE BLOW?
(SEE NOTE A)
REPLACE
PRINTED CIRCUIT
BOARD
NO
YES
CHECK WIRE 15
FOR SHORT TO
GROUND
FUSE IS GOOD BUT
BLOWS WHEN STARTSTOP SWITCH IS
PRESSED
DISCONNECT JI HARNESS
FROM ENGINE CONTROLLER CIRCUIT BOARD AND
CHECK WIRE 14 FOR
SHORT TO GROUND.
IS CONTINUITY PRESENT?
CHECK REMOTE
HARNESS WIRE 15
FOR SHORT TO
GROUND
YES
PASS
REPLACE HOLDER
NOTE A:
Disconnect harness from engine controller
circuit board.
Gently bend red tabs outward and remove red
plastic pin guide.
Using a small flathead screwdriver, slide black
retainer tabs out away from Wire 15 pin
(orange).
Gently push pin out of harness and pull wire
out from back of plug, noting it’s location for
reinstallation later.
Replace red pin guide and plug J1 harness
back into engine controller circuit board.
Replace fuse.
If fuse does not blow, replace engine controller
circuit board.
If fuse still blows, continue to next section of
Problem 10 flow chart.
PERFORM RESISTANCE TESTS ON FUEL PUMP, FUEL SOLENOID,
CHOKE HEATER AND REMOTE HARNESS WIRE 14 (SEE * BELOW).
ALSO CHECK WIRE 14 TO EACH COMPONENT FOR SHORT TO GROUND.
* CHECK FOR CONTINUITY TO FRAME GROUND. CONNECT ONE TEST
LEAD TO THE POSITIVE WIRE FOR EACH COMPONENT. CONNECT THE
OTHER TEST LEAD TO FRAME GROUND. RESISTANCE SHOULD BE
MEASURED. IF CONTINUITY “0” IS MEASURED TO GROUND, THAT
COMPONENT OR WIRE IS SHORTED.
ALSO, REFER TO THE INDIVIDUAL TESTS FOR EACH COMPONENT IN
SECTION 7, UNDER “PROCEDURE – SHORT TO GROUND”.
NO
CHECK CHOKE
SOLENOID AND
STARTER
CONTACTOR
RELAY
REPLACE COMPONENT OR WIRE
STARTER CONTACTOR
RELAY PIN LOCATION
J1-1 TEST TO GROUND
CHOKE SOLENOID
PIN LOCATION J1-2
TEST TO GROUND
FAIL
FAIL
CHECK WIRE 56
FOR SHORT TO
GROUND
CHECK WIRE 90
FOR SHORT TO
GROUND
REPAIR OR
REPLACE
COMPONENT
OR WIRE
Page 35
Section 7
DIAGNOSTIC TESTS
Introduction
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 13 are procedures involving problems
with the generator’s AC output voltage and frequency
(Problems 1 through 3 in the “Flow Charts”).
Tests 14 through 41 are procedures involving problems with engine operation (Problems 3 through 10 in
the “Troubleshooting Flow Charts”).
You may wish to read 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 you use
any diagnostic method other than the method
presented in this Manual, you must ensure that
neither your safety nor the product’s safety will be
endangered by the procedure or method you have
selected.
Test 1 – Check No-Load Voltage and
Frequency
DISCUSSION:
The first step in analyzing any problem with the AC
generator is to determine the unit’s AC output voltage and frequency. Once that has been done, you will
know how to proceed with specific diagnostic tests.
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 noload.
3. If AC output voltage and frequency are both “zero”,
go to Test 11.
4. If the no-load voltage and frequency are within the
stated limits, go to Test 12.
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 Stepper Motor Control
Caution! Do not stand in front of carburetor
when checking the stepper motor movement
due to possible backfire from the carburetor.
*
PROCEDURE:
1. Remove air cleaner cover to access stepper
motor.
2. Physically grab the throttle and verify the stepper
motor, linkage and throttle do not bind in any way.
If any binding is felt, repair or replace components
as needed. Some resistance should be felt as the
stepper motor moves through it’s travel.
3. Physically move the throttle to the closed position
by pulling the stepper motor arm towards the idle
stop.
a.Press the Start-Stop switch (SW1) to “START”
and watch for stepper motor movement. It should
move to the wide open (down) position during
cranking. Once the unit starts the stepper motor
should move the throttle to a position to maintain
60.0-60.5 Hertz.
IDLE
STOP
THROTTLE
ARM
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). Repeat the above
procedure.
RESULTS:
For units rated 60 Hertz, no-load voltage and frequency should be approximately 122-126 VAC and
60.0-60.5 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 4.
Page 36
UP
CLOSED
DOWN
OPEN
THROTTLE
LINKAGE
STEPPER
MOTOR
Figure 7-1. Throttle Position
Section 7
DIAGNOSTIC TESTS
4. If no movement is seen in Step 3 remove the control panel cover. Verify the six pin connector (J2)
on the Printed Circuit Board is seated properly,
remove the connector and then replace it and test
again. Verify the dip switches are correctly set.
NOTE: The dip switches on the Printed Circuit
Board are factory set in the “OFF” or DOWN position. Refer to Figure 5.2 on Page 22.
5. If problem continues remove six pin connector
(J2) from Printed Circuit Board. Set Volt meter to
measure ohms. Carefully measure from the end
of the six pin harness as follows:
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.
BLACK
RED TEST LEAD
BROWN
YELLOW
BLACK TEST LEAD
VOLTAGE
REGULATOR
ORANGE
RED
2
EMPTY
6
0
13 13
Figure 7-2. Six Pin J2 Connector Wire Colors
15
JUMPER WIRE
22S
11S
NOTE: Press down with the meter leads on the
connectors exposed terminals, do not probe into
the connector.
a.Connect one meter lead to Red, connect the
remaining test lead to Orange, approximately 10
ohms should be measured.
b.Connect one meter lead to Red, connect the
remaining test lead to Yellow, approximately 10
ohms should be measured.
c.Connect one meter lead to Red, connect the
remaining test lead to Brown, approximately 10
ohms should be measured.
d.Connect one meter lead to Red, connect the
remaining test lead to Black, approximately 10
ohms should be measured.
e.Connect one meter lead to Red, connect the
remaining test to the stepper motor case. No
resistance should be measured (“Infinity” or
Open).
RESULTS:
1. If the stepper motor fails any part of Step 5
replace the stepper motor.
FUSE HOLDER (F1)
4
4
WIRES 4 REMOVED FROM
VOLTAGE REGULATOR
Figure 7-3. – Fixed Excitation Test, Step A
PROCEDURE:
1. Disconnect Wire 4 from the Voltage Regulator
(VR). (Third terminal from the right side of VR).
2. Connect a jumper wire to Wire 4 and to the 12 volt
fused battery positive supply Wire 15, located at
the fuse (F1) holder (see Figure 7-3).
NOTE: During this test, Wire 15 must remain connected to the fuse (F1) holder.
3. Set the VOM to measure AC voltage.
2. If the stepper motor passes all steps replace the
Printed Circuit Board.
Page 37
Section 7
DIAGNOSTIC TESTS
TEST 4 RESULTS
A
B
C
D
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
BELOW
60 VAC
ABOVE
60 VAC
VOLTAGE RESULTS
WIRE 11S & 22S
POWER WINDING
SENSE LEADS
ABOVE
60 VAC
BELOW
60 VAC
ABOVE
60 VAC
ZERO OR
RESIDUAL
VOLTAGE
(5-12 VAC)
BELOW
BELOW
60 VAC
ABOVE
60 VAC
ROTOR AMP DRAW
RV45
(MODEL 5410/5411)
1.1 A
± 20%
1.1 A
± 20%
1.1 A
± 20%
ZERO
CURRENT
DRAW
1.4 A
.85 A
± 20%
ZERO
CURRENT
DRAW
ROTOR AMP DRAW
RV55
(MODEL 5412/5413)
.85 A
± 20%
.85 A
± 20%
.85 A
± 20%
ZERO
CURRENT
DRAW
1.2 A
.85 A
± 20%
ZERO
CURRENT
DRAW
ROTOR AMP DRAW
RV65
(MODEL 5414/5415)
1.2 A
± 20%
1.2 A
± 20%
1.2 A
± 20%
ZERO
CURRENT
DRAW
1.5 A
1.2 A
± 20%
ZERO
CURRENT
DRAW
(MATCH RESULTS WITH LETTER AND REFER TO FLOW CHART – Problem 2 on Pages 28 & 29)
RED TEST LEAD
105 VAC
RED TEST LEAD
95 VAC
VOLTAGE
REGULATOR
BLACK TEST LEAD
VOLTAGE
REGULATOR
BLACK TEST LEAD
2
2
6
6
0
0
13 13
13 13
22S
15
JUMPER WIRE
11S
15
JUMPER WIRE
22S
11S
FUSE HOLDER (F1)
4
4
WIRES 4 REMOVED FROM
VOLTAGE REGULATOR
FUSE HOLDER (F1)
4
4
WIRES 4 REMOVED FROM
VOLTAGE REGULATOR
Figure 7-4. – Fixed Excitation Test, Step B
Figure 7-5. – Fixed Excitation Test, Step C
4. Disconnect Wire 2 from the Voltage Regulator
(VR) and connect one meter test lead to that wire.
Disconnect Wire 6 from the Voltage Regulator and
connect the other meter test lead to that wire. See
Figure 7-4. Start the generator and measure the
AC voltage. It should be above 60 volts. Record
the results and stop the generator.
6. Disconnect Wire 11S from the Voltage Regulator
(VR) and connect one meter test lead to that wire.
Disconnect Wire 22S from the Voltage Regulator
and connect the other meter test lead to that wire.
See Figure 7-5. Start the generator and measure the AC voltage. It should be above 60 volts.
Record the results and stop the generator.
5. Re-connect Wire 2 and Wire 6 to the Voltage
Regulator.
Page 38
Section 7
DIAGNOSTIC TESTS
1.11 Amp
VOLTAGE
REGULATOR
PROCEDURE:
1. Set VOM to measure DC voltage.
2
BLACK TEST LEAD
6
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.
0
13 13
15
RED TEST LEAD
22S
11S
FUSE HOLDER (F1)
4
4
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.
WIRES 4 REMOVED FROM
VOLTAGE REGULATOR
Figure 7-6. – Fixed Excitation Test, Step D
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.
Results:
1. If field boost checks good, replace the Voltage
Regulator.
2. If voltage is not measured, replace the PCB.
7. Re-connect Wire 11S and Wire 22S 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 meter test lead to the 12 volt fused
battery supply Wire 15, and connect the other
meter test lead to Wire 4 (should still be disconnected from the VR). See Figure 7-6.
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.
11S
11S
22S
22S
4
4
0
0
6
6
2
2
VOLTAGE
REGULATOR
4
0
FIELD
BA
Results:
AC Voltage across Wires 2 and 6 =
__________
Figure 7-7. – The Field Boost Circuit
AC Voltage across Wires 11S and 22S =_ _________
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 – 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.
Test 6 – 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 commensurate
with the rotor’s residual magnetism (about 5 - 12 VAC).
Page 39
Section 7
DIAGNOSTIC TESTS
c.Connect one VOM test lead to Stator lead 2 the
other test lead to Stator lead 33. “Infinity” should
be indicated.
RESULTS:
1. If the Stator excitation (DPE) windings are open
or shorted, replace the Stator assembly.
2
6
A. Schematic
2
6
B. Pictorial
Figure 7-8. – Stator Excitation Winding
PROCEDURE:
1. Disconnect Wire 2 from the Voltage Regulator.
2. Disconnect Wire 6 from the Voltage Regulator.
3. Set a VOM to its “Rx1” scale and zero the meter.
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
OHMS
RV45 (5410/5411)
2.59Ω
RV55 (5412/5413)
1.41Ω − 1.63Ω
RV65 (5414/5415)
1.59Ω − 1.84Ω
* Resistance values In ohms (Ω) 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-toground” 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 lead 2,
the other test lead to Stator lead 11. The meter
should read “Infinity”.
Page 40
2. If the excitation windings are good, perform
“Insulation Resistance Test”, page 13.
Test 7 – 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
11S and 22S.
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 commensurate
with 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 33.
2. Also disconnect Wires 22 and 44 from the ground
terminal.
3. Disconnect Wires 11S and 22S from the Voltage
Regulator.
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 leads
11S and 22S. Normal Power Winding resistance
should be read.
Section 7
DIAGNOSTIC TESTS
AC POWER WINDING RESISTANCE * RV45 (Model 5410/5411)
ACROSS WIRES:
OHMS
11 & 22
0.396Ω
11S & 22S
0.396Ω
33 & 44
0.396Ω
CB1
CB2
AC POWER WINDING RESISTANCE * RV55 (Model 5412/5413)
ACROSS WIRES:
OHMS
11 & 22
0.28Ω − 0.32Ω
11S & 22S
0.28Ω − 0.32Ω
33 & 44
0.28Ω − 0.32Ω
AC POWER WINDING RESISTANCE * RV65 (Model 5414/5415)
ACROSS WIRES:
OHMS
11 & 22
0.209Ω − 0.242Ω
11S & 22S
0.209Ω − 0.242Ω
33 & 44
0.209Ω − 0.242Ω
* 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.
8. Now, set the VOM to its “Rx1 K” or “Rx10,000”
scale and zero the meter.
9. Connect the meter test leads across Stator lead
11 and frame ground. “Infinity” should be read.
10. Connect the meter test leads across Stator lead
33 and frame ground. The reading should be
“Infinity”.
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 2. The reading should be
“Infinity”.
13. 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 11S
and 22S.
11 11S
RED
22S
22
33
44
BLACk
Figure 7-9. – Stator Power Winding Leads
Test 8 – 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 0 for
an open circuit condition.
PROCEDURE:
1. Set a VOM to its “Rx1” scale and zero the meter.
2. Disconnect Wire 4 from the Voltage Regulator and
from the Rotor brush terminal.
3. Connect the VOM test leads across each end of
the wire. The meter should read “Continuity”.
4. Disconnect Wire 0 from the Rotor Brush Terminal.
Connect one meter test lead to Wire 0. Connect
the other test lead to a clean frame ground. The
meter should read “Continuity”.
RESULTS:
1. Repair, reconnect or replace any defective wire(s).
2. If wires check good, go to Test 9.
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.
Page 41
Section 7
DIAGNOSTIC TESTS
4
0
RESULTS:
1. Replace bad brushes. Clean slip rings, if necessary.
2. If brushes and rings are good, go to Test 10.
Test 10 – Check Rotor Assembly
DISCUSSION:
During the “Test 4 – Fixed Excitation Test,” 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”.
Figure 7-10. – Brush Leads
Test 9 – 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:
Gain access to the brushes and slip rings. Disconnect
Wire 4 and Wire 0 from their respective brushes and
remove the brush holder. Then, test the Rotor as follows:
1. Set a 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 *
PROCEDURE:
1. Gain access to the brushes and slip rings.
2. Remove Wire 4 from the positive (+) brush terminal.
3. Remove the ground wire (Wire 0) from the negative (-) brush.
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
MODEL
OHMS
RV45 5410/5411
13.4Ω
RV55 5412/5413
14.88Ω
RV65 5414/5415
10.81Ω
* 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 frame ground (such as the Rotor shaft). The
meter should read “Infinity”.
RESULTS:
1. Replace the Rotor if it fails the test.
2. If Rotor checks good, perform “Insulation
Resistance Test,” on Page 14.
Section 7
DIAGNOSTIC TESTS
2. If breaker is “OFF”, reset to the “ON” position and
check for AC output.
3. If breaker is “ON” and “Continuity” is not measured, replace the defective circuit breaker.
Test 12 – Check Load Voltage &
Frequency
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.
POSITIVE (+)
TEST LEAD
Figure 7-11. – Rotor Assembly
Test 11 – 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.
CB2
RED
BLACk
11
RESULTS:
1. If voltage and/or frequency drop excessively when
the load is applied, go to Test 13.
2. If load voltage and frequency are within limits, end
tests.
CB1
SCHEMATIC
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 60 Hertz with
the load applied.
Voltage should not drop below about 120 VAC with
load applied.
33
PICTORIAL
Figure 7-12. – 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.
Test 13 – Check Load Watts &
Amperage
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.
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
Stepper Motor Control”. If stepper motor adjustment does not correct the problem, go to Problem
8 (Flow Chart, Pages 32 and 33).
Page 43
Section 7
DIAGNOSTIC TESTS
Test 14 – Try Cranking the Engine
DISCUSSION:
If the Start-Stop 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.
Short to Ground:
6. To test for a shorted fuel pump coil, connect one
test lead to the Red Wire (Pin 2 of Connector 2,
see Figure 7-14). Connect the other test lead to
the fuel pump housing. “Infinity” should be measured.
PROCEDURE:
Hold the Start-Stop Switch at “START”. The engine
should crank and start.
RESULTS:
1. If the engine cranks normally, but the priming
function still doesn’t work, go to Test 20.
2. If engine will not crank, go to Test 16. Refer to
Problem 6 of Section 6.
FL
OW
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 15 – Check Fuel Pump
DISCUSSION:
An inoperative Fuel Pump will (a) prevent the priming
function from working and (b) prevent the engine from
starting.
PROCEDURE:
1. Remove Fuel Filter and verify that filter is not
clogged. Replace filter if necessary.
2. Verify that fuel is available to Fuel Filter inlet. Use
an alternative fuel supply if questionable.
3. Remove air filter access panel and air filter.
Remove fuel hose from pump. Place a suitable container to catch fuel from fuel pump line.
Activate fuel primer switch. Pump should operate
and fuel should flow. If pump does not operate,
proceed to Step 4.
4. This step will test the ground wire. Disconnect
Connector 2 at the Fuel Pump. Set the VOM to
measure resistance. Connect one test lead to
the Black wire, (Pin 2 of Connector 2) that goes
to the Control Panel (see Figure 7-14). Connect
the other test lead to a clean frame ground .
“Continuity” should be measured.
5. To test for an open fuel pump coil, connect one
test lead to the Red Wire (Pin 1 of Connector 2)
going to the fuel pump. Connect the other test lead
to the Black Wire (Pin 2 of Connector 2) going to
the Fuel Pump (see Figure 7-14). The VOM should
indicate Fuel Pump coil resistance of about 29.5
kW. (Current draw of the pump at nominal voltage
is approximately 1.4 amperes MAXIMUM).
Page 44
Figure 7-13. – Electric Fuel Pump
RESULTS:
1. If “Continuity” was not measured in Step 4, repair
or replace Wire 0 between Connector 2 and the
ground terminal.
2. If “Continuity” is measured in Step 4, but pump
does not operate in Step 3, replace the Fuel
Pump.
3. If the pump fails Step 5 or Step 6, replace the
Fuel Pump.
Note: If desired, a pressure gauge can be attached
to the pumps outlet side. Pump outlet pressure
should be 2.0 to 3.5 psi.
4. If the pump operates normally, go to Test 28.
PIN 1 - RED WIRE
PIN 2 - BLACk WIRE
Figure 7-14. – Harness to Fuel Pump
Section 7
DIAGNOSTIC TESTS
Test 16 – Check 7.5 Amp Fuse
2. Recharge the battery, if necessary.
3. Replace the battery, if necessary.
DISCUSSION:
If the panel-mounted 7.5 amp fuse (F1) has blown,
engine cranking will not be possible.
4. If battery is good, but engine will not crank, go to
Test 18.
Test 18 – Check Power Supply to
Printed Circuit Board
Figure 7-15. – 7.5 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 17.
Test 17 – 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 22.
PROCEDURE:
1. Inspect the battery cables and battery posts or
terminals for corrosion or tightness. Measure
the voltage at the terminal of the starter contactor and verify 11-12 volts DC is available to the
generator during cranking. If voltage is below 11
volts DC, measure at the battery terminals during cranking. If battery voltage is below 11 volts
DC, recharge/replace battery. If battery voltage is
above 11 volts DC, 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.
DISCUSSION:
If battery voltage is not available to the Printed Circuit
Board (PCB), engine cranking and running will not be
possible.
If battery voltage is available to the PCB, but no DC
output is delivered to the board’s Wire 56 terminal
while attempting to crank, either the Printed Circuit
Board is defective or the Start-Stop Switch has failed.
This test will determine if battery voltage is available
to the Printed Circuit Board. Test 20 will check the
Start-Stop Switch. Test 21 will check the DC power
supply to the Printed Circuit Board’s Wire 56 terminal
(J1 Connector, Pin 9).
PROCEDURE:
1. Disconnect J1 Connector from the PCB.
2. On the harness end of the J1 Connector, locate
J1, Pin 4 (Wire 15) (see Figure 5-3 on Page 22).
3. Set a VOM to read battery voltage. Connect the
meter test leads across Printed Circuit Board
Terminal J1, Pin 4 and frame ground. The meter
should read battery voltage.
4. Set the VOM to measure resistance (“Rx1” scale).
Connect one meter test lead to Wire 0, Pin location J1-11 on the Printed Circuit Board. Connect
the other test lead to a clean frame ground.
“Continuity” should be measured.
RESULTS:
1. If battery voltage is NOT indicated in Step 3,
check continuity of:
a. Wire 13 between Starter Contactor and
Starter Contactor Relay.
b. Wire 13 between Starter Contactor Relay and
7.5 Amp Fuse (F1).
c. Wire 15 to Wire 13 on the 7.5 Amp fuse holder (F1).
Repair, reconnect or Replace bad wiring as necessary.
2. If battery voltage is indicated but engine will not
crank, go to Test 20.
3. If “Continuity” was not measured in Step 4, repair
or replace Wire 0 between the Printed Circuit
Board and the Ground Terminal.
Page 45
Section 7
DIAGNOSTIC TESTS
Test 19 – Check Continuity of Wire 17
712
DISCUSSION:
A faulty condition in Wire 17 could prevent the unit
from cranking when the Start-Stop switch is held in
the “Start” position.
PROCEDURE:
1. Disconnect Wire 17 from its Switch terminal and
connect it to frame ground. The engine should
crank. If unit cranks, proceed to Step 2. If unit
does not crank when grounding Wire 17, go back
to Test 18 “Check Power Supply to Printed Circuit
Board”, then repeat Step 1. If unit cranks, proceed
to Test 20.
712
JUMPER WIRE
18
8
7
1
4
2
5
3
6
0
18
0
LED
17
712
18
2. With Wire 17 still disconnected from SW1, disconnect the J1 Connector from the PCB.
START
PRIME
2. If “Continuity” is measured in Step 5, replace PCB.
0
PROCEDURE:
Refer to Problem 6 (Section 6).
1. Set a VOM to its “Rx1” scale and zero the meter.
2. Remove the 7.5 amp fuse. Disconnect all wires
from Start-Stop Switch (SW1).
3. Inspect the ground Wire 0, between the StartStop 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.
Page 46
0
Figure 7-16. – Start-Stop Switch
0000
Test 20 – Check Start-Stop Switch
DISCUSSION:
Engine cranking and startup is initiated when Wire
17 from the Printed Circuit Board (PCB) is connected
to frame ground by setting the Start-Stop Switch to
“START”.
Engine shutdown occurs when Wire 18 from the
PCB is connected to frame ground by the 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”.
STOP
0
4. Connect one meter test lead to each end of Wire
17.
RESULTS:
1. If “Continuity” is not measured in Step 5, repair or
replace Wire 17.
17
SW1
3. Set a VOM to its “Rx1” scale and zero the meter.
5. “Continuity” should be measured.
0
8
7
1
4
2
5
3
6
CONTINUITY
DEPRESSED
AWAY FROM
TERMINAL BEING
TESTED
Figure 7-17. – Test 20, Step 5
5. Connect one test lead to the Terminal 1 of SW1
(see Figure 7-17). Connect the other test lead to
Terminal 2 of SW1. “Continuity” should be measured.
6. Connect one test lead to the Terminal 2 of SW1
(see Figure 7-18). Connect the other test lead to
Terminal 3 of SW1. “Continuity” should be measured.
Section 7
DIAGNOSTIC TESTS
5. Connect the VOM positive (+) test lead to Wire 56
(Pin Location J1-9) at the Printed Circuit Board.
Connect the other test lead to frame ground.
0000
8
7
1
4
2
5
3
6
RESULTS:
1. If battery voltage was measured in Step 6, but not
in Step 4, repair or replace Wire 56 between the
Printed Circuit Board and Starter Contactor Relay.
DEPRESSED
AWAY FROM
TERMINAL BEING
TESTED
2. If battery voltage was not available in Step 6,
replace the Printed Circuit Board.
CONTINUITY
Figure 7-18. – Test 20, Step 6
RESULTS:
1. If “Continuity” is not measured in Step 3, repair,
reconnect or replace Wire 0 (between Start-Stop
Switch and ground terminal) as necessary.
2. If the Start-Stop Switch (SW1) failed any part of
Steps 2 or 3, replace the switch.
5. If switch tests GOOD, go to Test 21.
6. Actuate the Start-Stop Switch to the “START”
position. The meter should indicate battery voltage.
3. If battery voltage is available in Step 4 but engine
does not crank, go to Test 22.
Test 22 – Check Starter Contactor
Relay
DISCUSSION:
If battery voltage is available to Wire 56 but the engine
won’t crank, the possible cause could be a failed
Starter Contactor Relay.
13
16
13
Test 21 – Check Power Supply to
Wire 56
DISCUSSION:
If battery voltage is available to the Printed Circuit
Board in Test 18, then DC voltage should be delivered to Wire 56 when the Start-Stop Switch is set to
“START” (Test 20). This test will check to see if the
Printed 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
Relay terminal.
3. Connect the meter positive (+) test lead to the
disconnected end of Wire 56. Connect the other
test lead to frame 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.
16
COM
56
0
56
NO
0
Figure 7-19. – Starter Contactor Relay
PROCEDURE:
1. Set the VOM to measure resistance (“R x 1”
scale). Remove Wire 0 from the Starter Contactor
Relay (SCR). Connect one meter test lead to
Wire 0, and connect the other meter test lead to
frame ground. “Continuity” should be measured.
Reconnect Wire 0.
2. Set the VOM to measure resistance (“R x 1”
scale). Disconnect Wire 16 and Wire 13 (Wire 13
is 12 VDC isolate from ground) from the Starter
Contactor Relay (SCR). Connect one meter test
lead to an SCR terminal, and connect the other
meter test lead to the remaining SCR terminal.
Page 47
Section 7
DIAGNOSTIC TESTS
“Infinity” should be measured. Set the Start-Stop
Switch to “START”. The meter should now read
“Continuity”.
Short to Ground:
3. Set the VOM to measure resistance (“R x 1”
scale). Disconnect Wire 56 from the Starter
Contactor Relay (SCR). Connect one meter test
lead to the SCR terminal from which Wire 56 was
just removed. Connect the other meter test lead to
a clean frame ground. Starter Contactor Relay coil
resistance of 155 ohms should be measured. If
“Continuity” is measured a short to ground exists.
Note: Current draw of the Starter Contactor Relay
coil at nominal voltage is approximately 80ma.
RESULTS:
1. If “Continuity” is not measured in Step 1, repair
or replace Wire 0 between the Starter Contactor
Relay and the ground terminal.
2. If “Continuity” was not measured in Step 2 when
the Start-Stop switch was activated to “start”,
replace the Starter Contactor Relay.
3. If “Continuity” is measured in Step 2, go to Test
23.
Test 23 – Check Starter Contactor
DISCUSSION:
The Starter Contactor (SC) must energize and it’s
heavy duty contacts must close or the engine will not
crank. This test will determine if the Starter Contactor
is in working order. The Starter Contactor is connected to the Starter Motor (see Figure 7-20).
STARTER
SWITCH
BATTERY
12V
16
50
3. Set the VOM to measure DC voltage. Connect
the positive (+) meter test lead to the Starter
Contactor stud that has the small jumper wire
connected to the Starter. Connect the negative
(-) meter test lead to a clean frame ground. Set
the Start-Stop Switch to “Start”. Battery voltage should be measured (see Figure 7-20, STEP 2
TEST POINT).
RESULTS:
1. If battery voltage was not measured in Step 1,
repeat Test 17.
2. If battery voltage was not measured in Step 2,
repair or
replace Wire 16 between the Starter
Contactor Relay (SCR) and the Starter Contactor
(SC).
3 If battery voltage was measured in Step 1, but not
in Step 3, replace the Starter Contactor.
Test 24 – Check Starter Motor
PERMANENT MAGNET
STEP 1
TEST POINT
STEP 2
TEST POINT
STARTER
MOTOR
Figure 7-20. – The Starter Contactor (SC)
Page 48
2. Set the VOM to measure DC voltage. Disconnect
Wire 16 from the Starter Contactor. Connect the
positive (+) meter test lead to Wire 16. Connect
the negative (-) meter test lead to a clean frame
ground. Set the Start-Stop Switch to “Start”.
Battery voltage should be indicated. Reconnect
Wire 16 to the Starter Contactor.
4. If battery voltage was measured in Step 3 but the
engine still does not crank, go to Test 24.
30
CONNECTING
DIAGRAM
STARTER
CONTACTOR
PROCEDURE:
1. Carefully inspect the starter motor cable that runs
from the Battery to the Starter Motor. Cable connections should be clean and tight. If connections
are dirty or corroded, remove cable and clean
cable terminals and studs. Replace any cable
that is defective or badly corroded. Set the VOM
to measure DC voltage. Connect the positive
(+) meter test lead to the Starter Contactor stud
that the battery cable is connected to. Connect
the negative (-) meter test lead to a clean frame
ground. Battery voltage should be measured (see
Figure 7-20, STEP 1 TEST POINT).
Conditions Affecting Starter Motor
Performance:
1. A binding or seizing condition in the Starter Motor
bearings.
2. A shorted, open or grounded armature.
a.Shorted, armature (wire insulation worn and
wires touching one another). Will be indicated by
low or no RPM.
b.Open armature (wire broken) will be indicated
by low or no RPM and excessive current draw.
c.Grounded armature (wire insulation worn and
wire touching armature lamination or shaft). Will
Section 7
DIAGNOSTIC TESTS
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 21 verified that Printed Circuit Board action is
delivering DC voltage to the Starter Contactor Relay
(SCR). Test 22 verified the operation of the SCR. Test
23 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.
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.
Figure 7-21. – Starter Motor (SM)
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.
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).
PINION
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.
If engine turns over slightly, go to Test 32 “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.
*
Figure 7-22. – Check Pinion Gear Operation
TOOLS FOR STARTER PERFORMANCE TEST:
The following equipment may be used to complete a
performance test of the Starter Motor:
❏A clamp-on ammeter.
❏A tachometer capable of reading up to 10,000 rpm.
❏A fully charged 12-volt battery.
Measuring Current:
To read the current flow, in AMPERES, a clamp-on
ammeter may be used. This type of meter indicates
current flow through a conductor by measuring the
strength of the magnetic field around that conductor.
Page 49
Section 7
DIAGNOSTIC TESTS
Remove Starter Motor:
It is recommended that the Starter Motor be removed
from the engine when testing Starter Motor performance. Assemble starter to test bracket and clamp
test bracket in vise (Figure 7-26).
Testing Starter Motor:
1. A fully charged 12 volt battery is required.
2. Connect jumper cables and clamp-on ammeter as
shown in Figure 7-26.
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).
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:
Figure 7-23. – 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 7-24).
Minimum rpm
Maximum Amps
50
Note: Nominal amp draw of starter in generator is
60 amps.
STARTER
CONTACTOR
Figure 7-24. – Tachometer
Test Bracket:
A starter motor test bracket may be made as shown in
Figure 7-25.
4500
CLAMP ON
AMP METER
STARTER
MOTOR
METAL STOCk
1/4" THICk STEEL
0.5"
2.625"
0.5"
3.5"
1.0"
TACHOMETER
4"
VISE
12 VOLT
BATTERY
12"
DRILL TWO HOLES — 1/2"
FOR STARTER
MOUNTING BRACkET
2"
DRILL TWO HOLES — 1/2"
FOR MOUNTING TACHOMETER
TAP FOR 1/4-20 NC SCREWS
Figure 7-25. – Test Bracket
Page 50
Figure 7-26. – Testing Starter Motor Performance
Section 7
DIAGNOSTIC TESTS
Test 25 – Check Fuel Supply
DISCUSSION (Gasoline Models):
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 vehicle
engine. When such is the case, the Installer may have
used a generator fuel pickup tube that is shorter than
the vehicle engine’s pickup tube. Thus, the generator
will run out of gas before the vehicle engine.
PROCEDURE:
Check fuel level in the supply tank. Attach a fresh fuel
supply if necessary and restart. Fuel may be stale,
causing a hard start.
RESULTS:
1. If necessary, replenish fuel supply.
2. If fuel is good, go to Test 26 (for Problem 7,
Section 6).
Go to Test 29 for Problem 8 (Section 6).
DISCUSSION (LPG Models):
LP gas is stored in pressure tanks as a liquid. The gas
systems used with these generators were designed
only for vapor withdrawal type systems. Vapor withdrawal systems use the gas vapors that form above
the liquid fuel in the tank. Do NOT attempt to use the
generator with any liquid withdrawal type system.
11 - 14" WATER COLUMN
REGULATOR
PRIMARY
REGULATOR
• For best results, the primary regulator supplies gaseous fuel to the secondary regulator at 11 inches
water column. Do NOT exceed 14 inches water column.
• The installer must be sure the primary regulator is
rated at sufficient gas flow to operate the generator
plus all other gas appliances in the circuit.
NOTE: Recommended MINIMUM gas flow rate for
all air-cooled RV series generators is 67 cubic feet
per hour.
If an existing primary gas regulator does not have
a sufficient flow capacity for the generator and
other gas appliances in the circuit, (a) install a
primary regulator with adequate flow rate, or (b)
install a separate regulator only and rated at least
67 cubic feet per hour. The inlet side of any primary regulator that supplies the generator must
connect directly to a gas pressure tank. Do NOT
tee the generator line into a gas circuit feeding
other areas.
CAUTION! Use only approved components in
the fuel supply system. All components must
be properly installed in accordance with applicable codes. Improper installation or use of
unauthorized components may result in fire
or an explosion. Follow approved methods to
test the system for leaks. No leakage is permitted. Do not allow fuel vapors to enter the
vehicle interior.
$
LP gas vapors should be supplied to the secondary regulator inlet at about 11 inches water column
(positive pressure). The engine pistons draw air in
during the intake stroke (Figure 7-28). This air passes
through a carburetor venturi, which creates a low
pressure that is proportional to the quantity of air
being pumped. The low pressure from the carburetor
venturi acts on the regulator diaphragm to pull the
diaphragm toward the source of low pressure. A lever
attached to the diaphragm opens a valve to permit
gas glow through the carburetor.
TO CARBURETOR
GAS IN
CARBURETOR
VAPOR
WITHDRAWAL
TANk
Figure 7-27 – Typical Propane Gas Fuel System
Gas pressure delivered to the solenoid valve must be
properly regulated by means of a primary gas regulator. Mount the primary regulator at the gas tank outlet
or in the supply line from the gas tank. The following
rules apply:
Figure 7-28 – LP Gas Carburetion Diagram
Page 51
Section 7
DIAGNOSTIC TESTS
The greater the airflow through the carburetor venturi,
the lower the pressure at the venturi throat. The lower
the pressure at the venturi throat, the greater the diaphragm movement, and the greater the movement
of the regulator valve. The more the regulator valve
opens, the greater the gas flow that is proportional to
airflow through the generator.
The following facts about the secondary regulator
must be emphasized:
• The regulator must be sensitive to venturi throat
pressure changes throughout the operating range.
• The regulator must be properly adjusted so it will
stop the flow of gas when the engine is not running
(no air flow through the carburetor).
• The slightest airflow (and vacuum in the venturi
throat) should move the regulator valve off its seat
and permit gas to flow.
Procedure:
A water manometer or a gauge that is calibrated in
“ounces per square inch” may be used to measure
the fuel pressure. Fuel pressure at the inlet side of the
LPG Shut Off Valve should be between 11-14 inches
water column as measured with a manometer. The LP
system must be able to maintain 11-14 inches water
column under all load requirements.
1. Turn LP supply to generator off.
2. If the LP gas pressure is between 11-14 inches
water Column, proceed to Test 26 for Problem
7 (Section 6). Proceed to Test 29 for Problem 8
(Section 6).
Test 26 – Check Wire 14 Power Supply
DISCUSSION:
When the engine is cranked, Printed 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 on Gasoline models. On LP models it operates the LPG Shut-off valve.
PROCEDURE:
Inside the generator panel, locate the 4-tab Connector
(Figure 7-30). Then, proceed as follows:
2. Remove the Gas Pressure Tap from the fuel regulator and install manometer to this port.
3. Turn LP supply to generator on, the gauge should
read 11-14 inches water column.
4. For Problem 8 only (Section 6), start the engine
and the gauge should read 11-14 inches water
column.
FUEL HOSE
GAS
PRESSURE
TAP
BRASS
HOSE
FITTING
Figure 7-30. – The 4-tab Connector
1. Set a VOM to read battery voltage (12 VDC).
2. Connect the meter positive (+) test lead to the 4tab Connector, the common (-) test lead to frame
ground.
3. Crank the engine and the meter should read battery voltage. If battery voltage is not measured,
proceed to Step 4.
4. Check Wire 14 for poor connection from the 4-tab
Connector to the Printed Circuit Board.
5. Crank the engine. The meter should indicate battery voltage.
RESULTS:
1. If the meter indicated battery voltage, go to Test
20 “Check Start-Stop Switch”.
Figure 7-29. – Fuel Regulator
RESULTS:
1. If the LP gas pressure is less than 11-14 inches
water column the fuel supply system must be
corrected in order to maintain 11-14 inches water
column.
Page 52
2. If battery voltage was NOT indicated in Step 3 but
is indicated in Step 5, check Wire 14 between the
4-tab Connector and the Printed Circuit Board.
a.Repair, reconnect or replace Wire 14 as necessary.
3. If battery voltage was not indicated in Step 5,
replace the Printed Circuit Board.
Section 7
DIAGNOSTIC TESTS
Test 27 – Check Wire 18
DISCUSSION:
Wire 18 controls sending the STOP signal to the
Printed Circuit Board. Coach manufacturers sometimes install a 15 to 30 foot remote harness. If unit
shuts down or will not start, a possible ground exists
on Wire 18.
PROCEDURE:
1. Disconnect the customer installed remote harness
connector from the generator. Then press the generator Start-Stop switch to the “Start” position.
If generator starts and continues to run, a short
is present in the coach remote harness. Repair or
replace the remote harness.
2. Remove the J1 connector from the Printed
Circuit Board. Set the VOM to measure resistance. Connect one test lead to Pin Location J12. Connect the other test lead to a clean frame
ground. “Infinity” should be measured.
WIRE 18
AT PIN LOCATION B
A
B
C
D
H
G
F
E
Figure 7-31. – Remote Harness Connector
3. Connect one test lead to Pin Location B on the
Remote Harness connector (see Figure 7-31).
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.
2. If “Continuity” was measured in Step 3, repair or
replace shorted Wire 18 between J1 Connector
and remote panel connector.
3. If Wire 18 checks GOOD, proceed to Problem 8
(Section 6).
Test 28 – Check Fuel Solenoid
(Gasoline Models)
DISCUSSION:
If the Fuel Solenoid fails to open, the engine will not
start.
PROCEDURE:
1. Remove Control Panel cover. Remove Wire 56
from the Starter Contactor Relay. This will prevent
the unit from cranking during test (see Figure 719, Page 47).
2. Remove air filter cover. Disconnect Connector 2
which connects to the fuel pump.
3. Activate the Start-Stop Switch (SW1) to the
“Start” position and hold. This will activate the
fuel solenoid. The fuel solenoid should energize
and produce an audible click. If the fuel solenoid
does not operate, proceed to Step 4. Reconnect
Connector 2 back to the fuel pump.
4. Set the VOM to measure DC voltage. Disconnect
Wire 14 from the Fuel Solenoid. Connect the positive (+) meter test lead to Wire 14 that goes to the
control panel. Connect the negative (-) test lead
to a clean frame ground. Activate the Start-Stop
Switch (SW1) to the “START” position and hold.
Battery voltage should be measured.
5. Set the VOM to measure resistance. Disconnect
Wire 0 from the Carburetor at the bullet connector. Connect one test lead to Wire 0 that goes to
the control panel. Connect the other test lead to a
clean frame ground. “Continuity” should be measured.
6. Connect one test lead to the Green Wire going to
the carburetor. Connect the other test lead to the
carburetor body. “Continuity” should be measured.
Short to Ground:
7. Set the VOM to measure resistance. Disconnect
the bullet connector going to the Fuel Solenoid.
Connect one meter test lead to the Red Wire
going to the Fuel Solenoid. Connect the other
meter test lead to the Fuel Solenoid housing.
A reading of 38.0 ohms should be measured.
If very low resistance is measured, a short to
ground exists. (Fuel Solenoid coil resistance is
approximately 38.0 ohms. Current draw of the
Fuel Solenoid at nominal voltage is approximately
331 milliamps or 0.331 amps).
RESULTS:
1. If the Fuel Solenoid passes Steps 4 & 5 but does
NOT operate in Step 3, replace or repair Fuel
Solenoid.
2. If battery voltage is not measured in Step 4, repair
or replace Wire 14 between the 4-tab Connector
and the Fuel Solenoid.
Page 53
Section 7
DIAGNOSTIC TESTS
3. If “Continuity” is not measured in Step 5, repair
or replace Wire 0 between the Fuel Solenoid and
ground terminal.
4. If “Continuity” is not measured in Step 6, repair or
replace Carburetor ground wire.
5. If the Fuel Solenoid operates, proceed to Test 29.
Test 29 – Check Ignition Spark
6. If spark jumps the tester gap intermittently, the
problem may be in the Ignition Magneto. Proceed
to Test 31.
SPARk TESTER CLAMP
CONNECTED TO
SPARk TESTER
SPARk PLUG
SPARk PLUG
BOOT
DISCUSSION:
A problem in the engine ignition system can cause
any of the following:
• Engine will not start.
• Engine starts hard, runs rough.
A commercially available spark tester may be used to
test the engine ignition system. One can also be purchased from Generac Power Systems (P/N 0C5969).
PROCEDURE:
1. Disconnect a high tension lead from a spark plug.
2. Attach the high tension lead to the spark tester
terminal.
3. Ground the spark tester clamp by attaching to the
cylinder head (see Figure 7-32).
SPARk TESTER CLAMP
GROUNDED TO
CYLINDER HEAD
SPARk TESTER
SPARk PLUG
BOOT
Figure 7-32. – Testing Ignition System
4. Crank the engine rapidly. Engine must be cranking at 350 rpm or more. If spark jumps the tester
gap, you may assume the ignition system is working properly. Repeat on remaining cylinder spark
plug.
5. To determine if an engine miss is ignition related,
connect the spark tester in series with the high
tension lead and the spark plug. Then, start the
engine. If spark jumps the tester gap at regular Intervals, but the engine miss continues, the
problem may be in the spark plug or fuel system.
Repeat on remaining cylinder spark plug. Proceed
to Test 30.
Page 54
Figure 7-33. – Checking Engine Miss
RESULTS:
1. If no spark or if engine miss is apparent, go to
Test 31.
2. If ignition spark is good, go to Test 30.
Cylinder Balance Test:
If the engine is hard starting, runs rough, misses or
lacks power, perform a cylinder balance test to determine whether both cylinders are operating to their full
potential.
Tools Required:Two Ignition Testers (Generac P/N
0C5969)
Attach an ignition tester between the spark plug lead
and each spark plug (Figure 7-33).
Start and run engine running at top no load speed
and note spark at ignition testers. If the spark is equal
at both ignition testers, the problem is not ignition
related. A spark miss will be readily apparent. Now
note RPM of engine. Ground out one cylinder by contacting ignition tester and a good ground on engine as
shown in Figure 7-34. Note RPM loss. Reattach plug
wire then repeat procedure with the other cylinder.
Note the RPM loss. If the difference between the two
cylinders does not exceed 75 RPM, the amount of
work the two cylinders are doing should be considered equal.
If the RPM loss is greater than 75 RPM this indicates
that the grounded cylinder with the least RPM loss is
the weakest of the two cylinders. Look to that cylinder
for a problem.
Example:
Engine RPM - Both Cylinders = 2570 RPM
Engine RPM - No. 1 Cylinder Grounded = 2500 RPM
Engine RPM - No. 2 Cylinder Grounded = 2300 RPM
Conclusion: No. 1 cylinder is weakest of the two cylinders.
Section 7
DIAGNOSTIC TESTS
2. If spark plugs are good for gasoline models, go to
Test 33. For LPG models, go to Test 32.
Test 31 – Check and Adjust Ignition
Magnetos
Figure 7-34. – Cylinder Balance Test
The cylinder balance test will also detect a cylinder
that is not functioning. When grounding out one cylinder there will be no RPM loss. When the other cylinder is grounded out the engine will stop.
Test 30 - Check Spark Plugs
DISCUSSION:
During Test 29, if spark jumped the tester gap, the
ignition system must be functioning properly. However,
if the engine misses the spark plug itself may be
fouled.
PROCEDURE:
Remove spark plugs. Clean with a commercial solvent. DO NOT BLAST CLEAN SPARK PLUGS.
Replace spark plugs if badly fouled, if ceramic is
cracked, or if badly worn or damaged. Set gap to
0.030 inch (0.76mm). Use a NGK BPR6HS (or equivalent) replacement spark plug.
SET PLUG GAP AT 0.030 inch
(0.76 mm)
DISCUSSION:
The ignition system used on GT-530 engines is a
solid-state (breakerless) type. The system utilizes a
magnet on the engine flywheel to induce a relatively
low voltage into an ignition magneto assembly. Ignition
magneto internal components increase the voltage
and deliver the resulting high voltage across the spark
plug gap.
The ignition magneto houses a solid state-circuit
board that controls ignition timing. Timing is fixed and
spark advance is automatic.
Major components of the ignition system include (a)
two ignition magneto assemblies, (b) the spark plugs,
(c) the engine control printed circuit board and (d) the
engine flywheel.
Solid-state components encapsulated in the ignition
magneto are not accessible and cannot be serviced. If
the magneto is defective, the entire assembly must be
replaced. The air gap between the magneto and the
flywheel magnet is between 0.012” to 0.015”.
The ignition magneto assembly (Figure 7-36) consists
of (a) ignition magneto, (b) spark plug high tension
lead and (c) spark plug boot.
SPARk PLUG
HIGH TENSION
LEAD
SPARk
PLUG
BOOT
IGNITION COIL
Figure 7-36. – Ignition Magneto Assembly
In Test 29, a spark tester was used to check for
engine ignition. If sparking or weak spark occurred,
one possible cause might be the ignition magneto(s).
This test consists of adjusting the air gap between the
ignition magneto(s) and the flywheel. The flywheel
and flywheel key will also be checked during this test.
If no sparking occurs, the ground harness may be at
fault.
Figure 7-35 – Setting Spark Plug Gap
RESULTS:
1. Clean and regap or replace sparks plug as necessary.
Procedure:
1. Disconnect the J1 connector from the Printed
Circuit Board. Carefully remove Wire 18A from Pin
Location J1-14. Connect the J1 connector back to
the Printed Circuit Board. Repeat Test 29 “Check
Ignition Spark”. If the unit now produces spark go
Page 55
Section 7
DIAGNOSTIC TESTS
to Step 2. If the unit does not produce spark or
has weak spark go to Step 4.
2. Do the following:
a. Set a VOM to measure resistance. Connect
the positive (+) meter test lead to Wire 18A
(Wire 18A still removed from the J1 connector) Connect the negative (-) meter test lead
to a clean frame ground. “Infinity” should be
measured, or 0.5 to 1M ohms, depending
upon the type of VOM used. If “Continuity” is
measured proceed to Step 12.
b. Set a VOM to the diode test range. Attach the
negative (-) meter test lead to Pin Location
J1-14 on the Printed Circuit Board. (Wire 18A
still removed from the J1 connector) Attach
the positive (+) meter test lead to frame
ground. Set the Start-Stop Switch to “start”.
“Infinity” should be measure during cranking and running. If the VOM does not have a
diode test range, set VOM to measure resistance again. “Infinity” should be measured.
3. If Step 1 produced spark and Step 2 tested good,
set the VOM to measure DC voltage. Connect one
test lead to Wire 15 (J1-4) on PCB. Connect the
other test lead to frame ground. Battery voltage
should be measured. Verify that Wire 15 is connected to J1 and that Wire 14 is connected to J15; if reversed the unit will produce no spark.
4. Rotate the flywheel until the magnet is under the
module (armature) laminations (see Figure 7-37).
5. Place a 0.012-0.015 inch thickness gauge
between the flywheel magnet and the module
laminations.
7. Tighten both mounting screws.
8. To remove the thickness gauge, rotate the flywheel.
9. Repeat the above procedure for the second magneto.
10. Repeat Test 55 and check for spark across the
spark tester gap.
11. If air gap was not out of adjustment, test ground
wires.
12. Set the VOM to the diode test position. The meter
will display forward voltage drop across the diode.
If the voltage drop is less than 0.7 volts, the meter
will “Beep” once as well as display the voltage
drop. A continuous tone indicates “Continuity”
(shorted diode). An incomplete circuit (open
diode) will be displayed as “OL.”
13. Disconnect the engine ground harness from the
ignition magnetos and stud connector (see Figure
7-38).
Results:
1. If “Infinity” was not measured in Step 2b, replace
the Printed Circuit Board.
Note: If VOM was set to Diode test, a reading of
0.5 volts would be observed when the Start-Stop
Switch is set to “STOP”. If the VOM was set to
resistance, a reading of 0.5 to 1.5M ohms would
be measured. During cranking and running this
reading should go to “Infinity”. Verify that the
meter leads were properly connected as per Step
2 instructions.
2. If battery voltage was not measured in Step 3,
reconnect Wire 15 and Wire 14 to their correct
terminal locations.
C
NEGATIVE METER
TEST LEAD
ENGINE
GROUND
HARNESS
B
A
Figure 7-37. – Setting Ignition Magneto
(Armature) Air Gap
6. Loosen the mounting screws and let the magnet
pull the magneto down against the thickness
gauge.
Page 56
POSITIVE METER
TEST LEAD
Figure 7-38. – Engine Ground Harness Test Points
Section 7
DIAGNOSTIC TESTS
3. If “Infinity” was not measured in Step 15, repair
or replace grounded Wire 18A between the J1
Connector and the insulated terminal stud or
defective insulated terminal stud.
1. Loosen the rocker arm jam nut. Use a 10mm allen
wrench to turn the pivot ball stud while checking the
clearance between the rocker arm and valve stem
with a feeler gauge (see Figure 7-39).
4. If sparking still does not occur after adjusting the
armature air gap, testing the ground wires and
performing the basic flywheel test, replace the
ignition magneto(s).
2. When clearance is correct, hold the pivot ball stud
with the allen wrench and tighten the rocker arm
jam nut to the specified torque with a crow’s foot.
After tightening the jam nut, recheck valve clearance to make sure it did not change.
Note: Before replacing the Ignition Magneto, check
the Flywheel Magnet.
CHECKING FLYWHEEL MAGNET:
The flywheel magnet rarely loses its magnetism. If you
suspect a magnet might be defective, a rough test can
be performed as follows:
1. Place the flywheel on a wooden surface.
ORQUE SPECIFICATION
T
ROCKER ARM JAM NUT
174 inch-pounds
2. Hold a screwdriver at the extreme end of its handle and with its point down.
3. Move the tip of the screwdriver to about 3/4 inch
(19mm) from the magnet. The screwdriver blade
should be pulled in against the magnet.
FLYWHEEL KEY:
In all cases, the flywheel taper is locked on the crankshaft taper by the torque of the flywheel nut. A keyway
is provided for alignment only and theoretically carries
no load.
If the flywheel key becomes sheared or even partially
sheared, ignition timing can change. Incorrect timing
can result in hard starting or failure to start.
Remove and inspect flywheel key for damage.
Test 32 – Check Valve Adjustment
FEELER GAUGE
ALLEN WRENCH
Figure 7-39 – Adjusting Valve Clearance
CROW'S FOOT
Discussion:
The valve lash must be adjusted correctly in order to provide the proper air/fuel mixture to the combustion chamber.
Adjusting Valve Clearance:
Adjust valve clearance with the engine at room temperature. The piston should be at top dead center
(TDC) of its compression stroke (both valves closed).
An alternative method is to turn the engine over and
position the intake valve fully open (intake valve spring
compressed) and adjust the exhaust valve clearance.
Turn the engine over and position the exhaust valve
fully open (exhaust valve spring compressed) and
adjust the intake valve clearance.
Correct valve clearance is given below, in INCHES
(MILLIMETERS).
Intake Valve
0.002-0.004 (0.05-0.1)
Exhaust Valve
0.002-0.004 (0.05-0.1)
Figure 7-40 – Tightening the Jam Nut
Install Rocker Arm Cover
1. Use a new rocker arm cover gasket. Install the
rocker arm cover and retain with four screws.
Results:
Adjust valves to specification and retest. If problem
continues, go to Test 35.
Page 57
Section 7
DIAGNOSTIC TESTS
Test 33 – Check Carburetion
Test 34 – Check Choke Solenoid
DISCUSSION:
If the engine cranks but will not start, one possible
cause of the problem might be the carburetion system.
DISCUSSION:
The automatic choke is active only during cranking.
When the Start-Stop Switch is held at “START”, a
crank relay on the Printed Circuit Board is energized
closed to (a) crank the engine and (b) deliver a cyclic
voltage to the Choke Solenoid via Wire 14. The Choke
Solenoid will be pulled in for about two seconds, then
deactivate for about two seconds. This cyclic choking
action will continue as long as the engine is being
cranked.
PROCEDURE:
Before making a carburetion check, be sure the fuel supply tank has an ample supply of fresh, clean gasoline.
Check that all shutoff valves are open and fuel flows
freely through the fuel line.
Make sure the automatic choke operates properly.
If the engine will not start, remove and inspect the spark
plug. If the spark plug is wet, look for the following:
❏Overchoking.
❏Excessively rich fuel mixture.
❏Water in fuel.
❏Intake valve stuck open.
❏Needle/float stuck open.
If the spark plug is dry look for the following:
❏Leaking carburetor mounting gaskets.
❏Intake valve stuck closed.
❏Inoperative fuel pump.
❏Plugged fuel filter(s).
❏Varnished carburetor
If the engine starts hard or will not start, look for the
following:
❏Physical damage to the AC generator. Check the
Rotor for contact with the Stator.
❏Starting under load. Make sure all loads are disconnected or turned off before attempting to crank and
start the engine.
❏Check that the automatic choke is working properly.
RESULTS:
If problem has not been solved, go to Test 34. If carburetor is varnished, clean or replace.
1. Remove fuel line at carburetor and ensure that
there is an adequate amount of fuel entering the
carburetor.
PROCEDURE:
1. Operational Check: Crank the engine. While
cranking, the choke solenoid should pull in about
every 2 seconds (2 seconds ON, 2 seconds OFF).
If the choke solenoid does not pull in, try adjusting
the choke as follows.
2. Pre-Choke Adjustment: With the CHOKE
SOLENOID not actuated, the carburetor CHOKE
PLATE should be approximately 1/8 Inch from its
full open position. Verify choke is completely open
once engine is warmed up. If not, power will be
down and emissions will be up. Adjust position
of bi-metal HEATER Assembly by loosening
screws until unit starts when cold and the choke
closes when engine is up to temperature. Tighten
the screws to complete the adjustment.
BI-METAL
HEATER
SCREWS
STEPPER
MOTOR
CHOKE
SOLENOID
2. Remove the float bowl and check to see if there is
any foreign matter in bottom of carburetor bowl.
3. The float is plastic and can be removed for access
to the needle so it can be cleaned.
4. With all of this removed carburetor cleaner can
be used to clean the rest of the carburetor before
reassembly.
5. After cleaning carburetor with an approved carburetor cleaner, blow dry with compressed air and
reassemble.
Shelf life on gasoline is 30 days. Proper procedures
need to be taken for carburetors so that the fuel doesn’t
varnish over time. A fuel stabilizer must be used at all
times in order to ensure that the fuel is fresh at all times.
Page 58
Figure 7-41. – Automatic Choke Assembly
3. Choke Solenoid Adjustment: Loosen the screws
that retain the CHOKE SOLENOID to its bracket. Slide the CHOKE SOLENOID in the slotted
holes of the bracket to adjust axial movement of
the SOLENOID PLUNGER. Adjust SOLENOID
PLUNGER movement until, with the carburetor
CHOKE PLATE 0.5mm from closed, the CHOKE
SOLENOID is bottomed in its coil (plunger at
full actuated position). With the CHOKE PLATE
0.5mm from closed and the plunger bottomed
Section 7
DIAGNOSTIC TESTS
in its coil, tighten the two screws. Verify that the
choke solenoid plunger and linkage move freely
without any drag or resistance that may restrict
movement.
CHOKE CONTROL ROD
PLUNGER
6. Set the VOM to measure resistance. Disconnect
Connector 3 from the Choke Solenoid. Connect
one test lead to Wire 0 (Pin 1) of Connector 3,
going to the control panel. Connect the other test
lead to frame ground. “Continuity” should be measured.
7. Set the VOM to measure resistance. Disconnect
Connector 3. Connect one meter test lead to
Wire 90 (Connector 3, Pin 2) going to the Choke
Solenoid. Connect the other meter test lead to
Wire 0 (Connector 3, Pin 1). Approximately 3.7
ohms should be measured. (Current draw of
Choke Solenoid at nominal voltage is 3.4 amps).
Short to Ground:
8. Set the VOM to measure resistance. Disconnect
Connector 3. Connect one meter test lead to Wire
90 (Connector 3, Pin 2). Connect the other meter
test lead to the metal Choke Solenoid housing.
“Infinity” should be measured. If “Continuity” is
measured, a short to ground exists.
CHOKE SOLENOID
MOVES VERTICALLY
Figure 7-42. – Choke Solenoid Adjustment
4. Disconnect Connector 3: Set the VOM to measure
DC voltage. Connect the positive (+) test lead to
Wire 90 (Pin 2) of Connector 3 going to the control
panel. Connect the negative (-) test lead to frame
ground. Activate the Start-Stop Switch to “START.”
During cranking, battery voltage should be measured cyclically every two seconds.
5. If battery voltage was not measured in Step 4,
check at J1 Connector: Connect positive (+) test
lead to Pin Location J1-2 at the Printed Circuit
Board. Connect the negative (-) test lead to frame
ground. Activate the Start-Stop Switch to “START.”
During cranking, battery voltage should be measured cyclically every two seconds.
RESULTS:
1. If Choke operation is good, go to Test 32 for
Problem 7, “Engine Cranks but Won’t Start”
(Section 6). Go to Test 41 for Problem 8, “Engine
Starts Hard and Runs Rough”.
2. If battery voltage was measured in Step 5 but
not measured in Step 4, repair or replace Wire
90 between Printed Circuit Board (PCB) and
Connector 3.
3. If battery voltage is not measured in Step 5 during
engine cranking, replace PCB.
4. If “Continuity” is not measured in Step 6, repair or
replace Wire 0 between the ground terminal and
Connector 3.
5. If Choke Solenoid coil resistance is not measured or is incorrect in Step 7, replace the Choke
Solenoid.
Test 35 – Check Engine / Cylinder Leak
Down Test / Compression Test
1
1
90
2
14
3
14
TO CHOkE
SOLENOID
2
3
TO CONTROL
PANEL
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.
Figure 7-43. – Connector 3
Page 59
Section 7
DIAGNOSTIC TESTS
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 both spark plugs.
Procedure:
1. Remove a spark plug.
5. Repeat the procedure for the remaining cylinder
and record the highest reading.
2. Gain access to the flywheel. Remove the valve
cover.
3. Rotate the engine crankshaft until the piston
reaches top dead center (TDC). Both valves
should be closed.
4. Lock the flywheel at top dead center.
5. Attach cylinder leak down tester adapter to spark
plug hole.
6. Connect an air source of at least 90 psi to the leak
down tester.
7. Adjust the regulated pressure on the gauge to 80
psi.
8. Read the right hand gauge on the tester for cylinder pressure. 20 percent leakage is normally
acceptable. Use good judgement, and listen for air
escaping at the carburetor, the exhaust, and the
crankcase breather. This will determine where the
fault lies.
9. Repeat Steps 1 through 8 on remaining cylinder.
Results:
❏Air escapes at the carburetor – check intake valve.
❏Air escapes through the exhaust – check exhaust
valve.
❏Air escapes through the breather – check piston
rings.
❏Air escapes from the cylinder head – the head 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 for the V-Twin engine. Testing has
proven that an accurate compression indication
can be obtained using the following method.
Page 60
2. Insert a compression gauge into either cylinder.
3. Crank the engine until there is no further increase
in pressure.
4. Record the highest reading obtained.
RESULTS:
The difference in pressure between the two cylinders
should not exceed 25 percent. If the difference is
greater than 25 percent, loss of compression in the
lowest reading cylinder is indicated.
Example 1: If the pressure reading of cylinder #1 is
165 psi and of cylinder #2, 160 psi, the difference is
5 psi. Divide “5” by the highest reading (165) to obtain
the percentage of 3.0 percent.
Example 2: No. 1 cylinder reads 160 psi; No. 2 cylinder
reads 100 psi. The difference is 60 psi. Divide “60” by
“160” to obtain “37.5” percent. Loss of compression in
No. 2 cylinder is indicated.
If compression is poor, look for one or more of the following causes:
❏Loose cylinder head bolts.
❏Failed cylinder head gasket.
❏Burned valves or valve seats.
❏Insufficient valve clearance.
❏Warped cylinder head.
❏Warped valve stem.
❏Worn or broken piston ring(s).
❏Worn or damaged cylinder bore.
❏Broken connecting rod.
❏Worn valve seats or valves.
❏Worn valve guides.
NOTE: Refer to Engine Service manual P/N xxxxxx
for further engine service information.
Test 36 – 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. Printed Circuit 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.
Section 7
DIAGNOSTIC TESTS
2. Locate Pin Location J1-6 on the harness end of
the J1 Connector.
3. Remove Wire 86 from the Low Oil Pressure switch
(LOP).
4. Set a VOM to its “Rx1” scale and zero the meter.
5. Insert one meter test lead into the end of Wire 86
disconnected from the LOP. Insert the other meter
test lead into Pin Location J1-6 on the harness
end of the J1 Connector.
RESULTS:
1. If “Continuity” is not indicated, repair or replace
Wire 86.
2. If “Continuity” is indicated, replace the Printed
Circuit Board.
Figure 7-44. – 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.
Test 38 – Test Oil Temperature Switch
DISCUSSION:
If the engine cranks, starts and then shuts down,
one possible cause of the problem may be a high oil
temperature condition. Protective shutdown is a normal occurrence if the oil temperature switch exceeds
approximately 270° F for gasoline units, or 284° F for
LP units.
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. 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. Verify that the oil is the proper
viscosity for the climate and season.
4. If all steps check GOOD, go to Test 37.
Test 37 – Check Wire 86 for Continuity
PROCEDURE:
1. Disconnect the J1 Connector from the Printed
Circuit Board.
Figure 7-45. – Oil Temperature Switch
PROCEDURE:
1. Remove Wire 85 from Oil Temperature Switch
terminal and start the generator. If engine starts
and runs now, but shuts down when Wire 85 is
connected to the switch terminal, the following
possibilities exist:
a.Oil temperature is too high.
b.The oil temperature switch has failed closed or
is shorted to ground.
2. Remove the switch and place its sensing tip into
oil (Figure 7-46). Place a thermometer into the oil.
Page 61
Section 7
DIAGNOSTIC TESTS
3. Connect the test leads of a VOM across the
switch terminals. The meter should read “Infinity”.
4. Heat the oil. When oil temperature reaches approximately 270-284° F., the switch contacts should close and the meter should read
“Continuity”.
RESULTS:
1. If “Continuity” is not indicated, repair or replace
Wire 85.
2. If “Continuity” is indicated, replace the Printed
Circuit Board.
Test 40 – Test Choke Heater
DISCUSSION:
The Choke Heater is a sensitive heating element
wrapped around a temperature sensitive Bi-Metal
strip. The Bi-Metal Heater Assembly positions
the Choke Plate during startup. Once running, the BiMetal Heater Assembly will also allow the Choke Plate
to fully open. Power for the heater element is supplied
from Wire 14 to assist the Bi-Metal Heater Assembly
in opening the Choke Plate after starting. Failure of
the Choke Plate to open will cause an excessively rich
fuel-air mixture and engine performance will suffer.
Figure 7-46. – Testing Oil Temperature Switch
RESULTS:
1. If the Oil Temperature Switch fails Step 3 or Step
4, replace the Oil Temperature Switch.
2. If the Oil Temperature Switch is good, an overheat
condition may be occurring. Verify that the installation of the generator is within specified tolerances.
The generator must receive the proper amount of
incoming air, and also be able to exhaust the
cooling air with NO RESTRICTIONS. Check to
be sure that the exhaust pipe is not under the
air intake. Refer to the Owner’s and Installation
Manual for proper installation specifications. If
installation is correct, go to Test 20.
Test 39 – Check Wire 85 for Continuity
PROCEDURE:
1. Disconnect the J1 Connector from the Printed
Circuit Board.
2. Locate Pin Location J1-7 on the harness end of
the J1 Connector.
3. Remove Wire 85 from the High Oil Temperature
switch (HOT).
4. Set a VOM to its “Rx1” scale and zero the meter.
5. Insert one meter test lead into the end of Wire
85 disconnected from the HOT. Insert the other
meter test lead into Pin Location J1-7 on the harness end of the J1 Connector.
Page 62
PROCEDURE:
1. Verify that the Choke Plate on the carburetor is
mechanically free to move and is not binding. If
the engine runs rough, check the operation of the
Bi-Metal Heater Assembly. Allow the engine
to run for five minutes, then inspect the choke
position. The Bi-Metal strip should have been
heated by the Choke Heater and should have
expanded to allow the Choke Plate to open fully.
2. If the Choke Plate did not open in Step 1, check
the Choke Heater. Set the VOM to measure DC
voltage. Disconnect Connector 3 at the Choke
Assembly. Connect the positive (+) meter test
lead to Wire 14 (Connector 3, Pin 3) going to the
control panel. Connect the negative (-) meter test
lead to a clean frame ground. Set the Start-Stop
Switch to “START.” Battery voltage should be
measured (see Figure 7-43 on Page 63).
3. If battery voltage was not measured in Step 2,
set the VOM to measure resistance. Disconnect
Connector 3 at the Choke Assembly. Connect
one meter test lead to Wire 14 (Connector 3, Pin
3) going to the control panel. Connect the other
meter test lead to the 4-tab Connector for Wire 14
in the control panel. “Continuity” should be measured.
Short to Ground:
Set the VOM to measure resistance. Connect one
meter test lead to Wire 14 (Connector 3, Pin 3) going
to the Bi-Metal Heater Assembly. Connect the other
meter test lead to the exposed steel portion of the BiMetal Heater Assembly. Approximately 37 ohms (±20%)
should be measured. (Current draw of the Bi-Metal
Heater Assembly at nominal voltage is approximately
340 milliamps or 0.340 amps). If “Continuity” is present
the Bi-Metal Heater Assembly has a short to ground.
Section 7
DIAGNOSTIC TESTS
Results:
1. If Choke Plate is binding in Step 1, repair or
replace binding Choke Plate. If Bi-Metal Heater
Assembly tests good, go to Test 32.
2. If continuity was not measured in Step 3, repair or
replace Wire 14 between the 4-tab Connector and
Connector 3.
3. If the resistance value is incorrect in the Short to
Ground step, or the Bi-Metal Heater Assembly
does not function with voltage present, replace
the Bi-Metal Heater Assembly.
RESULTS:
1. If the solenoid energized in Step 1, proceed to
Test 29.
2. If “Continuity” was not measured in Step 2 repair
or replace Wire 0 between the LPG Fuel Solenoid
(FS) and the Ground Terminal (GRD1) in the control panel.
3. If “Continuity” was measured in Step 2, repair or
replace the Fuel Solenoid (FS).
241
TEST 41 – CHECK LPG FUEL SOLENOID
DISCUSSION:
If the LPG Fuel Solenoid (FS) fails to open, fuel will
not be available to the engine and it will not start.
PROCEDURE:
1. Place one hand on the top of the LPG Fuel
Solenoid. Activate the Fuel Prime Switch. You
should be able to feel as well as hear the solenoid
energize. If solenoid energizes discontinue testing.
2. Set VOM to measure resistance. Disconnect Wire
0 from the LPG Fuel Solenoid. Connect one meter
test lead to Wire 0. Connect the other test lead to
a clean frame ground. “Continuity” should be measured. Reconnect Wire 0 to LPG shut off valve.
FUEL SOLENOID
0
FUEL REGULATOR
Figure 7-49. – Fuel Solenoid
Short to Ground:
Set VOM to measure resistance. Disconnect Wire 14A
from the LPG Fuel Solenoid. Connect one meter test
lead to LPG Fuel Solenoid. terminal that Wire 14A
was just removed from. Connect the other meter test
lead to a clean frame ground. LPG Fuel Solenoid.
Coil resistance of approximately 30-32 ohms Should
be measured. Current draw of the LPG Fuel Solenoid
at nominal voltage Is approximately 380 milliamps or
0.380 amps.
Page 63
Section 9
Exploded Views
Base & Pulley – Drawing No. 0G7720-B
Page 64
Section 9
Exploded Views
ITEM
QTY.
1
1
2
DESCRIPTION
ITEM
QTY.
DESCRIPTION
TRAY, 530 RV
24
1
FRAME GT530 RV MOUNTING
2
NUT FLANGE 5/16-18 LOCK
25
1
SPACER, SAFETY BOLT .375 I.D.
3
8
NUT HEX 5/16-18 STEEL
26
2
SCREW HHC 5/16-18 X 3 SPC
4
12
WASHER LOCK M8-5/16
27
1.5ft
TAPE ELEC UL FOAM 1/8 X 1/2
5
13
WASHER FLAT 5/16-M8 ZINC
28
1
DUCT AIR OUT
6
2
SCREW HHC 3/8-24 X 1-1/2 G8
29
1
GASKET, AIR OUT DUCT
7
1
BELT V-RIBBED 4L X 43.75" LG
1
GASKET, AIR OUT DUCT OPPOSITE SIDE
8
2
WASHER LOCK M10
30
1
SCREEN, BOTTOM AIR OUT
9
2
WASHER FLAT 3/8-M10 ZINC
31
3
WASHER FLAT 1/4-M6 ZINC
10
1
ALTERNATOR PULLEY
32
3
SCREW SWAGE 1/4-20 X 1/2 ZYC
11
4
VIB MNT 1.5X1.38X5/16-18 DR 45
33
5
ISOLATION SPRING
12
1
FAN 7" DIA (NYLON)
34
1
MUFFLER, 530 RV
13
11
SCREW HHTR #10-32 X 9/16
35
1
BOLT U 5/16-18 X 1.25 W/SADDLE
14
7
WASHER FLAT 1/4-M6 ZINC
36
4
SCREW SHC M8-1.25 X 18 G8.8
15
7
WASHER LOCK M6-1/4
37
1
SCREW CRIMPTITE 10-24 X 3/8
16
7
SCREW HHC M6-1.0 X 12 G8.8
38
1
SCREEN SPARK ARRESTOR
17
1
ENGINE PULLEY
39
2
CLAMP EXHAUST
18
1
FAN ENGINE PULLEY RV
40
1
EXHAUST FLEX
19
2
BRACKET MUFFLER SUPPORT
41
1
EXHAUST MANIFOLD
20
2
BOLT CARR 5/16-18 X 1
42
6
SCREW CRIMPTITE 10-24 X 1/2
21
1
EDGE TRIM W/ 3/4" HOLLOW CYL.
43
6
WASHER FLAT #10 ZINC
22
1
BLOWER HOUSING WALL
44
2
GASKET, EXH BASE, 530 RV
23
1
GASKET, LOWER BLOWER HOUSING
45
2
GASKET, EXHAUST GT530
Page 65
Section 9
Exploded Views
Enclosure – Drawing No. 0G3881-C
Page 66
Section 9
Exploded Views
ITEM
QTY.
DESCRIPTION
ITEM
QTY.
1
1
2
2
3
1
FOAM ENCLOSURE DOOR
4
23
DESCRIPTION
ENCLOSURE DOOR
22*
1
BRACKET, 530 RV REGULATOR (LP)
SLIDE LATCH, FLUSH
23
1
FOAM BACK ENCLOSURE ALT SIDE
*
1
FOAM BACK ENCLOSURE ALT SIDE (LP)
NUT FLANGE M6-1.0 NYLOK
24
1
ENCLOSURE ROOF
*
26
NUT FLANGE M6-1.0 NYLOK (LP)
25
1
ENCLOSURE, BACK PANEL 530 RV
5
1
BRACKET, ENCLOSURE ELECTRIC HTR
26
1
FOAM BACK PANEL ENCLOSURE
6
1
GROMMET, OIL FILTER
27*
1
REGULATOR ASSY, 530 RV LP (LP)
7
1
U CHANNEL 1/8”
28
1
UPPER BLOWER HOUSING
8
1
TRAY, 530 RV
29
1
UPPER BLOWER HOUSING GASKET
9
1
GASKET AIR IN BOTTOM DUCT
30
1
EXHAUST DIVIDER PANEL
10
1
PLUG PLASTIC 1.093-1.125
31
1
MUFFLER HOLD DOWN BRACKET
11
1
GASKET AIR IN TOP DUCT
32
1
ENCLOSURE EXHAUST SIDE PANEL
12
1
DUCT AIR IN ROOF
33
1
FBR GLASS, ENCLOSURE MFLR BACK
13
13
SCREW HHTT M6-1.0X12 ZINC
34
1
FOAM EXHAUST END ENCL FRONT
14
1
TOP DIVIDER PANEL
35
2
FBR GLASS, ENCLOSURE MFLR SIDE
15
1
FOAM, SIDE ENCLOSURE
36
9
SCREW HHTT M6-1.0X8 ZYC
*
1
FOAM, SIDE ENCLOSURE (LP)
37
1
BUMPER
16
1
ENCLOSURE SIDE / BACK
38
1
STAND OFF
17
1
GROMMET OVAL 31.75X50.8
39
1
WASHER, FLAT 1/4”
18
18
SCREW SWT 1/4-20X5/8 W/W
40
1
WASHER, LOCK 1/4”
19*
2
SCREW HHC M8-1.25X16 G8.8 (LP)
41
1
SCREW HHC 1/4-20 X 3/4” G5
20*
2
WASHER LOCK M8-5/16 (LP)
42
1
GASKET, SCROLL DUCT
21*
2
WASHER FLAT 5/16-M8 ZINC (LP)
*ITEM FOR MODELS WITH LP
Page 67
Page 68
14
15
12
13
17
6
16
52
28
27
25
26
24
25
24
11
18
10 9
20
21
55
23
22
20
20
21
51
8
TO "A"
19
1
3
2
53
30
REAR VIEW OG3530
TO AIRBOX
54
29
38
4
7
35
37
36
36
6
33,34
47
40
39
41
31
48
17
42 43 44
5
32
"A"
12
46
49
45
45
50
Section 9
Exploded Views
Control Panel – Drawing No. 0G5489-D
Section 9
Exploded Views
ITEM
QTY.
ITEM
QTY.
1
1
DESCRIPTION
SCREW HHC M6-1.0 X 25 G8.8
32
4
DESCRIPTION
SCREW PPHM #6-32 X 1/4 SEMS
2
2
SCREW PLASTITE HI-LOW #10X3/8
33
1
FUSE 7.5AXBK/AGC7.5NX
3
1
BUSHING SNAP SB-1093-937
34
1
HOLDER FUSE
4
1
WIRE HARNESS C/PNL FRAME
35
1
SWITCH RKRSPDT(ON)OFF(ON)ILLUM
5
1
NUT HEX M6 X 1.0 G8 YEL CHR
36
4
NUT HEX LOCK M5-0.8 NYINS ZINC
6
2
WASHER FLAT 1/4-M6 ZINC
37
1
ASSY PCB VREG AIR COOLED 2006
7
1
WASHER LOCK SPECIAL 1/4"
38
1
ASSY PCB RV CONTROLLER
8
1
FUEL PUMP MOUNTING BRACKET
39
1
C/PNL FRAME RV
9
28.75”
HOSE,1/4" SAE30R7
40
2
SCREW PPHM M4-0.7 X 16
10
1
CLAMP,HOSE OETIKR STEPLSS 14.5
41
2
SCREW PPHM M3-0.5 X 12
11
1
BARBED STR 1/8NPT X 1/4
42
1
RELAY 12V 25A SPST
12
5
NUT FLANGE M6-1.0 NYLOK
43
2
WASHER FLAT #4 ZINC
13
1
FUEL PUMP
44
2
NUT HEX LOCK M3-0.5 NY INS
14
1
ELBOW 90D STREET 1/8 BRASS
45
4
SCREW HHC M5-0.8 X 30 G8.8
15
1
FILTER FUEL 1/8P-1/4H
46
4
SCREW HHTT M5-0.8 X 10 BP
16
1
SCREW HHC 1/4-20 X 2-1/4” G5
47
1
BLOCK 1 POSITION, 4 TAB
17
2
WASHER LOCK M6-1/4
48
2
NUT HEX LOCK M4-0.7 NY INS
18
1
AC HARNESS 530RV
49
1
CIRCT BRK 20X1 MAG 10-32 CARL (4500W)
19
1
GROMMET, DOUBLE SLIT
20
3
NUT HEX JAM 3/8-16 BRASS
21
2
WASHER LOCK 3/8
22
1
WASHER LOCK SPECIAL 3/8
CIRCT BRK 30X1 MAG 10-32 CARL (5500W)
23
1
STUD 3/8-16 X 2-1/4 BRASS
CIRCT BRK 30X1 MAG 10-32 CARL (6500W)
24
2
NUT HEX 5/16-18 STEEL
51
1
EARTH STRAP
25
2
WASHER LOCK M8-5/16
52
1
NYLON SPACER .26 X 1.00 X 1.73
26
1
WASHER FLAT 5/16-M8 ZINC
53
1
27
1
STUD, 1/4-20 TO 5/16-18
BULKHEAD
ADAPTER
(5410-1/5412-1/5414-1 ONLY)
28
1
NEUTRAL CONNECTOR UL
54
1
29
2
SCREW PPHTF #8-18 X 1/2 AB
B AR B E D 9 0 E L B O W
(5410-1/5412-1/5414-1 ONLY)
30
1
CONTROL PANEL COVER
55
1
P L U G S T D. P I P E ¼ C O U N T E R S I N K
(5410-1/5412-1/5414-1 ONLY)
31
1
C/PNL FACE
CIRCT BRK 20X1 MAG 10-32 CARL (5500W)
CIRCT BRK 30X1 MAG 10-32 CARL (6500W)
50
1
CIRCT BRK 20X1 MAG 10-32 CARL (4500W)
¼
F I TT I N G
X
¼
NPT
*HARNESS NOT SHOWN
Page 69
Section 9
Exploded Views
Engine Accessories – Drawing No. 0G7718-B
Page 70
Section 9
Exploded Views
ITEM
QTY.
ITEM
QTY.
1
1
DESCRIPTION
FRAME
49
1
DESCRIPTION
ASSY, OIL DRAIN FITTING
3
1
ENGINE WRAPPER, STARTER SIDE
50
1
OIL FILTER SUPPORT
4
8
SCREW HHFC M8-1.25 X 14
51
2
SCREW SWAGE 1/4-20 X 1
5
1
SNAP BUSHING
52
1
OIL FILTER
6
14
SCREW CRIMPTITE 10-24 X 1/2
53
1
OIL PRESSURE SWITCH 5 PSI
7
1
SHIELD WRAPPER, CYLINDER #1
54
1
SWITCH, THERMAL 270F
8
13
SCREW HHFC M6-1.0 X 12 G8.8
55
2
WASHER, LOCK M3
9
1
ENGINE WRAPPER, BACK
56
2
SCREW PPHM M3-0.5 X 8
10
1
BACKPLATE
58
1
BRACKET, OIL CHECK TUBE
11
1
ASSY, FLYWHEEL & RING GEAR 29D
59
1
SCREW SWAGE 1/4-20 X 1/2
12
1
ASSY, GROUND WIRE CONNECTOR
60
1
WRAPPER ENGINE VALLEY
13
1
WASHER,BELV-20 X 2.2
61
1
WRAPPER UPPER VALLEY
14
1
NUT HEX M20-1.5 G8
62
1
WRAPPER INNER CYLINDER #2
15
1
BLOWER HOUSING
63
1
WRAPPER INNER CYLINDER #1
16
1
SHIELD WRAPPER, CYLINDER #2
64
2
SPARKPLUG
17
1
KEY, WOODRUFF 4 X 19D
65
1
OIL LINE OUT
18
1
BREATHER HOSE
66
1
OIL LINE IN
19
3
WASHER FLAT 3/8 – M10 ZINC
67
2
SCREW PPHM #4-40 X 1/4
20
1
IGNITION COIL CYLINDER #1
68
1
ASSEMBLY, BI-METAL/HEATER
21
1
IGNITION COIL CYLINDER #2
69
1
CHOKE SOLENOID
1
CONTROLLER ASSEMBLY
22
4
SCREW HHFC M6-1.0 X 25 SEMS
70
23
2
GASKET, INTAKE
71
2
SCREW HHC M6-1.0 X 10 G8.8
6
WASHER LOCK M6-1/4
24
1
INTAKE MANIFOLD
72
25
4
SCREW SHC M8-1.25 X 20 G12.9
73
1
BALL STUD, 10 MM
1
NUT HEX LOCK M3-0.5
26
1
GASKET, MANIFOLD TO CARB/MIXER
74
27
1
CARBURETOR
75
1
BRACKET, CONTROLLER SUPPORT
28
1
ROD, CHOKE CONTROL
76
2
SCREW HHC M6-1.0 X 12 G8.8
29
1
ASSY GOVERNOR ROD
77
1
ASSY, GROUNDING WIRE W/O DIODES
30
1
GASKET, AIRBOX/CARB
78
1
COTTER PIN
1
BOOT, BATT. CABLE
31
1
CLAMP, HOSE OETIKER STEPLESS 14.5
80
32
1
WRAPPER, ENGINE OIL ADAPTOR
81
1
WIRE ASSY. BATT. POS.
2
WASHER, FLAT 1/4-M6
33
1
SNORKEL, AIR BOX
83
34
1
AIRBOX BASE
84
2
SCREW HHC M8-1.25 X 85
2
NUT M6-1.0
35
1
AIR FILTER
85
36
1
AIRBOX SEAL
86
2
SCREW CRIMPTITE 10-24 X 3/8
37
1
AIRBOX QUARTER KNOB
87
1
START MOTOR
38
1
AIRBOX COVER
88
2
WASHER, LOCK M8-5/16
40
1
OIL DRAIN LINE
89
1
WASHER, LOCK SPECIAL 3/8
41
4
SCREW HHTT M6-1.0 X 10 YELLOW CHROME
90
4
SCREW HHC 3/8-16 X 1-3/4
42
1
CLAMP, VINYL 9.5 O.D.
91
1
CLAMP VINYL .75 X .343
1
INSULATOR
43
2
3/4 NPT TO 3/8 O.D. FLARE
92
44
1
ASSY, CAP AND DIPSTICK
93
1
GASKET, MANIFOLD TO CARB/MIXER
2
BOLT,CARB MOUNT M6-1.0 X 95
45
1
OIL DRAIN/DIPSTICK TUBE
94
46
1
90 DEGREE ELBOW 3/8 NPT X 3/8 BARBED
95
2
STUD M6-1.0 X 100
3
WASHER LOCK M10
1
HOSE, EVAP. PORT
47
2
HOSE OETIKER CLAMP
96
48
8”
HOSE, 3/8” I.D.
97
Page 71
Section 9
Exploded Views
530 RV Engine – Drawing No. 0G7719-B
50
49
52 1,24,39,44,48
53 48,49
54 24,27,28,29,30,31,32,33,34,35,36,39,41
55 24,27,28,29,30,31,32,33,34,35,39,41,46
40
48
1
13
47
46
45
39
38
43
42
41
5
37
36
26
25
35
27
28
29
30
24
22
21
51
34
33
31
32
44
15
18
20
19
23
14
12
11
9
10
5
6
8
7
4
3
Page 72
17
19
2
1
15
16
Section 9
Exploded Views
ITEM QTY. DESCRIPTION
ITEM QTY. DESCRIPTION
1
2
SEAL D 35 X 48.2
29
4
VALVE SPRING
2
1
3/8” SQUARE HEAD PLUG
30
4
VALVE RETAINER
3
9
SCREW HHFC M8 – 1.25 X 45
31
8
KEEPER, VALVE SPRING
4
1
GEAR COVER
32
4
STUD, ROCKER ARM
5
6
SLEEVE DOWEL PIN
33
4
ROCKER ARM
6
1
11/32 DIAMETER PRESSURE RELIEF BALL
34
4
JAM NUT, ROCKER ARM
7
1
OIL PRESSURE SPRING
35
2
PUSH ROD GUIDE PLATE
8
1
GEAROTOR, OUTER
36
1
CYLINDER HEAD CYL. 1
9
1
GEAROTOR, INNER
37
2
INTAKE VALVE
10
1
SCREEN, OIL PICK-UP
38
2
EXHAUST VALVE
11
1
COVER, GEROTOR
39
2
GASKET CYLINDER HEAD
12
3
SCREW, HHFCS M6-1.0 x 12
40
1
SCREEN
13
1
BREATHER SEPARATOR
41
4
PUSHROD
14
1
GEAR, GEAROTOR
42
4
TAPPET
15
4
RETAINER RING
43
1
CAM SHAFT & GEAR
16
2
PISTON RING SET
44
1
GASKET, CRANKCASE
17
2
PISTON
45
1
COVER ROCKER
18
2
PISTON PIN
46
1
CYLINDER HEAD CYL 2
19
2
CONNECTING ROD ASSEMBLY
47
1
CRANKCASE
20
1
CRANKSHAFT
48
1
GASKET, BREATHER ASSEMBLY
21
1
OIL FILL CAP
49
1
BREATHER ASSY
22
1
COVER ROCKER W/FILL
50
1
SCREW HHFC M6-1.0 X 20
23
8
SCREW HHFC M6-1.0 X 25
51
1
SEAL, OIL PASSAGE
24
2
GASKET, VALVE COVER
52
1
GASKET KIT
25
2
SPARK PLUG
53
1
BREATHER KIT
26
12
SCREW HHC M8-1.25 X 56
54
1
KIT HEAD ASSY CYLINDER #1
27
4
WASHER, VALVE SPRING
55
1
KIT HEAD ASSY CYLINDER #2
28
2
SEAL, VALVE STEM
Page 73
Section 9
Exploded Views
Rotor & Stator – Drawing No. 0G3953-b
22
23
21
20
19
18
17
16
7
15
14
13
12
10
9
5
7
6
5
4
3
2
1
Page 74
11
1
Section 9
Exploded Views
ITEM
QTY.
1
6
DESCRIPTION
NUT TOP LOCK FL M8-1.25
2
4
WASHER, SPRNG CENTER
3
4
SPRING, GEN. MOUNT
4
2
SUPPORT, SLIDE
5
4
SLIDE, NYLON
6
2
SCREW HHC M8-1.25 X 70 G8.8
7
6
WASHER FLAT 5/16-M8 ZINC
9
4
STUD, 530 RV STATOR
10
2
TENSION SPRING
11
2
WASHER, SPRING CENTR
12
1
LOWER BEARING CARRIER
13
1
ROTOR
14
1
STATOR
15
1
UPPER BEARING CARRIER
16
4
WASHER LOCK M8-5/16
17
4
NUT HEX M8-1.25 G8 CLEAR ZINC
18
1
ASSEMBLY, BRUSH HOLDER
19
2
SCREW HHTT M5-0.8 X 16
20
1
FAN UPPER ALTERNATOR
21
1
WASHER FLAT 3/8-M10 ZINC
22
1
SCREW HHC 3/8-24 X 1 G5
23
1
WASHER LOCK 3/8
Page 75
3/8"-16 THD.
(4 PLACES)
Page 76
BATTERY CONNECTION
AC OUTPUT
(NEGATIVE)
HARNESS
469.9
[18 1/2"]
543.8
[21 7/16"]
109.1
[4 5/16"]
29.6
[1 3/16"]
41.1
[1 5/8"]
FUEL
INLET
50
[1 15/16"]
TYP.
BATTERY CONNECTION
(POSITIVE)
3/8"-16 THD.
(4 PLACES)
424.8
[16 3/4"]
EVAPORATIVE
PORT FITTING
REMOTE START CONNECTION
COOLING
AIR IN
ENGINE
AIR IN
OIL FILTER ACCESS
FRONT DOOR ACCESS FOR
REQUIRED MAINTENANCE
EXHAUST OUTLET
31.8
[1 1/4"]
853.4
[33 5/8"]
COOLING
AIR OUT
Section 10
SPECIFICATIONS & CHARTS
Major Features and Dimensions – Drawing No. 0G5519-b
Section 10
SPECIFICATIONS & CHARTS
Generator Specifications
TYPE
RV 45G/LP
RV 55G/LP
RV 65G/LP
MODEL
5410/5411
5412/5413
5414/5415
WEIGHT
278/281 pounds
285/288 pounds
293/296 pounds
Two-pole
Two-pole
Two-pole
4500
5500
6500
TYPE OF ROTOR
RATED WATTS
RATED VOLTS
120
120
120
1-Phase
1-Phase
1-Phase
37.5 (18.7)
45.8 (22.9)
54.1 (27)
RATED FREQUENCY
60 Hz
60 Hz
60 Hz
OPERATING SPEED
2571 rpm
2571 rpm
2571 rpm
PHASE
RATED MAX.
CONTINUOUS CURRENT
AMPS (240V)
ENGINE MODEL
GT-530
GT-530
GT-530
TYPE OF ENGINE
Vertical Shaft
Vertical Shaft
Vertical Shaft
FUEL SYSTEM
Gasoline/LP
Gasoline/LP
Gasoline/LP
Air-Cooled
Air-Cooled
Air-Cooled
COOLING SYSTEM
OIL SYSTEM
Pressurized with Filter
Pressurized with Filter
Pressurized with Filter
OIL PUMP
Trochoid Type
Trochoid Type
Trochoid Type
AIR CLEANER
Paper element
Paper element
Paper element
STARTER
12 VDC electric
12 VDC electric
12 VDC electric
Solid State/Flywheel
Magneto
Solid State/Flywheel
Magneto
Solid State/Flywheel
Magneto
NGK BPR6HS
NGK BPR6HS
NGK BPR6HS
0.030 inch (0.76mm)
0.030 inch (0.76mm)
0.030 inch (0.76mm)
IGNITION SYSTEM
SPARK PLUG
SPARK PLUG GAP
Nominal Resistances of Generator Windings at 68°f
TYPE
RV 45G/LP
RV 55G/LP
RV 65G/LP
MODEL
5410/5411
5412/5413
5414/5415
Power Windings
Lead 11 to 22
Lead 11S to 22S
Lead 33 to 44
0.376 - 0.416 ohms
0.28 - 0.32 ohms
0.209 - 0.242 ohms
Excitation “DPE” Winding
Lead 2 to 6
2.59 ohms
1.41 - 1.63 ohms
1.59 - 1.84 ohms
Rotor Winding
Slip Ring to Slip Ring
13.4 ohms
14.88 ohms
10.81 ohms
Torque Requirements (unless otherwise specified)
Stator Bolts ................................................................. 8 ft-lbs
Alternator Pulley ....................................................... 38 ft-lbs
Engine Pulley ........................................................... 38 ft-lbs
Oil Adaptor Bolt ....................................................... 4.5 ft-lbs
Oil Lines .................................................................. 70 in-lbs
Intake Manifold ......................................................... 18 ft-lbs
Exhaust Manifold ...................................................... 18 ft-lbs
M5-0.8 taptite screw into aluminum . .................. 25-50 in-lbs
M5-0.8 taptite screw into pierced hole . .............. 25-50 in-lbs
M6-1.0 taptite screw into aluminum . .................. 50-96 in-lbs
M6-1.0 taptite screw into pierced hole . .............. 50-96 in-lbs
M6-1.0 taptite screw into weldnut ....................... 50-96 in-lbs
M8-1.25 taptite screw into aluminum . ................ 12-18 ft-lbs
M6-1.0 nylok nut onto stud ................................. 16-65 in-lbs
Dipstick Casting Oil Line ....................................... 250 in-lbs
Note: Torques are dynamic values with ±10 % tolerance
unless otherwise noted.
Page 77
Section 11
ELECTRICAL DATA
Electrical Schematic and Wiring Diagram – Drawing No. 0G4221-B
Page 78
Section 11
ELECTRICAL DATA
Electrical Schematic and Wiring Diagram – Drawing No. 0G4221-B
Page 79
PO Box 297 • Whitewater, WI 53190 • www.guardiangenerators.com
P/N OG7515 REV. A
PRINTED IN THE USA / 03.08
Was this manual useful for you? yes no
Thank you for your participation!

* Your assessment is very important for improving the work of artificial intelligence, which forms the content of this project

Download PDF

advertisement