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Service Manual
DN Series Generator Sets

Printed in U.S.A.

967-0508B

10-2001

Redistribution or publication of this document

by any means, is strictly prohibited.

California
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known
to the State of California to cause cancer, birth defects, and
other reproductive harm.

Redistribution or publication of this document

by any means, is strictly prohibited.

Table of Contents
SECTION
1

2
3

TITLE
PAGE
SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
About this Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Fuel Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Engine Oil Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
GENERATOR SET CONTROLMANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Prestart Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Engine Shutdown Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Control Logic (Beginning Spec B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Control Logic (Spec A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
GENERATOR SET CONTROLREMOTE/ATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Prestart Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Engine Shutdown Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Control Logic (Beginning Spec B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Control Logic (Spec A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Dry Contact Module (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
GENERATOR SET CONTROLDETECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Prestart Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Detector Control Box (Spec A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Engine Control Monitor (Ecm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Auxiliary Relay Board (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Start-Stop Time Delay Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Electronic Overspeed/Start Disconnect Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Coolant Temperature Gauge Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Relays K11, K12 and K13 (Spec A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Engine Gauge Senders and Shutdown Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Sequence of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
VOLTAGE REGULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Principle of Generator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Voltage Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Voltage Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Generator Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Testing the Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Generator Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Generator Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10

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ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Engine Disassembly and Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Dimensions of Wearing Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Engine Block Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
The Lubricating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-34
Cooling SystemAir-Sooled Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36
Cooling SystemLiquid-Cooled Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
The Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
Mechanical Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-47
Electronic Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-51
Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-53
Crankcase Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-53
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
General Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Cooling SystemLiquid-Cooled Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Cooling SystemAir-Cooled Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Fan Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
SPEC A WIRING DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
Generator Connection Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
Detector ControlDC Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-2
Detector ControlDC Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-3
Detector ControlVoltage Regulator Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4
Detector ControlVoltage Regulator Installation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-5
Detector ControlAC Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-6
Detector ControlAC Installation With Meters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-7
Remote/ATS ControlSchematic and Connection Diagrams . . . . . . . . . . . . . . . . . . A-8
Manual ControlSchematic and Connection Diagrams . . . . . . . . . . . . . . . . . . . . . . . A-9
BEGINNING SPEC B WIRING DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1
Generator Connection Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1
Detector ControlSheet 1, DC Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-2
Detector ControlSheet 2, DC Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-3
Detector ControlEngine Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-4
Detector ControlAC Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-5
Detector ControlInstallation, Voltage Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-6
Remote/ATS ControlSchematic Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-7
Remote/ATS ControlConnection Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-8
Manual ControlSchematic and Connection Diagrams . . . . . . . . . . . . . . . . . . . . . . . B-9
MISCELLANEOUS WIRING DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1
Detector Control Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1
Detector ControlAuxiliary Relay Board Connections . . . . . . . . . . . . . . . . . . . . . . . . C-2
Manual and Remote/ATSMeter Panel Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-3

ii

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Safety Precautions
electrically live parts can cause severe personal injury or death.

Thoroughly read the OPERATORS MANUAL

before operating the generator set. Safe operation and top performance can be obtained
only when equipment is operated and maintained properly.

Used engine oil has been identified by some

state and federal agencies as causing cancer
or reproductive toxicity. Do not ingest, inhale,
or contact used oil or its vapors.

The following symbols in this Manual alert you to

potential hazards to the operator, service person
and equipment.

Do not work on the generator set when mentally or physically fatigued or after consuming
alcohol or drugs.

alerts you to an immediate hazard

which will result in severe personal injury or
death.

Carefully follow all applicable local, state and

federal codes.

WARNING alerts you to a hazard or unsafe

practice which can result in severe personal
injury or death.

GENERATOR VOLTAGE IS DEADLY!

Generator output connections must be made
by a qualified electrician in accordance with
applicable codes.

CAUTION alerts you to a hazard or unsafe

practice which can result in personal injury or
equipment damage.

The generator set must not be connected to

the public utility or any other source of electrical power. Connection could lead to electrocution of utility workers, damage to equipment and fire. An approved switching device
must be used to prevent interconnections.

Electricity, fuel, exhaust, moving parts and batteries present hazards which can result in severe
personal injury or death.

GENERAL PRECAUTIONS

Use caution when working on live electrical

equipment. Remove jewelry, make sure
clothing and shoes are dry and stand on a dry
wooden platform on the ground or floor.

Keep ABC fire extinguishers handy.

Make sure all fasteners are secure and
torqued properly.

FUEL IS FLAMMABLE AND EXPLOSIVE

Keep the generator set and its compartment

clean. Excess oil and oily rags can catch fire.
Dirt and gear stowed in the compartment can
restrict cooling air.

Do not fill the fuel tank while the engine is running unless the tank is outside the engine
compartment.

Let the engine cool down before removing the

coolant pressure cap or opening the coolant
drain. Hot coolant under pressure can spray
out and cause severe burns.

Keep flames, cigarettes, sparks, pilot lights,

electrical arc-producing equipment and
switches and all other sources of ignition well
away from areas where fuel fumes are present and areas sharing ventilation.

Before working on the generator set, disconnect the negative () battery cable at the battery to prevent starting.

Fuel lines must be secured, free of leaks and

separated or shielded from electrical wiring.

Use caution when making adjustments while

the generator set is runninghot, moving or

Use approved non-conductive flexible fuel

hose for fuel connections at the generator set.

iii

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by any means, is strictly prohibited.

ENGINE EXHAUST IS DEADLY!

BATTERY GAS IS EXPLOSIVE

Wear safety glasses and do not smoke while
servicing batteries.

The exhaust system must be leak-free and

convey all exhaust to the out-of-doors, away
from buildings and building air vents, doors
and windows. Look and listen for exhaust
leaks daily and do not operate the generator
set until all leaks have been fixed.

When disconnecting or reconnecting battery

cables, always disconnect the negative ()
battery cable first and reconnect it last to reduce arcing.

Do not use engine exhaust or cooling air to

heat a room or compartment.

DO NOT OPERATE IN FLAMMABLE AND

EXPLOSIVE ENVIRONMENTS

Make sure there is ample fresh air when operating the generator set.

Flammable vapor can cause a diesel engine to

overspeed and become difficult to stop, resulting
in possible fire, explosion, severe personal injury
and death. Do not operate a diesel-powered
generator set where a flammable vapor environment can be created by fuel spill, leak, etc.,
unless the generator set is equipped with an
automatic safety device to block the air intake
and stop the engine. The owners and operators
of the generator set are solely responsible for operating the generator set safely. Contact your authorized Onan/Cummins dealer or distributor for
more information.

MOVING PARTS CAN CAUSE SEVERE

PERSONAL INJURY OR DEATH
Do not wear loose clothing or jewelry near
moving parts such as PTO shafts, fans, belts
and pulleys.
Keep hands away from moving parts.
Keep guards in place over fans, belts, pulleys,
etc.

KEEP THIS MANUAL NEAR THE GENERATOR SET FOR EASY REFERENCE

SD-1

iv

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1. Introduction
and Wheatstone bridge (0.001 ohm precision is
necessary for measuring generator stator winding
resistance).

ABOUT THIS MANUAL

This is the service manual for the DN series of generator sets. Three different generator set control
schemes are available for this series of generator
sets and each is covered in a separate section of
this manual. Separate troubleshooting guides for
control, engine and generator also appear throughout this manual. See the Table of Contents.

FUEL RECOMMENDATIONS
Use clean, fresh No. 2 diesel fuel (ASTM 2-D) in ambients above freezing and No. 1 diesel fuel
(ASTM 1-D) in ambients below freezing. The fuel
should have a Cetane number of at least 45 for reliable starting.

The wiring diagrams in the back of this manual are

for reference only. Make wiring connections on the
basis of the wiring diagrams shipped with the generator set.

Diesel fuel is combustible and can

cause severe personal injury or death. Do not
smoke near diesel fuel tanks or equipment.
Keep flames, sparks, pilot lights, switches, other and arc-producing equipment and all other
sources of ignition well away. Keep a type ABC
fire extinguisher handy.
WARNING

This manual does not have instructions for servicing printed circuit board assemblies. Always replace a faulty printed circuit board assembly. Attempts to repair a printed circuit board can lead to
costly damage to the equipment.

ENGINE OIL RECOMMENDATIONS

Read Safety Precautions and carefully observe all

instructions and precautions in this manual.

Use API (American Petroleum Institute) performance Class CH-4, CG-4 or CF-4 engine oil, which
may be in combination with performance Class SJ,
SH or SG (for example: CH-4/SJ). Also look for the
SAE (Society of Automotive Engineers) viscosity
grade. Referring to Figure 1-1, choose the viscosity
grade appropriate for the outdoor ambient temperatures expected until the next scheduled oil change.

Improper service can lead to equipment damage, severe personal injury or death.
Service must be performed by qualified persons who know about fuel, electrical and mechanical hazards. Read Safety Precautions and
carefully observe all instructions and precautions in this manual.
WARNING

WARNING Unauthorized modifications or replacement of fuel, exhaust, air intake or speed

control system components that affect engine
emissions are prohibited by law on generator
sets certified by EPA.

TEST EQUIPMENT
Most of the tests in this manual can be done with an
AC-DC multimeter, frequency meter, load test panel

FIGURE 1-1. SAE VISCOSITY GRADE vs. AMBIENT

TEMPERATURE

1-1

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THIS PAGE LEFT INTENTIONALLY BLANK

1-2

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2. Specifications
DNAA

MODEL
DNAC
DNAD

DNAB

DNAE

DNAF

GENERATOR: Single-Bearing, 4-Pole Rotating Field, Brushless, Electronically Regulated. See Generator Set
Nameplate for Rating.
ENGINE: Mechanically or Electronically Governed 4-Stroke Cycle Direct-Injection Diesel
Number of Cylinders
2
3
2
3
4
76.0 mm
76.0 mm
86.0 mm
86.0 mm
86.0 mm
Bore
(2.99 inch) (2.99 inch) (3.38 inch) (3.38 inch) (3.38 inch)
80 mm
80 mm
80 mm
80 mm
80 mm
Stroke
(3.15 inch) (3.15 inch) (3.15 inch) (3.15 inch) (3.15 inch)
0.72 liter
1.089 liter
0.93 liter
1.395 liter
1.860 liter
Displacement
44.24 in3
66.45 in3
56.75 in3
85.13 in3
113.50 in3
Compression Ratio
18.5:1
18.5:1
18.5:1
18.5:1
18.5:1
Firing Order
1-2
1-2-3
1-2
1-2-3
1-3-4-2
Aspiration
Cooling Method
Coolant Capacity
(Engine and Radiator)
Engine Oil Capacity*
Fuel Injection Timing
Rotation
Valve Lash
Maximum Fuel Pump Lift
Fuel Supply Connection
Fuel Return Connection

Natural

Natural

Air
not
applicable
3.2 liter
(3.4 quart)

Air
not
applicable
4.4 liter
(4.7 quart)

Natural

Natural

Water
Water
6.5 liter
7.1 liter
(6.8 quart) (7.5 quart)
3.2 liter
4.4 liter
(3.4 quart) (4.7 quart)
19-21 BTDC

Natural
Water
7.6 liter
(8.0 quart)
5.7 liter
(6.1 quart)

4
86.0 mm
(3.38 inch)
80 mm
(3.15 inch)
1.860 liter
113.50 in3
16.2:1
1-3-4-2
Turbocharger
Water
7.6 liter
(8.0 quart)
5.7 liter
(6.1 quart)

Clockwise (looking at the fan or radiator end)

Hydraulic tappets
3 meter (10 feet)
6 mm (0.24 inch) ID Hose Fitting
3.5 mm (0.14 inch) ID Hose Fitting

BATTERIES:**
Nominal Battery Voltage
Minimum CCA (Cold Cranking Amps)
Charging Alternator Output

12 volts
525 amps
45 amps

INSTALLATION SPECIFICATIONS:
See the appropriate Specification Bulletin and Outline Drawing for minimum cooling air flow; fuel, exhaust and
electrical connection points; overall dimensions; weight; etc.
*
**

Includes Oil Filter

A battery mounted in the built-in battery rack in the skid base must be of a type with barbed vent hose fittings for its cells. The vent lines
must routed away from the generator end bell (air inlet) to prevent battery gasses from entering the generator and causing corrosion.

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THIS PAGE LEFT INTENTIONALLY BLANK

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3. Generator Set ControlManual

WARNING

Fuel

EXHAUST GAS IS DEADLY!

Check the fuel supply and refill as necessary.

All engine exhaust contains carbon monoxide,

an odorless, colorless, poisonous gas that can
cause unconsciousness and death. Symptoms
of carbon monoxide poisoning include:
Dizziness
Nausea
Vomiting

Engine Oil
Check engine oil level. Keep the oil level as near as
possible to the dipstick high mark without overfilling.

Headache
Weakness and Sleepiness
Inability to Think Coherently

Engine Coolant
Check engine coolant level (liquid-cooled engines).
Note the normal level of coolant in the radiator top
tank when the engine is cold (within 25 mm [1 inch]
of top). Add coolant if it falls below this level. Use a
50/50 mixture of ethylene glycol and water.

IF YOU EXPERIENCE ANY OF THESE SYMPTOMS, GET INTO FRESH AIR IMMEDIATELY. If
symptoms persist, seek medical attention. Shut
down the genset and do not operate it until it
has been inspected and repaired.

Hot coolant can cause severe

burns. Let the engine cool down before removing the pressure cap.
WARNING

The exhaust system must be installed in accordance with the genset Installation Manual. Make
sure there is ample fresh air when operating the
genset in a confined area.

OPERATION
A Manual Control has an OFF/RUN/START switch
on the control panel. It may also have an ON/OFF
preheat switch. The control shuts down the genset
under low oil pressure and high engine temperature
conditions. The fuse protects the control circuits
from shorts to ground. See Figure 3-1 or 3-2.

PRESTART CHECKS
Perform any scheduled maintenance and check the
following before starting the generator set.

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Starting
If the generator set is so equipped, hold the preheat
switch in the ON position for 20 seconds for easier
starting in colder weather. Then hold the control
switch at START until the engine starts. Let go to
disengage the starter. The genset should run up to
governed speed and regulated voltage in a few seconds.

CONTROL
SWITCH

OPTIONAL
PREHEAT
SWITCH

OPTIONAL
HOUR METER

Whenever possible, let the engine warm up for a

few minutes before connecting electrical loads.

CONTROL
CIRCUIT
FUSE

FIGURE 3-1. CONTROL PANEL (BEGIN SPEC B)

See TROUBLESHOOTING in this section if the

generator set does not start after a couple of tries or
keeps shutting down.

OFF/RUN/
START

PREHEAT

START

Excessive cranking can overheat

and damage the starter motor. Do not crank for
more than 30 seconds at a time and wait at least
1 minute before trying again.
CAUTION

ON

RUN
OFF

CONTROL
SWITCH

Stopping
Push the control switch to OFF. Whenever possible,
let the engine cool down by running without load for
a few minutes before stopping.

OFF

OPTIONAL
PREHEAT
SWITCH

CONTROL
CIRCUIT
FUSE

FIGURE 3-2. CONTROL PANEL (SPEC A)

COOLANT TEMPERATURE SENDER
(LIQUID COOLED ENGINES)

ENGINE SHUTDOWN SWITCHES

Figure 3-3 illustrates the locations of the engine
shutdown switches. Use pipe thread sealant when
replacing a safety switch.

Do not use teflon tape for switches

and senders that are grounded to the engine by
thread contact as it may interfere with the
ground path.
CAUTION

OIL
PRESSURE
SWITCH

CYLINDER HEAD TEMPERATURE

SWITCH (AIR COOLED ENGINES)

FIGURE 3-3. ENGINE SHUTDOWN SWITCHES

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CONTROL LOGIC (BEGINNING SPEC B)

CONTROL LOGIC (SPEC A)

Figure 3-4 illustrates the control box. The wiring diagrams are on Page B-9. Control logic is as follows:

Figure 3-4 illustrates the control box. The wiring diagram is on Page A-9. Control logic is as follows:

1. The control circuits are connected to B+

(12 VDC) through control circuit fuse F1. Terminals TB1-6 and TB1-9 are grounded (B)

1. The control and preheat circuits are connected

to B+ (12 VDC) through the 10 amp Control Circuit Fuse. Terminals 4 and 8 are
grounded (B).

2. Holding control switch S12 in the START position energizes fuel stop solenoid K1 and electronic governor A12 (if so equipped) and starter
motor B1 and flashes the field of battery charging alternator G1. The generator set should
start and run up to governed speed and regulated voltage within a few seconds. Releasing
the control switch disconnects the starter. The
control switch moves to the RUN position.

2. Holding the Control Switch in the START position energizes the Fuel Control Solenoid (FCS)
and Starter Motor and flashes the Battery
Charging Alternator (BCA) field. The generator
set should start and run up to governed speed
and regulated voltage in a few seconds. Releasing the Control Switch disconnects the
starter. The switch moves to the RUN position.

3. If engine oil pressure fails, oil pressure switch

S1 will reclose (NC). If engine temperature exceeds design limits, the coolant temperature
switch or the cylinder head temperature switch
(S2) will close (NO). In either case, fault relay
K14 is energized shutting off fuel to the engine.

3. If engine oil pressure fails, the Oil Pressure

Switch contacts will reclose (NC). If engine
temperature exceeds design limits, the High
Engine Temperature Switch contacts will close
(NO). In either case, the Fault Relay is energized shutting off fuel to the engine.

4. Pushing the control switch to OFF de-energizes fuel stop solenoid K1 shutting off fuel to
the engine.

4. Pushing the Control Switch to the OFF position

de-energizes the FCS circuit shutting off fuel to
the engine.

5. The glow plugs (when so equipped) are energized through relay K15 when preheat switch
S15 is held in the ON position.

5. The Glow Plugs (when so equipped) are energized through the Glow Plug Relay when the
Preheat Switch is held in the ON position.

6. See Section 6 for a description of generator operation.

6. See the section, 6. Voltage Regulator, for a description of generator operation.

3-3

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FIGURE 3-4. CONTROL BOX

3-4

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Try to think through problems. Go over what was

done during the last service call. The problem could
be as simple as an empty fuel tank, closed fuel shutoff valve, loose wire, blown fuse or tripped circuit
breaker. Refer to the wiring diagrams on Page A-9
or B-9.

TROUBLESHOOTING
The following troubleshooting tables are designed
to help you think through generator set problems.
To save time troubleshooting, read the entire manual ahead of time to understand the generator set.

SEE THE SECTION, 7. GENERATOR, FOR GENERATOR FAULTS

THE ENGINE DOES NOT STOP RUNNING

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause
1. The fuel stop solenoid is malfunctioning.

Corrective Action
A. To stop the engine, push the engine control lever to the left
and hold it there until the engine stops (see figure) or block
the engine air intake.
B. Apply 12 VDC across the fuel stop solenoid. Replace the solenoid if it does not function.
C. Readjust the governor stop-fuel setting (Page 8-50).
PUSH THE FUEL STOP
LEVER TO THE LEFT TO
STOP THE ENGINE

FUEL STOP
SOLENOID

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THE ENGINE DOES NOT CRANK

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. Control panel fuse F1 has blown.

Look for a loose, grounded wire, reconnect or replace it and

replace the fuse with one of the same type and amp rating
(20 Amp, Beginning Spec B; 10 Amp, Spec A).

2. Cranking voltage is too low to

crank the engine.

A. Clean and tighten or replace the positive (+) and negative ()

battery cable connectors and cables at the battery and the
set.
B. Recharge or replace the battery. Specific gravity for a fully
charged battery is approximately 1.260 at 80 F (27 C).
C. If the set is in standby service, install a battery charger.
D. Replace the engine-driven battery charging alternator if normal battery charging voltage is not between 12 and 14 volts.

3. The starter motor is faulty.

Hold the control switch S12 in the Start position and check
for battery voltage (12 VDC) at the starter solenoid coil terminal. Replace the starter motor if there is voltage but the motor
does not function.

4. Starter circuit wiring is loose or

missing.

If there is no voltage at the starter solenoid coil terminal when

the control switch S12 is in the Start position, check the gray/
orange wires between the solenoid and TB1-4 (3, Spec A)
and between the terminal and control switch S12, the red
wires between S12 and control fuse F1 and the red wires between F1 and the B+ terminal on the starter motor solenoid.
Repair as necessary.

5. Control switch S12 is faulty.

Hold control switch S12 in the Start position and check for
electrical continuity across the terminals to which the red and
gray/orange leads are connected. Replace the switch if it is
open in the Start position.

3-6

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THE ENGINE CRANKS BUT DOES NOT START

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause
1. The engine is not getting fuel.

2. The air cleaner is dirty or the exhaust system is clogged.

Corrective Action
A. Open any closed shutoff valve in the fuel supply system.
B. Fill the fuel supply tank.
C. Restore fuel prime (Page 8-41).
Service as necessary.

3. Low engine temperature is causing too low a cranking speed for

starting.

A. Plug in, repair or install engine coolant and engine oil heaters.
B. Replace the engine oil if it is not of the recommended viscosity for the ambient temperature.

4. Cranking voltage is too low to

reach required cranking speed.

A. While cranking the engine measure voltage across each battery cableterminal post to terminal post. Service as necessary if voltage drop across either cable is more than 0.5 VDC.
B. Recharge or replace the battery. Specific gravity for a fully
charged battery is approximately 1.260 at 80 F (27 C).
C. Replace the engine-driven battery charging alternator if normal battery charging voltage is not between 12 and 14 volts.

5. The preheat circuit is faulty.

Service the glow plug(s), glow plug relay K15, preheat switch
S15 and connected wiring as necessary.

6. Fuel shutoff solenoid K1 is faulty.

Disconnect the leads of fuel shutoff solenoid K1 and apply

B+. Replace K1 if it does not pull in and stay in.

7. Fuel shutoff solenoid K1 circuit

wiring is loose or missing .

Check all the red/orange wires connected to TB1-5

(10, Spec A) and all the black wires to TB1-6 (4, Spec A).
Repair as necessary.

8. The engine or fuel system is worn

or malfunctioning mechanically.

Service the engine according to Section 8.

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THE ENGINE STARTS BUT STOPS WHEN THE SWITCH IS RELEASED

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. Control switch S12 is faulty.

Check for B+ at the switch terminal to which the blue lead is

connected when the switch is in the Run position. Replace
the switch if there is no voltage.

2. Fault relay K14 is faulty.

Check electrical continuity across fault relay K14 terminals

30 and 87a when the engine is not running. Replace the relay
if it is open.

3. Fuel shutoff solenoid K1 circuit

wiring is loose or missing.

Beginning Spec BCheck the red/orange wires between

TB1-5 and TB1-8 and between TB1-8 and 87a on fault relay
K14, the blue jumper between 30 and 85 on K14 and the blue
wire between 85 and control switch S12. Repair as necessary.
Spec ACheck the red/orange wire between terminal 10 to
87a on the fault switch, the blue jumper between 30 and 85
on the fault switch and the blue wire between 85 and the control switch. Repair as necessary.

4. Fault relay K14 coil terminal 86 is

grounded.

Check the brown wire between 86 on fault relay K14 and

TB1-10 (9, Spec A), the brown wire between TB1-10
(9, Spec A) and oil pressure switch S1 and the dark blue/light
blue wire between oil pressure switch S1 and coolant temperature switch S2. Repair as necessary.

5. The low oil pressure cutoff switch

fails to open.

See THE ENGINE RUNS UNTIL FAULT SHUTDOWN.

6. The high engine temperature

switch fails to open.

See THE ENGINE RUNS UNTIL FAULT SHUTDOWN.

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THE ENGINE RUNS UNTIL FAULT SHUTDOWN

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. High engine temperature or

faulty safety switch.

A. Check the engine coolant level, repair any leaks and fill to the
proper level (liquid cooled engines).
B. Remove obstructions to air flow and clean and service the
cooling system as required to restore full cooling capacity.
C. Replace high engine temperature switch S2 if there is electrical continuity across the switch terminals at room temperature. (Air cooled engines have a 260 F [127 C] head bolt
mounted temperature switch [Figure 3-3].)

2. Low engine oil pressure or faulty

safety switch.

A. Check the engine oil level, repair any leaks and fill to the
proper level.
B. Install an oil pressure gauge in place of low oil pressure cutout switch S1, close the manual fuel shutoff valve to keep the
engine from starting and observe oil pressure while cranking
the engine. Replace S1 if oil pressure is greater than 10 psi
(69 kPa). Service the lubricating oil system if oil pressure is
less than 10 psi (69 kPa). See Section 8.

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THE ENGINE LACKS POWER OR IS UNSTABLE

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause
1. Fuel delivery to the set is inadequate.

Corrective Action
A. Check for clogged fuel lines and filters.
B. Check for air in the fuel lines.
C. Check the vertical distance from the bottom of the fuel dip
tube to the fuel lift pump. The distance must not exceed
3 meters (10 feet).

2. The fuel is contaminated.

Connect the fuel lift pump to a container of fuel of known

quality. Replace the contents of the fuel supply tank if there
is a noticeable difference in performance.

3. The air cleaner is dirty or the exhaust system is clogged.

Service as necessary.

4. The engine or engine fuel system

is worn or out of adjustment.

Service the engine according to Section 8.

THE ENGINE IDLES

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause
1. The electronic governor is disconnected, out of adjustment or
malfunctioning.

Corrective Action
Service the governor (Page 8-51).

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4. Generator Set ControlRemote/ATS

WARNING

Engine Oil

EXHAUST GAS IS DEADLY!

All engine exhaust contains carbon monoxide,

an odorless, colorless, poisonous gas that can
cause unconsciousness and death. Symptoms
of carbon monoxide poisoning include:
Dizziness
Nausea
Vomiting

Check engine oil level. Keep the oil level as near as

possible to the dipstick high mark without overfilling.

Engine Coolant

Headache
Weakness and Sleepiness
Inability to Think Coherently

Check engine coolant level (liquid-cooled engines).

Note the normal level of coolant in the radiator top
tank when the engine is cold (within 25 mm [1 inch]
of top). Add coolant if it falls below this level. Use a
50/50 mixture of ethylene glycol and water.

IF YOU EXPERIENCE ANY OF THESE SYMPTOMS, GET INTO FRESH AIR IMMEDIATELY. If
symptoms persist, seek medical attention. Shut
down the genset and do not operate it until it
has been inspected and repaired.

WARNING Hot coolant can cause severe

burns. Let the engine cool down before removing the pressure cap.

The exhaust system must be installed in accordance with the genset Installation Manual. Make
sure there is ample fresh air when operating the
genset in a confined area.

OPERATION
A Remote/ATS Control has a RUN/OFF/REMOTE
switch on the control panel for manual or remote,
automatic control (Figure 4-1 or 4-2). The control
automatically disengages the starter when the engine starts and shuts down the genset under low oil
pressure, high engine temperature and overcrank
conditions. The circuit breaker on the control panel
requires reset following a shutdown. The fuse protects the control circuits from shorts to ground.

PRESTART CHECKS
Perform any scheduled maintenance and check the
following before starting the generator set.

Fuel
Check the fuel supply and refill as necessary.

4-1

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Manual Starting
CONTROL
SWITCH

If the generator set is so equipped, hold the preheat

switch in the ON position for 20 seconds for easier
starting in colder weather. Then push the control
switch to RUN. The generator set should start, disengage the starter and run up to governed speed
and regulated voltage in a few seconds.

OPTIONAL
PREHEAT
SWITCH
OPTIONAL
HOUR METER

Whenever possible, let the engine warm up for a

few minutes before connecting electrical loads.

FAULT
CIRCUIT
BREAKER

CONTROL
CIRCUIT
FUSE

FIGURE 4-1. CONTROL PANEL (BEGIN SPEC B)

The engine will stop cranking in approximately

60 seconds if it has not started and the button on the
circuit breaker on the control panel will pop out. Reset the control by first pushing the control switch to
OFF and then resetting the circuit breaker on the
panel by pushing in the button. See TROUBLESHOOTING in this section if the genset does not
start or keeps shutting down.

Manual Stopping

CONTROL
SWITCH

Push the control switch to OFF. Whenever possible,

let the engine cool down by running without load for
a few minutes before stopping.

FAULT CIRCUIT
PROTECTOR

CONTROL
CIRCUIT
FUSE

FIGURE 4-2. CONTROL PANEL (SPEC A)

Remote Automatic Starting and Stopping

COOLANT TEMPERATURE SENDER

(LIQUID COOLED ENGINES)

Push the control switch to REMOTE for remote control by an automatic transfer switch (ATS).

To restore automatic remote control of the generator set, make sure to push the
control switch to REMOTE before leaving.
CAUTION

Remote Fault Monitoring

If the generator set is equipped with the optional Dry
Contact Module, generator shutdown can be monitored by a remote two-light panel. See Page 4-6.

OIL
PRESSURE
SWITCH

ENGINE SHUTDOWN SWITCHES

Figure 4-3 illustrates the locations of the engine
shutdown switches. Use pipe thread sealant when
replacing a safety switch.
CAUTION Do not use teflon tape for switches
and senders that are grounded to the engine by
thread contact as it may interfere with the
ground path.

CYLINDER HEAD TEMPERATURE

SWITCH (AIR COOLED ENGINES)

FIGURE 4-3. ENGINE SHUTDOWN SWITCHES

4-2

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old of Zener diode CR1 energizing DC disconnect relay K13 through TB1-7.

CONTROL LOGIC (BEGINNING SPEC B)

Figure 4-4 illustrates the control box. The wiring
diagrams are on Page B-7/B-8. Control logic is as
follows:

5. Energizing DC disconnect relay K13 also

closes 30-87 on K13 to latch the relay (through
TD terminal 2) and start the 10 second fault timer (TD terminal 2). (Latching K13 prevents reengagement of the starter if the AC and DC
start-disconnect signals both fail.)

1. The control circuits are connected to B+

(12 VDC) through control circuit fuse F1.
TB1-6 is grounded (B).
2. Pushing control switch S12 to RUN energizes
relay K14, which closes K14 contacts 30-87,
which:

6. If engine oil pressure fails, oil pressure switch

S1 will reclose (NC). If engine temperature exceeds design limits, coolant temperature
switch S2 will close (NO). The switches are
connected in parallel to time delay relay TD terminal 3, which provides a 10 second delay
(see Step 5) before closing to TD terminal 1
(GND), which is grounded through TB1-6. This
allows time for the oil pressure switch to open
as the engine runs up to speed, preventing nuisance shutdown.

A. Energizes fuel shutoff solenoid K1 and

electronic governor A12 (if so equipped)
through TB1-5.
B. Energizes starter relay K12, which is energized through 30-87a of DC disconnect
relay K13 (not yet energized).
C. Starts 60 second overcrank timer TD (terminal B) through 30-87a of DC disconnect
relay K13 (not yet energized).

In either case (low oil pressure or high engine

temperature), shunt trip relay K11 is energized,
which closes the shunt trip coil circuit in fault
circuit breaker CB1, opening the breaker and
causing it to shut down fuel.

D. Flashes the field of battery charging alternator G1 through resistor R1 and diode
CR2. (The resistor limits field flash voltage
to a level that cannot cross the threshold
of Zener diode CR1 and thus prematurely
energize DC disconnect relay K13.)

7. If the engine does not start within 60 seconds,

the overcrank delay (see Step 2.C) at time
delay relay TD terminal A will time out, energizing the shunt trip relay causing it to shut down
fuel, ignition and throttle.

3. The generator set should start and run up to

governed speed and regulated voltage in a few
seconds and the starter should automatically
disconnect.

8. To restore operation after having cleared the

fault which caused shutdown, push control
switch S12 to OFF and reset fault circuit breaker CB1 by pushing the reset button on the control panel.

4. Start disconnect occurs when DC disconnect

relay K13 is energized, opening 30-87a. This
causes starter relay K12 to drop out, opening
30-87.

9. Pushing control switch S12 to OFF shuts down

fuel, ignition and throttle.

DC disconnect relay K13 is energized as the

result of either of two (redundant) events,
whichever occurs first:
A. Generator voltage crosses the pull-in
threshold of AC disconnect relay K21 closing 1-2 and thus energizing DC disconnect
relay K13 through TB1-7.

10. When the remote control contacts across

TB1-2 and TB1-3 close and control switch S12
is left in its REMOTE position, the sequence of
operation is the same as when S12 is in its RUN
position. When the remote contacts open, the
shutdown sequence is the same as when S12
is in its OFF position.

B. The field voltage (terminal D+) of battery

charging alternator G1 crosses the thresh-

11. See Section 6 for a description of generator operation.

4-3

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Diode threshold (across terminals 5 and 6)

to energizing the DC Disconnect Relay.

CONTROL LOGIC (SPEC A)

Figure 4-4 illustrates the control box. The wiring
diagrams are on Page A-8. Control logic is as follows:

5. Energizing the DC Disconnect Relay also

closes 30-87 to latch the DC Disconnect Relay
(through terminal 6) and start the 10 second
fault timer (Time Delay Relay terminal 2).
(Latching the DC Disconnect Relay prevents
re-engagement of the starter if the AC and DC
start-disconnect signals are both lost.)

1. The control circuits are connected to B+

(12 VDC) through the Control Circuit Fuse. Terminal 4 is connected to B (Ground).
2. Pushing the Control Switch to RUN:

6. If engine oil pressure fails, the Oil Pressure

Switch contacts will reclose (NC). If engine
temperature exceeds design limits, the High
Engine Temperature Switch contacts will close
(NO). The switches are connected in parallel to
Time Delay Relay terminal 3, which provides a
10 second delay (see Step 5) before closing to
relay terminal 1 (GND), which is grounded
through terminal 4. This allows time for the oil
pressure switch to open as the engine runs up
to speed, preventing nuisance shutdown.

A. Energizes the Fuel Control Solenoid

(FCS) through terminal 10.
B. Energizes the Starter Motor through the
Starter Relay, which is energized through
30-87a of the DC Disconnect Relay (not
yet energized).
C. Starts the 60 second overcrank timer
(Time Delay Relay terminal B) through
30-87a of the DC Disconnect Relay (not
yet energized).

In either case (low oil pressure or high engine

temperature), the Shunt Trip Relay is energized, causing it to close the shunt trip coil circuit in the Fault Circuit Breaker, opening the
breaker to de-energize the FCS circuit, shutting off fuel to the engine.

D. Flashes the Battery Charging Alternator

(BCA) field through the resistor and diode
between terminals 5 and 10. (The resistor
limits field flash voltage to a level that cannot cross the Zener Diode threshold [terminals 5 and 6] and thus energize the DC
Disconnect Relay.)

7. If the engine does not start within 60 seconds,

the overcrank delay (see Step 2.C) at Time
Delay Relay terminal A will time out to energize
the Shunt Trip Relay to cause shutdown.

3. The generator set should start and run up to

governed speed and regulated voltage in a few
seconds and the starter should automatically
disconnect.

8. To restore operation after having cleared the

fault which caused shutdown, push the Control
Switch to OFF and reset the Fault Circuit
Breaker by pushing the reset button on the control panel.

4. Start disconnect occurs when the DC Disconnect Relay is energized, opening 30-87a. This
causes the Starter Relay to drop out, opening
30-87.

9. Pushing the Control Switch to OFF opens the

FCS circuit to shut off fuel to the engine.

The DC Disconnect Relay is energized as the

result of either of two (redundant) events,
whichever occurs first:
A. Generator voltage crosses the pull-in
threshold of the AC Disconnect Relay to
energize the DC Disconnect Relay
through terminal 6.

10. Pushing the Control Switch to REMOTE will result in the same sequence of operation as RUN
when the Remote Contacts (across terminals
1 and 2) close, and as OFF when the contacts
open.

B. Battery Charging Alternator field voltage

(BCA terminal 17) crosses the Zener

11. See the section, 6. Voltage Regulator, for a description of generator operation.

4-4

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FIGURE 4-4. CONTROL BOX

4-5

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Note that the Low Fuel Level (LFL) will activate both
relays. This enables the operator to distinguish between the following error conditions when relays K8
and K9 are connected to a two light remote panel.
K8 only: All K8 error conditions except for LFL.
K9 only: Rupture Basin
K8 and K9: Low Fuel Level *

DRY CONTACT MODULE (OPTIONAL)

The dry contract module provides for the connection of remote monitoring devices. Make the connections to the 1/4 inch (5.35 mm) quick-connect
terminals on relays K8 and K9 of the module (Figure 4-5). The pilot duty ratings of the monitoring devices must not exceed 15 amperes.
The following faults will activate relays K8 or K9 as
follows:
RELAY K8

* It is possible to have two coincidental faults (one engine

fault and the rupture basin) and not have a low fuel condition.

RELAY K9

Over Crank
Low Fuel Level
Low Oil Pressure
Rupture Basin
High Engine Temperature
Low Coolant Level
Low Fuel Level

FIGURE 4-5. DRY CONTACT MODULE

4-6

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Try to think through problems. Go over what was

done during the last service call. The problem could
be as simple as an empty fuel tank, closed fuel shutoff valve, loose wire, blown fuse or tripped circuit
breaker. Refer to the wiring diagram on Page A-8 or
B-7/B-8.

TROUBLESHOOTING
The following troubleshooting tables are designed
to help you think through generator set problems.
To save time troubleshooting, read the entire manual ahead of time to understand the generator set.

SEE THE SECTION, 7. GENERATOR, FOR GENERATOR FAULTS

THE ENGINE DOES NOT STOP RUNNING

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause
1. The fuel stop solenoid is malfunctioning.

Corrective Action
A. To stop the engine, push the engine control lever to the left
and hold it there until the engine stops (see figure) or block
the engine air intake.
B. Apply 12 VDC across the fuel stop solenoid. Replace the solenoid if it does not function.
C. Readjust the governor stop-fuel setting (Page 8-50).
PUSH THE FUEL STOP
LEVER TO THE LEFT TO
STOP THE ENGINE

FUEL STOP
SOLENOID

4-7

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THE ENGINE DOES NOT CRANK IN RUN MODE

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. Control panel fuse F1 has blown.

Look for a loose, grounded wire, reconnect or replace it and

replace the fuse with one of the same type and amp rating
(20 Amp, Beginning Spec B; 10 Amp, Spec A).

2. A Fault Shutdown is being indicated by fault circuit breaker CB1

reset button (extended out).

Service the set as necessary. To reset, push the control

switch S12 to Off and push in the reset button on the fault circuit breaker.

3. Cranking voltage is too low to

crank the engine.

A. Clean and tighten or replace the positive (+) and negative ()

battery cable connectors and cables at the battery and the
set.
B. Recharge or replace the battery. Specific gravity for a fully
charged battery is approximately 1.260 at 80 F (27 C).
C. If the set is in standby service, install a battery charger.
D. Replace the engine-driven battery charging alternator if normal battery charging voltage is not between 12 and 14 volts.

4. Starter motor B1 is faulty.

Push control switch S12 to the Run position and check for
battery voltage (12 VDC) at starter solenoid coil terminal. Replace the starter motor if there is voltage but the motor does
not function.

5. Starter circuit wiring is loose or

missing.

If there is no voltage at the starter solenoid coil terminal when

control switch S12 is at Run, check the gray/orange wires
between the starter solenoid and terminal TB1-4 (3, Spec A)
and between the terminal and starter relay K12 and the red
wires between K12 and the B+ terminal on the starter motor
solenoid. Repair as necessary.

6. Fault circuit breaker CB1 is faulty.

Replace fault circuit breaker CB1 if the reset button pushes

in and stays in but there is no B+ at terminal 3.

7. Control switch S12 is faulty.

Replace control switch S12 if there is no B+ at the red/orange

wire terminal when the switch is at Run.

4-8

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THE ENGINE DOES NOT CRANK IN RUN MODE (CONT.)

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

8. T26 relay K14 or connected wiring is faulty (Beginning Spec B).

Check the red/orange wire between control switch S12 and

86 on K14, the black wires between 85 on K14 and TB1-6,
the red wire between 30 on K14 and control switch S12 and
the red/orange wire between 87 on K14 and 30 on K13. Repair as necessary. Replace T26 relay K14 if there is no B+
at 87 when control switch S12 is at Run.

9. DC disconnect relay K13 or connected wiring is faulty.

Replace DC disconnect relay K13 if there is no electrical continuity between 30 and 87a (NC). Check the red/orange wire
between 87 on K14 (S12, Spec A) and 30 on K13, the gray
or purple wires between 87a on K13 and 86 on starter relay
K12. Repair as necessary.

10. Starter relay K12 or ignition

ground is faulty.

Check the black-wire grounding path between 85 on starter

relay K12 and ground. Replace starter relay K12 if there is
no B+ at 87 when control switch S12 is at Run.

4-9

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THE ENGINE DOES NOT CRANK IN REMOTE MODE

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. The control switch is not at Remote.

Push the control switch to Remote.

2. A Fault Shutdown is being indicated by fault circuit breaker CB1

(reset button extended out).

Service the set as necessary. To reset, push control switch

S12 to Off and push the reset button on fault circuit breaker
CB1.

3. No remote circuit signal.

Push control switch S12 to Off, jumper control box terminals

TB1-2TB1-3 (12, Spec A) and push control switch S12
to Remote. If the set starts, repair the fault in the external remote control circuit.

4. Control switch S12 or connected

wiring is faulty.

Check the wires between control box terminals TB1-2 and

TB1-3 (1 and 2, Spec A) and control switch S12. Repair as
necessary. Replace the control switch if the generator set
starts in the Run position but not in the Remote position.

5. Check Items 3 through 10 under

THE ENGINE DOES NOT
CRANK IN RUN MODE.

Perform the necessary repairs.

4-10

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THE ENGINE CRANKS BUT DOES NOT START

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause
1. The engine is not getting fuel.

2. The air cleaner is dirty or the exhaust system is clogged.

Corrective Action
A. If the engine shut down due to overcrank (60 seconds), push
control switch S12 to Off and reset fault circuit breaker CB1.
B. Open any closed shutoff valve in the fuel supply system.
C. Fill the fuel supply tank.
D. Restore fuel prime (Page 8-41).
Service as necessary.

3. Low engine temperature is causing too low a cranking speed for

starting.

A. Plug in, repair or install heaters for engine coolant and engine oil.
B. Replace the engine oil if it is not of the recommended viscosity for the ambient temperature.

4. Cranking voltage is too low to

reach required cranking speed.

A. While cranking the engine measure voltage across each battery cableterminal post to terminal post. Service as necessary if voltage drop across either cable is more than 0.5 VDC.
B. Recharge or replace the battery. Specific gravity for a fully
charged battery is approximately 1.260 at 80 F (27 C).
C. Replace the engine-driven battery charging alternator if normal battery charging voltage is not between 12 and 14 volts.

5 The preheat circuit is faulty.

Service the glow plug(s), glow plug relay K15, preheat switch
S15 and connected wiring as necessary.

6. Fuel shutoff solenoid K1 is faulty.

Disconnect the leads of fuel shutoff solenoid K1 and apply

B+. Replace K1 if it does not pull in and stay in.

7. Fuel shutoff solenoid K1 circuit

wiring is loose or missing.

Check all the red/orange wires connected to TB1-5

(10, Spec A) and all the black wires to TB1-6 (4, Spec A).
Repair as necessary.

8. The engine or fuel system is worn

or malfunctioning mechanically.

Service the engine according to Section 8.

4-11

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THE ENGINE RUNS UNTIL FAULT SHUTDOWN

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1 High engine temperature or

faulty safety switch.

A Check the engine coolant level, repair any leaks and fill to the
proper level (liquid cooled engines). Push the control switch
to Off and reset the fault circuit breaker.
B Remove obstructions to air flow and clean and service the
cooling system as required to restore full cooling capacity.
C Replace high engine temperature switch S2 if there is electrical continuity across the switch terminals at room temperature. (Air cooled engines have a 260 F [127 C] head bolt
mounted temperature switch [Figure 4-3].)

2 Low engine oil pressure or faulty

safety switch.

A Check the engine oil level, repair any leaks and fill to the
proper level. Push the control switch to Off and reset the fault
circuit breaker.
B Install an oil pressure gauge in place of low oil pressure cutout switch S1, close the manual fuel shutoff valve to keep the
engine from starting and observe oil pressure while cranking
the engine. Replace S1 if oil pressure is greater than 10 psi
(69 kPa). Service the lubricating oil system if oil pressure is
less than 10 psi (69 kPa). See Section 8.

3. Low coolant level (probable

cause if fault circuit breaker has
not tripped and remote monitor
light stays on after engine has
cooled down).

Check engine coolant level, repair any leaks and fill to the
proper level.

4-12

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THE ENGINE LACKS POWER OR IS UNSTABLE

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause
1. Fuel delivery to the set is inadequate.

Corrective Action
A. Check for clogged fuel lines and filters.
B. Check for air in the fuel lines.
C. Check the vertical distance from the bottom of the fuel dip
tube to the fuel lift pump. The distance must not exceed
3 meters (10 feet).

2. The fuel is contaminated.

Connect the fuel lift pump to a container of fuel of known

quality. Replace the contents of the fuel supply tank if there
is a noticeable difference in performance.

3. The air cleaner is dirty or the exhaust system is clogged.

Service as necessary.

4. The engine or engine fuel system

is worn or out of adjustment.

Service the engine according to Section 8.

4-13

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THIS PAGE LEFT INTENTIONALLY BLANK

4-14

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5. Generator Set ControlDetector

WARNING

OPERATION

EXHAUST GAS IS DEADLY!

Manual Starting

All engine exhaust contains carbon monoxide,

an odorless, colorless, poisonous gas that can
cause unconsciousness and death. Symptoms
of carbon monoxide poisoning include:
Dizziness
Nausea
Vomiting

Push the control switch (Run/Stop/Remote) to RUN

(Figure 5-1 or 5-2). The engine should crank, start
and run up to governed speed and regulated voltage in a few seconds. The starter will disconnect
automatically. The green run lamp will light indicating that the starter disconnected and that the generator set is running.

Headache
Weakness and Sleepiness
Inability to Think Coherently

IF YOU EXPERIENCE ANY OF THESE SYMPTOMS, GET INTO FRESH AIR IMMEDIATELY. If
symptoms persist, seek medical attention. Shut
down the generator set and do not operate it until it has been inspected and repaired.

Whenever possible, let the engine warm up for a

few minutes before connecting electrical loads.
If the engine does not start, the starter will disengage and an Overcrank Fault will be indicated. A
control having the standard 75-second cycle-cranking function will cycle up to 3 times, alternating
15-second periods of cranking with 15-second periods of rest. Continuous cranking is optional.

The exhaust system must be installed in accordance with the generator set Installation Manual. Make sure there is ample fresh air when operating the generator set in a confined area.

To clear an overcrank fault, push the control switch

to STOP and the Reset switch to RESET. See
TROUBLESHOOTING in this section.

PRESTART CHECKS
Perform any scheduled maintenance and check the
following before starting the generator set.

Manual Stopping
Push the control switch to STOP. Whenever possible, let the engine cool down by running without
load for a few minutes before stopping. The Detector Control has a stop time delay function which can
be adjusted to suit (30 seconds to 30 minutes).

Fuel
Check the fuel supply and refill as necessary.

Engine Oil

To restore automatic remote control of the generator set, make sure to push the
control switch to REMOTE before leaving.
CAUTION

Check engine oil level. Keep the oil level as near as

possible to the dipstick high mark without overfilling.

Remote Automatic Starting and Stopping

Engine Coolant

Push the control switch to REMOTE for remote, automatic control by a transfer switch or other kind of
controller. The Detector Control has a start time
delay function which can be adjusted to suit (0.5 to
15 seconds).

Check engine coolant level (liquid-cooled engines).

Note the normal level of coolant in the radiator top
tank when the engine is cold (within 25 mm [1 inch]
of top). Add coolant if it falls below this level. Use a
50/50 mixture of ethylene glycol and water.

Emergency Stop (Optional)

WARNING Hot coolant can cause severe

burns. Let the engine cool down before removing the pressure cap.

Push the Emergency Stop switch in an emergency.

To reset, pull the button out and push the control
switch to STOP and the Reset switch to RESET.

5-1

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Field Breaker: Protects the generator exciter/regulator circuits from overheating under certain failure
modes.

CONTROL PANEL
The Detector control provides for manual and remote control. It has 12 indicator lights and provides
shutdown and/or indication for various fault and
pre-fault conditions. See Figure 5-1 or 5-2 and
TROUBLESHOOTING.

Indicator Lamps: The control panel has the following 12 indicator lamps:
RUN (green) indicates that the starter has disconnected and that the set is running.

Panel Lamp: Illuminates the control panel.

PRE LO OIL PRES (yellow) indicates that engine oil pressure is marginal (low).

Oil Pressure Gauge: Indicates engine oil pressure.

PRE HI ENG TEMP (yellow) indicates that engine coolant temperature is marginal (high) or
that the coolant level is low (when equipped
with a low coolant level switch).

Coolant Temperature Gauge: Indicates engine

coolant temperature.
DC Voltmeter: Indicates battery voltage.

LO OIL PRES (red) indicates that the engine

has shut down because of low oil pressure.

Control Switch (Run/Stop/Remote): Run and

Stop run and stop the set locally and Remote allows
operation by a remote controller.

HI ENG TEMP (red) indicates that the engine

has shut down because of high coolant temperature or low coolant level (when equipped with
a low coolant level switch).

Hour Meter: Registers the total number of hours

run. It cannot be reset. Use it as a basis for periodic
maintenance and service.
Preheat / Reset / Lamp Test / Panel Lamp
Switch: Preheat energizes the glow plugs, Reset
resets the fault circuit (the control switch must be at
Stop), Lamp Test tests the fault lamps and Panel
Lamp turns on the control panel lamp.

OVERSPEED (red) indicates that the engine

has shut down because of excessive speed.

Emergency Stop Button (Optional): Push-in

switch for emergency shutdown of the set.

FAULT 1 (red) indicates a nondedicated fault.

May be selected as a shutdown or non-shutdown, timed or non-timed fault (usually timed
shutdown).

OVERCRANK (red) indicates that the engine

has failed to start during the cranking period.

AC Voltmeter: A dual-range meter that indicates

AC output voltage. Use the scale indicated by the
scale indicator lamp.
AC Ammeter: A dual-range meter that indicates
AC output current. Use the scale indicated by the
scale indicator lamp.

FAULT 2 (red) indicates a nondedicated fault.

May be selected as a shutdown or non-shutdown, timed or non-timed fault (usually nontimed shutdown).

Frequency/RPM Meter: Indicates generator output frequency in Hertz (cycles per second) and engine speed in rpm (revolutions per minute).

LOW ENG TEMP (yellow) indicates that engine coolant temperature is marginal for starting (low).
LO FUEL (yellow) can be used to indicate that
the fuel supply is low and may be set as a warning or as a shutdown. A low fuel level switch is
available from Onan.

Voltage Adjusting Rheostat: Provides approximately 5 percent adjustment in output voltage.

Upper and Lower Scale Indicator Lamps: Indicates which AC meter scales to read.

SWITCH OFF (flashing red) indicates that the

control switch is not in its Remote position for
automatic starting.

Phase Selector Switch: Selects the generator

phase for voltage and current readings.

5-2

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FIGURE 5-1. DETECTOR CONTROL PANEL (BEGIN SPEC B)

FIGURE 5-2. DETECTOR CONTROL PANEL (SPEC A)

5-3

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DETECTOR CONTROL BOX (SPEC A)

HAZARDOUS VOLTAGE! Touching

uninsulated live parts inside the control box can
result in severe personal injury or death. Reinstall the protective cover to prevent contact
with bare, live meter terminals.
WARNING

Figure 5-3 illustrates the control box with the control

panel hinged open. Note the lexan (red plastic) cover secured over the meters to protect you from electrical shock.

TOP VIEW OF CONTROL BOX

SIDE VIEW CONTROL BOX

LEXAN COVER SECURED BY INSULATED ACORN NUTS OVER THE AC METER TERMINALS
THIS COVER MUST ALWAYS BE REINSTALLED FOLLOWING SERVICE TO PROTECT FROM ELECTRIC SHOCK

FIGURE 5-3. DETECTOR CONTROL BOX (SPEC A)

5-4

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W2 Jumper Position (jumper W9 must be in the B

position):

ENGINE CONTROL MONITOR (ECM)

The generator set control box has connection
points for remote control and annunciation. These
connection points are on the engine control monitor
(ECM), Figure 5-4; optional auxiliary relay board
(ARB), Figure 5-5; and start-stop time delay module, Figure 5-6.

A Non-timed warning under FLT 1 conditions.

B Non-timed shutdown under FLT 1 conditions.
C Timed warning under FLT 1 conditions.
D Timed shutdown under FLT 1 conditions.

The engine control monitor (ECM) is a printed circuit board assembly mounted on the side wall of the
control box (Figure 5-4). See Page C-1 for the remote connection diagram.

W6 Jumper Position:
A Warning under Pre-High Engine Temperature conditions.

Remote Start/Stop: Connections for remote start/

stop are made at A11-TB1-7 (B+) on the ECM and
at A15-TB1-5 on start-stop time delay module A15
(Page 5-9). See Page 5-7 for connections when
the optional auxiliary relay board is provided.

B Shutdown under Pre-High Engine Temperature conditions.

W7 Jumper Position:
A Warning under Pre-Low Oil Pressure
conditions.

Remote Annunciation: Connections for remote

annunciation are made at terminal blocks TB1 and
TB2. See Page 5-7 for connections when the optional auxiliary relay board is provided.

B Shutdown under Pre-Low Oil Pressure

conditions.
W8 Jumper Position:
A Warning while running or during standby
under FLT 2 conditions.

Function Selection Jumpers: The ECM board

has six selection jumpers that can be repositioned
to provide 10-second time-delayed or non-timedelayed warnings only or 10-second time-delayed
or non-time-delayed shutdowns, as follows:

B Allows selection of functions with W1

jumper.
W9 Jumper Position:

W1 Jumper Position (jumper W8 must be in the B

position):
A Non-timed warning under FLT 2 conditions.
B Non-timed shutdown under FLT 2 conditions.
C Timed warning under FLT 2 conditions.
D Timed shutdown under FLT 2 conditions.

A Warning while running or during standby

under FLT 1 conditions.
B Allows selection of functions with W2
jumper.
Note: The time delay in warning or shutdown is accomplished by delaying the arming of the FLT 1 or
FLT 2 circuit in the Detector control, not by delaying
the sensing of the fault.

5-5

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BEGIN SPEC B

7 6

SPEC A

5 4

TB1

3 2 1

TB2

FIGURE 5-4. ENGINE CONTROL MONITOR (ECM)

5-6

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 Jumper Position A (Run) The relay operates as a Run relay, energizing when SW B+ is
applied from the engine monitor.

AUXILIARY RELAY BOARD (OPTIONAL)

The auxiliary relay board (ARB) is a printed circuit
board assembly mounted on the back wall of the
control box (Figure 5-5). See Page C-2 for the connection diagram.

Jumper Position B (Common Alarm) The

relay operates as a Common Alarm relay. The
relay energizes any time there is an engine
shutdown.

Terminal Blocks:
TB1 ARB TB1 and engine monitor TB1 are
identically numbered and provide the same remote control connection points. Note that additional terminals are provided for terminals 5, 7,
and 10 of ARB TB1.

Jumper Position C (Isolated) The relay operates as an Isolated relay. The relay coil is energized by a customer applied B+ signal
through the terminal block; TB3-1 for relay K1,
TB4-1 for relay K2, and TB5-1 for relay K3.

TB2 through TB5 Connection points for relays K1 through K3. TB2 provides the N/O and
N/C connections (three form C contacts for
each relay). TB3 through TB5 provide the common connection points (TB3 for K1, TB4 for K2
and TB5 for K3).

Jumpers W11, W12, and W13 perform the same

functions for their respective relays; W11 for relay
K1, W12 for relay K2, and W13 for relay K3. They
can be located in two different positions (A, B) independently of one another.
Jumper Position A The relay operates isolated from the board. The customer provides
the circuit completion through terminal block;
TB3-5 for relay K1, TB4-5 for relay K2, and
TB5-5 for relay K3. The customer can operate
the relay with switched ground logic or use this
relay in the middle of more complex logic circuits if needed.

TB6 and TB7 Connection points for fault relays K4 through K15. Three terminals are provided for each relay, which are labeled COM,
N/C, N/O.

Plug-In Relays (K1, K2, K3): The ARB can be

equipped with one to three 3-pole, double-throw relays. These relays (K1, K2, K3) are field changeable
plug-in relays for easy field addition and replacement.

Jumper Position B The relays operate with

the coils connected to ground through the
board connections. The coil will require a B+
signal to energize with the jumper in this position.

Each relay can be operated as a RUN, COMMON

ALARM, or ISOLATED COIL with the changing of
jumpers.

Fault Relays (K4 through K15): These relay modules are used to operate a remote alarm annunciator that has an independent power source. This allows the use of either AC or DC for alarm drives. The
relays are energized through the latching relays on
the engine monitor and provided N/O and N/C contacts for each external alarm connection.

The relay contact ratings are:

10 amps at 28 VDC or 120 VAC, 80% PF
6 amps at 240 VAC, 80% PF
3 amps at 480 VAC, 80% PF

Jumper Positions for Plug-In Relays: Jumpers

W1, W2 and W3 perform the same functions for
their respective relays, W1 for relay K1, W2 for relay
K2, and W3 for relay K3. They can be located in any
of 3 positions (A, B, C) independently of each other.

The 12 relays with form C contacts are rated:

10 Amp, 120 VAC
10 Amp, 30 VDC

5-7

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BEGIN SPEC B

SPEC A

JUMPERS

RUN RELAY MODULE(S)

K1

K2

JUMPERS

K3

J1, J2 WIRE HARNESS PLUG

CONNECTIONS FROM A11

FIGURE 5-5. AUXILIARY RELAY BOARD (ARB)

5-8

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onds to 30 minutes. Turn the potentiometer clockwise to increase delay and counterclockwise to decrease delay.

START-STOP TIME DELAY MODULE

Start Delay: Start delay is adjustable from 0.5 to 15
seconds. The intake manifold heater(s) are energized during the start delay period for easier starting. Turn the potentiometer clockwise to increase
delay and counterclockwise to decrease delay. See
Figure 5-6.

Remote Start/Stop: Connections for remote start/

stop are made at A11-TB1-7 (B+) on the ECM and
at A15-TB1-5 on the time delay module (A15). System B+ connections can be made instead on the
auxiliary relay board (Figure 5-5) when it is provided.

Stop Delay: Stop delay is adjustable from 30 secBEGIN SPEC B

SPEC A

START DELAY
POTENTIOMETER

STOP DELAY
POTENTIOMETER

TB1
1

REMOTE START/STOP
CONTACTS
A11-TB1-7 (B+ OUT)

FIGURE 5-6. START-STOP TIME DELAY MODULE ADJUSTMENTS AND CONNECTIONS

5-9

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sets, if required by the local code, cut the

orange jumper for overspeed shutdown at
about 1830 rpm. There are no other provisions for
field adjustment.

ELECTRONIC OVERSPEED/START
DISCONNECT MODULE
The electronic overspeed/start disconnect module
is mounted on the generator end bell cover by two
screws as shown by Figure 5-7. The magnetic rotor
is bolted to the end of the generator shaft as shown.
The module is an encapsulated electronic device
with wiring harness and disconnect plug.

To remove the module, disconnect the harness plug

and remove the generator end bell cover. The module mounting screw heads are accessible on the
back side of the cover.
Torque the rotor bolt to 18 lb-ft (24 N-m) when remounting the magnetic rotor.

Start disconnect occurs at about 660 rpm and overspeed shutdown at about 2190 rpm. For 50 Hertz
GENERATOR END VIEW
(SHOWN WITHOUT ROTOR COVER)

SIDE VIEW
OVERSPEED/START
DISCONNECT MODULE

MAGNETIC
ROTOR

GENERATOR END
BELL COVER

CUT THE ORANGE JUMPER FOR 50 HZ SHUTDOWN

IF REQUIRED BY CODE

CIRCUIT SCHEMATIC

J2

ROTOR MOUNTING DETAIL

MAGNETIC
ROTOR

P2
T26(B+)
J1-6

T26(B+)
J1-12
GND
GND

MOUNTING BOLT,
WASHERS AND SPACER

END OF GENERATOR
SHAFT

FIGURE 5-7. ELECTRONIC OVERSPEED/START DISCONNECT MODULE

5-10

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COOLANT TEMPERATURE GAUGE

ASSEMBLY
PCB MOUNTING ON BACK OF GAUGE

An electronic PCB assembly is mounted on the

back of the coolant temperature gauge (M12) with
three terminal nuts. The PCB assembly carries two
relays that provide signals for the low engine temperature (not used on these models) and pre-high
temperature warning lamps on the basis of the
gauge sender output. See Figure 5-8.

GAUGE AND PCB CONNECTIONS

FIGURE 5-8. COOLANT TEMPERATURE GAUGE

5-11

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RELAYS K11, K12 AND K13 (SPEC A)

Relays K11 and K12 are provided for the switched
B+ and starter circuits to handle the higher DC currents in these circuits. Relay K13 is provided when
the engine is equipped with glow plug(s) for preheat. They feed through terminal block TB1 to the
engine wiring harness. See Figure 5-9.

TOP VIEW OF CONTROL BOX

RELAY ASSEMBLY

TB1

RELAY CONNECTIONS

FIGURE 5-9. RELAYS K11, K12 AND K13

5-12

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ENGINE GAUGE SENDERS AND

SHUTDOWN SWITCHES

COOLANT TEMPERATURE SENDER

(LIQUID COOLED ENGINES)

Figure 5-10 shows the locations of the engine

gauge senders and shutdown switches to which the
engine monitor board (A11) and control panel
gauges respond. The engine temperature and oil
pressure warning and shutdown switches close the
monitoring circuit to engine chassis ground.
Use pipe thread sealant on gauge senders and
warning and shutdown switches.
CAUTION Do not use teflon tape for switches
and senders that are grounded to the engine by
thread contact as it may interfere with the
ground path.

OIL
PRESSURE
SWITCH

CYLINDER HEAD TEMPERATURE

SWITCH (AIR COOLED ENGINES)

FIGURE 5-10. ENGINE GAUGE SENDERS AND

SHUTDOWN SWITCHES

5-13

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9. Shutdown occurs if the engine does not start

within 75 seconds (see OPERATION in this
section). The OVERCRANK indicator lamp
lights and common alarm terminal A11-TB1-4
is powered.

SEQUENCE OF OPERATION
The sequence of operation is as follows. Refer to
the connection drawing on Page A-2 or B-2/B-3.
1. The engine monitor (A11) is powered by cranking battery voltage (12 VDC). Terminal
A11-TB1-9 is connected to battery positive (+)
and A11-TB1-5 to battery negative (-).

10. Shutdown occurs during operation when a low

oil pressure (S1), high engine temperature
(S2), low coolant level (S7) or engine overspeed condition is sensed, the line circuit
breaker trips, the transfer switch senses over
or under voltage or the emergency stop button
(S14) is pressed. The appropriate fault indicator lamp lights and common alarm terminal
A11-TB1-4 is powered. (There is no fault lamp
for emergency stop. The switch button will light,
however, and the light in Reset Switch S11.)

2. The manual starting cycle begins by pushing

run switch S12 to the Run position.
3. The automatic starting cycle begins when a
start signal is received from the transfer switch
(switch S12 in the Remote position).
4. The start signal received at engine monitor terminal A11-TB1-6 (automatic) or A11-P4-6
(manual), causes engine monitor A11 to energize the engine gauges and terminals
A11-TB1-8 and A11-TB1-10.

The low oil pressure and high engine temperature shutdown circuits are not armed during the
first 10 seconds after startup so as to allow oil
pressure and engine temperature to stabilize.

5. A11-TB1-10 energizes the coil of relay K11 to

energize the SW B+ circuit to engine block terminal T26. The fuel solenoid(s), ignition module and ignition coil should be energized.

11. To restore operation after a shutdown fault has

been serviced, reset the engine monitor by
pushing the panel Stop switch and then the
Reset switch. The set should run or be ready
to run when the panel switch is pushed to Run
or to Remote.

6. A11-TB1-8 energizes the coil of relay K12 to

energize the starter motor.
7. The engine should crank, start and run up to
governed speed in a matter of seconds.

If the emergency stop switch has been used, the

control will have to be reset to restore operation.
First pull the emergency stop switch button and
then push the panel Stop and Reset switches.

8. The engine monitor disconnects the starter

when engine speed reaches approximately
660 RPM. There are two, redundant, starter
disconnect circuits. One is activated by 120
VAC generator output voltage (plug connectors
A11-P1-1 and A11-P1-2). The other is activated by 12 VDC through the start disconnect
module (plug connector A11-P1-5).1

12. The set is stopped manually by pressing the

panel Stop switch or automatically by the
transfer switch. (The panel switch must be in
the Remote position for remote, automatic operation.)

1. If the starter disconnects normally but the local control panel Run indicator light does not come on, the DC start disconnect circuit (start
disconnect module) may not be working. If the starter disconnects normally but neither the local nor the remote Run indicator light comes on, the
AC start disconnect circuit may not be working. See TROUBLESHOOTING.

5-14

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Try to think through problems. Go over what was

done during the last service call. The problem could
be as simple as an empty fuel tank, closed fuel shutoff valve, loose wire, blown fuse or tripped circuit
breaker. Refer to the wiring diagrams on Page A-2
or B-2/B-3.

TROUBLESHOOTING
The following troubleshooting tables are designed
to help you think through generator set problems.
To save time troubleshooting, read the entire manual ahead of time to understand the generator set.

SEE THE SECTION, 7. GENERATOR, FOR GENERATOR FAULTS

THE ENGINE DOES NOT STOP RUNNING

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause
1. The fuel stop solenoid is malfunctioning.

Corrective Action
A. To stop the engine, push the engine control lever to the left
and hold it there until the engine stops (see figure) or block
the engine air intake.
B. Apply 12 VDC across the fuel stop solenoid. Replace the solenoid if it does not function.
C. Readjust the governor stop-fuel setting (Page 8-50).
PUSH THE FUEL STOP
LEVER TO THE LEFT TO
STOP THE ENGINE

FUEL STOP
SOLENOID

5-15

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THE ENGINE DOES NOT CRANK IN RUN MODE

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. The Emergency Stop switch

has been used. (The switch button is lit.)

Pull the Emergency Switch button. To reset the engine control, push the Run-Stop-Remote switch to Stop and the Reset switch to Reset. Then push the Run-Stop-Remote
switch to Run.

2. A Fault Shutdown is being indicated by one of the red lights on

the control panel.

Service the set as necessary. To reset the engine control,

push the Run-Stop-Remote switch to Stop and the Reset
switch to Reset. Then push the Run-Stop-Remote switch to
Run.

3. Cranking voltage is too low to

crank the engine.

A. Clean and tighten or replace the positive (+) and negative ()

battery cable connectors and cables at the battery and the
set.
B. Recharge or replace the battery. Specific gravity for a fully
charged battery is approximately 1.260 at 80 F (27 C).
C. If the set is in standby service, install a battery charger.
D. Replace the engine-driven battery charging alternator if normal battery charging voltage is not between 12 and 14 volts.

4. The starter motor or solenoid is

malfunctioning.

Push the Run-Stop-Remote switch to Run and check for

battery voltage (12 VDC) at starter solenoid terminal SW. Replace the starter motor if there is voltage but the motor does
not function.

5. Fuse F1 on engine monitor board

A11 has blown (no voltage
[12VDC] at A11-TB1-8). (See
Figure 5-4 on Page 5-6.)

Wiring between A11-TB1-8 and terminal 85 on relay K4

(K12, Spec A) may be loose and shorting to ground. Repair
as necessary and replace the fuse with one of the same type
and amp rating (20 A).

6. Fuse F4 on engine monitor board

A11 has blown. (See Figure 5-4
on Page 5-6.)

The lead to terminal 3 on switch S12 (Run-Stop-Remote) or

to terminal 5 on switch S11 (Lamp Test-Reset-Preheat) or a
lead in the indicator lamp (A12) harness or engine gauge
(M11 through M16) harness may be loose and shorting to
ground. Repair as necessary and replace the fuse with one
of the same type and amp rating (5 A).

7. Engine Monitor Board A11 is not

properly grounded.

Check for electrical continuity (zero ohms) between

A11-TB1-5 and the battery negative () terminal. Repair as
necessary.

5-16

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THE ENGINE DOES NOT CRANK IN RUN MODE (CONT.)

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

8. Relay K4 (K12, Spec A) or connecting wiring is faulty.

Beginning Spec BCheck wiring between A11-TB1-8 and

relay K4 and K4 and the battery negative () terminal. Repair
as necessary. Replace K4 if contacts 8730 do not close
when battery voltage is applied across 85-86.
Spec ARemove the lead from terminal 86 on relay K12,
ground terminal 86, push the Run-Stop-Remote switch to
Run and check for battery voltage (12 VDC) at relay K12 terminals 85 and 87. Replace relay K12 if there is voltage at terminal 85 but not at terminal 87.

9. One of the following leads is

loose, damaged or missing
(Spec A):
K12-87 to TB1-4,
TB1-4 to starter solenoid terminal
SW (gray/orange),
K12-86 to TB1-7, or
TB1-7 to ground (black).

Check, clean and tighten the connectors at both ends and replace the wire if it is damaged.

10. The Run-Stop-Remote switch

(S12) or wiring is faulty.

Disconnect pin connector J4 from engine monitor board A11

and check for electrical continuity (zero ohms) between
switch terminals 2 and 3 when the switch is in the Run position and between terminals 1 and 2 when it is in the Remote
position. Replace the switch if either set of contacts is faulty.

11. Engine monitor board A11 is

faulty. (Check fuses F1 and F4
and for B+ at A11-TB1-9 again.)

Push the Run-Stop-Remote switch to Run and check for

battery voltage (12 VDC) at terminal A11-TB1-8. Replace
engine monitor board A11 if there is no voltage at A11-TB1-8
but 12 VDC at A11-TB1-9.

5-17

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THE ENGINE DOES NOT CRANK IN REMOTE MODE

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. The Run-Stop-Remote switch is

at Stop. (The Switch-Off light
will be flashing, if provided.)

Push the Run-Stop-Remote switch to Remote.

2. The Emergency Stop switch

has been used. (The switch button is lit.)

Pull the Emergency Switch button. To reset the engine control, push the Run-Stop-Remote switch to Stop and the Reset switch to Reset. Then push the Run-Stop-Remote
switch to Remote.

3. A Fault Shutdown is being indicated by one of the red lights on

the control panel.

Service the set as necessary. To reset the engine control,

push the Run-Stop-Remote switch to Stop and the Reset
switch to Reset. Then push the Run-Stop-Remote switch to
Remote.

4. There is no remote circuit signal

(12 VDC at auxiliary relay board
A28-TB1-6) because fuse F3 on
engine monitor board A11 has
blown. (See Figure 5-4 on
Page 5-6.)

A. Replace the fuse with one of the same type and amp rating (15 A).
B. If fuse F3 blows again, find and repair the fault in the remote
control circuit, such as a loose wire that may be shorting to
ground or a shorted relay coil or other component. See Page
C-1 for connections to the ATS.

5. There is no remote circuit signal

(12 VDC at auxiliary relay board
A28-TB1-6) because the remote
circuit is not functioning properly.

Apply 12 VDC to A28-TB1-6. If the engine cranks, find and

repair the fault in the remote control circuit. See Page C-1 for
connections to the ATS.

6. Auxiliary relay board A28 is not

functioning properly.

Check for misconnections (see Page C-2) and loose connections and replace auxiliary relay board A28 if there is 12 VDC
at terminal A28-TB1-6 but not at A28-J2-6.

7. Same as Steps 3 through 11 in

the RUN mode.

Same as Steps 3 through 11 in the RUN mode.

5-18

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THE ENGINE CRANKS BUT DOES NOT START

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause
1. The engine is not getting fuel.
(The LO FUEL indicator lamp is
on.)
2. The air cleaner is dirty or the exhaust system is clogged.

Corrective Action
A. Open any closed shutoff valve in the fuel supply system.
B. Fill the fuel supply tank.
C. Restore fuel prime (Page 8-41).
Service as necessary.

3. Low engine temperature is causing too low a cranking speed for

starting.

A. Plug in, repair or install engine coolant and engine oil heaters.
B. Replace the engine oil if it is not of the recommended viscosity for the ambient temperature.

4. Cranking voltage is too low to

reach required cranking speed.

A. While cranking the engine measure voltage across each battery cableterminal post to terminal post. Service as necessary if voltage drop across either cable is more than 0.5 VDC.
B. Recharge or replace the battery. Specific gravity for a fully
charged battery is approximately 1.260 at 80 F (27 C).
C. Replace the engine-driven battery charging alternator if normal battery charging voltage is not between 12 and 14 volts.

5 Preheat time is too short or the

preheat circuit is faulty.

A. Increase the preheat time (up to 15 seconds). See Figure

5-6, Page 5-9.
B. Service the glow plug(s), glow plug relay K15, preheat switch
S15 and connected wiring as necessary.

6. Fuel solenoid K1 is faulty.

Apply B+ directly to terminal T26 (B+) on the engine block.

Replace the solenoid if it does not pull in and stay in.

7. Fuse F2 on engine monitor board

A11 has blown (no voltage
[12VDC] at A11-TB1-10). (See
Figure 5-4 on Page 5-6.)

Beginning Spec BThe customer may have connected

too many loads to terminal T26 (B+) on the engine block or
a loose wire may be shorting to ground. Remove the extra
loads or repair as necessary and replace the fuse with one
of the same type and amp rating (20 A)
Spec AEither the wire between terminal A11-TB1-10 and
emergency stop switch S14 terminal S14-C-1 or between
S14-C-2 and relay K11 terminal 85 may be loose and shorting to ground. Repair as necessary and replace the fuse with
one of the same type and amp rating (20 A).

5-19

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THE ENGINE CRANKS BUT DOES NOT START(CONT.)

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

8. Fuse F1 in the control box wiring

harness has blown (no voltage
[12VDC] at TB1-3 on floor of control box) (Spec A).

A. The customer may have connected too many loads to terminal T26 (B+) on the engine block. Remove the extra loads
and replace the fuse with one of the same type and amp rating (30 A).
B. Check for loose wires that may be shorting to ground, including the leads to TB1-3 in the control box and the red/orange
leads in the engine wiring harness. Repair as necessary and
replace the fuse with one of the same type and amp rating
(30 A).

9. Emergency stop switch S14 (optional) is faulty.

Bypass S14 with a jumper lead from A11-TB1-10 to terminal

85 on relay K11. If the engine starts, replace S14.

10. Relay K11 is faulty (Spec A)..

Push the Run-Stop-Remote switch to Run and check for

battery voltage (12 VDC) at relay K11 terminals 85 and 87
while the engine is cranking. Replace relay K11 if there is
voltage at terminal 85 but not at terminal 87.

11. Engine monitor board A11 is

faulty. (Check fuse F2 again.)

Push the Run-Stop-Remote switch to Run and check for

battery voltage (12 VDC) at terminal A11-TB1-10. Replace
engine monitor board A11 if there is no voltage during cranking.

12. The engine is worn or out of adjustment.

Service the engine according to Section 8.

5-20

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THE ENGINE RUNS UNTIL FAULT SHUTDOWN

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. The OVERSPEED lamp comes

on when the engine shuts down.

A. If this is a 60 Hertz set, check to see if the orange jumper on

the overspeed module has been cut (Figure 5-7 on Page
5-10). If it has, replace the module. (Cutting the orange jumper lowers the cutout point for 50 Hertz sets.)
B. Reset engine monitor board A11 by pushing the Run-StopRemote switch to Stop and the Reset switch to Reset and
restart the set. Adjust the governor according to Section 8.

2. The LO OIL PRES lamp comes

on when the engine shuts down.

A. Check the engine oil level, repair any oil leaks and fill to the
proper level. Then reset engine monitor board A11 by pushing the Run-Stop-Remote switch to Stop and the Reset
switch to Reset.
B. If the set still shuts down due to low oil pressure, restart the
set and observe oil pressure while cranking the engine. Replace the low oil pressure cutout switch if oil pressure is
greater than 10 psi (69 kPa). Service the lubricating oil system if oil pressure is less than 10 psi (69 kPa). See Section 8.

5-21

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THE ENGINE RUNS UNTIL FAULT SHUTDOWN (CONT.)

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

3. The HI ENG TEMP lamp comes

on when the engine shuts down.

A. Check the engine coolant level, repair any coolant leaks and
refill as necessary (liquid cooled). Then reset engine monitor
board A11 by pushing the Run-Stop-Remote switch to Stop
and the Reset switch to Reset.
B. Liquid-Cooled EnginesIf the set still shuts down due to
high engine temperature, start the engine and observe coolant temperature as the system heats up. If shutdown occurs
before the coolant reaches 225 F (101 C), replace the high
engine temperature cutout switch. If coolant temperature exceeds 225 F (101 C), clean and service the entire cooling
system as required to restore full cooling capacity.
Air-Cooled EnginesClean the air ducts, fan and cylinder
cooling fins and service dampers that do not fully open. (Air
cooled engines have a 260 F [127 C] head bolt mounted
temperature switch [Figure 5-10]. Replace the switch if it is
not open at room temperature.)

4. The FAULT 1 or FAULT 2 lamp

comes on when the engine shuts
down. (May be specifically labeled.)

Service as required. The customer has supplied the system

fault indication switches. Either fault can be chosen to display the warning only with the function selection jumpers on
the engine monitor board. See Page 5-5.
If the shutdown was due to low frequency, the set probably ran out of fuel, or the governor is out of adjustment.
If the shutdown was due to over/under voltage, the voltage regulator may be out of adjustment.

5-22

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THE ENGINE LACKS POWER OR IS UNSTABLE

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause
1. Fuel delivery to the set is inadequate.

Corrective Action
A. Check for clogged fuel lines and filters.
B. Check for air in the fuel lines.
C. Check the vertical distance from the bottom of the fuel dip
tube to the fuel lift pump. The distance must not exceed 3 meters (10 feet).

2. The fuel is contaminated.

Connect the fuel lift pump to a container of fuel of known

quality. Replace the contents of the fuel supply tank if there
is a noticeable difference in performance.

3. The air cleaner is dirty or the exhaust system is clogged.

Service as necessary.

4. The engine or engine fuel system

is worn or out of adjustment.

Service the engine according to Section 8.

5-23

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AN AMBER WARNING LAMP IS ON

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. The PREHET or PRELOP lamp

comes on while the engine is running.

Shut down the set if possible or disconnect non-critical

loads.(Oil pressure will be less than 20 psi but greater than
14 psi or engine temperature will be greater than 220 F but
less than 230 F.) Service the engine lubricating or cooling
system according to Section 8.

2. The LO FUEL lamp comes on.

Fill the fuel supply tank with the appropriate grade of fuel.
(The customer has supplied the fuel level switch to make use
of the warning.)

3. The LOW ENG TEMP lamp

comes on during standby.

Plug in, repair or install an engine coolant heater.

4. The FAULT 1 or FAULT 2 lamp

comes on during standby. (May
be a specifically labeled amber
lamp.)

Service as required. The customer has supplied the system

fault indication switches. Either fault can be chosen to display the warning only with the function selection jumpers on
the engine monitor board. See Page 5-5.

5-24

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THE GREEN RUN LAMP STAYS OFF BUT THE SET RUNS NORMALLY
WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. The set mounted RUN lamp does

not light although the starter has
disconnected normally and the
engine is running.

A. Press the panel Lamp Test switch and replace the run lamp
bulb if it does not light.
B. Check for loose or missing wiring between the start disconnect module and pin connector P1-5 on engine monitor
board A11. See the connection diagram on Page 5-10.
C. Check for 12 VDC at A11-P1-5 while the set is running. If
there is no voltage, check to see that the start disconnect
module and rotor are mounted properly and that the LED is
blinking (Figure 5-7 on Page 5-10). Replace the module if is
mounted properly but there is no voltage or the LED is not
blinking.
D. Replace engine monitor board A11 if there is voltage at
A11-P1-5 while the set is running normally but the RUN lamp
does not light.

2. Neither the remote nor the set

mounted RUN lamp light although the starter has disconnected normally and the engine
is running.

A. Press the panel Lamp Test switch and replace the run lamp
bulb if it does not light. Test the remote RUN lamp by suitable
means and replace it if it does not light.
B. If both lamps are good, this indicates that the AC disconnect
circuit is not working. Check the AC voltmeter to determine
whether or not there is generator output voltage and service
as necessary. Troubleshoot according to THERE IS NO
OUTPUT VOLTAGE.
C. If there is generator output voltage, check for 120 VAC
across pin connectors P1-1 and P1-2 on engine monitor
board A11. If there is no voltage, check for loose or missing
leads between the connectors and TB21-21 and TB21-32 inside the control box and service as necessary.
D. Replace engine monitor board A11 if there is 120 VAC
across pin connectors P1-1 and P1-2 but neither RUN lamp
lights during normal operation.

5-25

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THIS PAGE LEFT INTENTIONALLY BLANK

5-26

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6. Voltage Regulator
4. The exciter field (stator) induces current in
the exciter rotor windings. A full-wave rectifier
bridge (rotating rectifiers) mounted on the
exciter rotor converts exciter output (3-phase
AC) to DC. The exciter rotor is mounted on
the main rotor shaft.

PRINCIPLE OF GENERATOR OPERATION

Refer to Figure 6-1 while working through the following explanation.
1. The generator field (main rotor) is rotated by
the engine to induce output current (AC) in
the main stator windings.

5. Exciter output current is proportional to exciter field current.

6. The automatic voltage regulator regulates
exciter field current by comparing generator
output voltage and frequency with reference
values.

2. Generator output current is proportional to

field strength, which is varied to match the
load. Nominal output voltage and frequency
are maintained by the voltage regulator and
engine governor, respectively.

7. Exciter field current is supplied by the main

stator through the voltage regulator. Residual
field magnetism initiates self-excitation during startups.

3. Generator field strength is proportional to

field current, which is supplied by the exciter.

VOLTAGE
REGULATOR

VOLTAGE SENSING AND

POWER FOR EXCITATION

ELECTRICAL POWER OUTPUT

DC FIELD
EXCITER
CURRENT

EXCITER
ROTOR
AND
STATOR

ROTATING
RECTIFIERS

MAIN STATOR
ROTATING
MECHANICAL
POWER
INPUT

MAIN ROTOR

FIGURE 6-1. DIAGRAM OF GENERATOR OPERATION

6-1

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VOLTAGE REGULATOR

UFRO Adjustment

Figures 6-2, 6-3 and 6-4 illustrate the voltage regulator and its mounting and orientation in the different
types of control boxes.

The LED on the voltage regulator indicates that the

UFRO (under frequency roll off) circuit is in operation. Check first to see that the frequency selection
jumper is connected appropriately for the application (50 Hz or 60 Hz).

Frequency Selection Jumper

Connect the frequency selection jumper for the application frequency, 50 Hz or 60 Hz.

The UFRO pot on the voltage regulator is factory set

and sealed. If necessary, adjust it so that the LED
lights as frequency drops to 47 Hz for a 50 Hz application or 57 Hz for a 60 Hz application. Turn the
pot clockwise to reduce the knee point frequency.

Voltage Adjustment
Use the control panel mounted voltage trimmer, if
provided, for small voltage adjustments. Measure
generator output voltage while the set is running
without load at the nominal frequency.

Field Flashing
If there is no output voltage, flash the field as follows:

If a replacement voltage regulator has been

installed, or the voltage trimmer does not provide
enough adjustment, adjust voltage as follows:

1. Assemble a 12 volt battery, 10 ohm resistor,

18 volt voltage suppressor and 12 amp, 300
volt diode as shown in Figure 6-2, 6-3 or 6-4.

1. Turn the voltage trimmer on the control panel

(Figure 5-1 or 5-2, Detector control only) to
its mid position.

2. While the set is running at nominal frequency,

momentarily connect the positive (+) side of
the the circuit to voltage regulator terminal
VR21-F1 (x) and the negative side () to voltage regulator terminal VR21-F2 (xx).

2. Turn the VOLTS pot on the voltage regulator

fully counterclockwise.
3. Turn the STABILITY pot on the voltage regulator to its mid position.

The voltage regulator could be

damaged if the flashing circuit is connected
for more than 5 seconds.
CAUTION

4. Start and operate the generator set at rated

frequency and no load. If the LED lights, see
UFRO Adjustment.

3. Check output voltage, shut down the set and

restart it. See TROUBLESHOOTING in Section 7 if output voltage does not build up without field flashing.

5. Slowly turn the VOLTS pot clockwise until

rated voltage is obtained.
6. See Stability Adjustment if voltage is unstable.

HAZARDOUS VOLTAGE! Touching

uninsulated live parts inside the control and
power output boxes can result in severe personal injury or death. Do not touch uninsulated
live parts.

Stability Adjustment
If it is necessary to adjust stability, run the generator
set at rated frequency and no load. Slowly turn the
STABILITY pot clockwise until voltage becomes
stable and then counterclockwise until it again become unstable. Turn the pot slightly clockwise from
this position for maximum stability. Readjust voltage after a stability adjustment.

Stand on a dry wooden platform or rubber insulating mat, make sure your clothing and shoes
are dry, remove jewelry, restrain hair and use
tools with insulated handles.

6-2

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FIELD FLASHING CIRCUIT

BATTERY
12 V

DIODE
12 A, 300 V

SUPPRESSOR
VOLTAGE
18 VOLT

RESISTOR
10 OHM

FIGURE 6-2. VOLTAGE REGULATOR WITH DETECTOR CONTROL (BEGINNING SPEC B)

6-3

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(SX460)
FIELD FLASHING CIRCUIT

BATTERY
12 V
STABILITY

X (F1)

UFRO LED

VOLTS

XX (F2)

3 4

DIODE
12 A, 300 V

FREQUENCY

50HZ

60HZ

SUPPRESSOR
VOLTAGE
18 VOLT

RESISTOR
10 OHM

VR21

FIGURE 6-3. VOLTAGE REGULATOR WITH DETECTOR CONTROL (SPEC A)

6-4

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FIELD FLASHING CIRCUIT

BATTERY
12 V

DIODE
12 A, 300 V

SUPPRESSOR
VOLTAGE
18 VOLT

RESISTOR
10 OHM

VOLTS

XX

VR21

1
2
3
4

FREQUENCY

UFRO LED

50HZ
60HZ

(SX460)
STABILITY

FIGURE 6-4. VOLTAGE REGULATOR WITH MANUAL AND REMOTE/ATS CONTROLS

6-5

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THIS PAGE LEFT INTENTIONALLY BLANK

6-6

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7. Generator
These are 4-pole, rotating-field, brushless, singlebearing generators (Figure 7-1).

WARNING Arcing can ignite battery gases and

cause severe personal injury and can cause
voltage spikes that can damage generator set
control circuits. To reduce arcing:

VOLTAGE REGULATION
See Section 6.

Always disconnect a battery charger from its

AC source before disconnecting the battery
cables.

GENERATOR CONNECTIONS
HAZARDOUS VOLTAGE! Touching
uninsulated live parts inside the control and
power output boxes can result in severe personal injury or death. Do not touch uninsulated
live parts.

Always disconnect the negative () cable first

and reconnect it last. (This prevents arcing if the
tool on the positive terminal touches grounded
metal.)

Stand on a dry wooden platform or rubber insulating mat, make sure your clothing and shoes
are dry, remove jewelry, restrain hair and use
tools with insulated handles.

Local regulations usually require that wiring connections be made by a licensed electrician and that
the installation be inspected and approved before
operation. All wiring methods, connections, wire
ampacities, equipment grounding, materials, etc.
must comply with the applicable codes.

Accidental starting can cause severe personal injury or death. To prevent accidental starting, push the control panel switch to
OFF and disconnect the negative () battery
cable from the battery before working on the
generator set.
WARNING

END
COVER

WARNING Improper wiring can cause fire or

electrocution resulting in severe personal injury or death and property damage.
STATOR LEADS

STATOR

DRIVE
DISC

ROTOR
SHAFT
BEARING

MAIN
ROTOR

O-RING

EXCITER
ROTOR

END
BELL

COOLING
BLADES

EXCITER
STATOR

THROUGH
STUD

FIGURE 7-1. GENERATOR

7-1

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Use flexible conduit and stranded conductors to

make connections at the generator set to take up
movement and vibration. Note the recommended
electrical stub up area on the generator set outline
drawing.

TESTING THE GENERATOR

Testing Winding Insulation Resistance
A 500 VAC megger is recommended for the winding
insulation resistance tests prescribed below. A test
consists of applying the test potential between the
winding and ground (winding laminations) for a period of 10 minutes and recording resistance at 1 minute and again at 10 minutes.

Two terminal blocks with four terminals each are

available for output connections. Additional terminals are available if the optional line circuit breakers
are mounted.

Resistance values of at least 5 megohms should be

obtained for a new generator with dry windings. The
polarization index should also be at least 2 (the ratio
of the resistance reading at ten minutes to the reading at one minute). For a set that has been in service, the resistance reading should not be less than
1 megohm nor the polarization index less than 2.

Twelve-lead generators are reconnectable. See the

appropriate connection diagram on Page A-1
or B-1. Note the connections for the voltage sensing leads and current transformers (CTs).
Note 1: On generator sets with Detector Control the
scale indicator lamp on the control panel will indicate whether the upper or low meter scale should be
readif generator connections have been made
properly.

If low readings are obtained or the set has been in

standby for a long time in high humidity conditions,
the windings should be dried out and the test repeated. Use the generator standby heaters (if so
equipped) or blow warm air through the generator
with a fan. A more effective way is to use a bolted
short across the generator leads or terminals. To do
this:

Note 2: If the generator is equipped with line circuit

breakers and generator reconnections are made, the
line circuit breakers will have to be replaced with circuit breakers having appropriate ampere ratings.

1. Bolt the two (three) phases of the generator together at the terminals. See the appropriate
connection diagram on Page A-1 or B-1.

Detector Control (Spec A) If the ammeter reads

low and is connected to CT terminals 1 and 3, try reconnecting to terminals 1 and 2. If the ammeter
reads high and is connected to CT terminals 1
and 2, try reconnecting to terminals 1 and 3
(Page A-1).

2. Disconnect the F1 and F2 leads at the voltage

regulator and connect them to a variable 12
VDC source. See Figure 6-2, 6-3 or 6-4.
3. Attach a clamp-on ammeter to the generator
leads to measure generator current, adjust the
12 VDC source for zero voltage, start the set
and slowly increase the excitation voltage. Obtain the highest current possible without exceeding generator rating.

Connecting a load between CT terminals 2 and 3 can damage the CT.

CAUTION

Manual or Remote/ATS Control If the ammeter

reads low and the generator leads run through the
CTs only once, try running the leads through twice.
If the ammeter reads high and the generator leads
run through the CTs twice, try running the leads
through once. See the meter connection diagram
on Page C-3.

4. Run the set for approximately one hour and repeat the insulation resistance tests. Replace
the stator or rotor if its winding resistance is
less than specified.

7-2

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Exciter Stator

duct the test as instructed under Testing Winding Insulation Resistance.

Winding Insulation Resistance: Disconnect exciter stator leads F1 and F2 from their connectors in
the AC generator wiring harness, isolate them from
ground, connect either one to the megger and con-

Winding Resistance: Measure winding resistance

between exciter stator leads F1 and F2 with a digital
ohmmeter. Replace the exciter stator if winding resistance is not 13 to 16 ohms.

END BELL CASTING

NUMBER MUST BE UP
WHEN REASSEMBLING

EXCITER STATOR
LEADS F1 AND F2

STATOR MOUNTING SCREWS

8 LB-FT (11 N-M) TORQUE

BEARING
BORE O-RING

FIGURE 7-2. EXCITER STATOR AND END BELL

7-3

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CR6). Each assembly has a field terminal (F1+ or

F2) for connecting the leads from the main rotor
(generator field) and voltage suppressor.

Exciter Rotor and Rotating Rectifiers

Winding Insulation Resistance: Disconnect all
six exciter rotor leads from diode terminals CR1
through CR6 and isolate them from ground. Connect any lead to the megger and conduct the test as
instructed under Testing Winding Insulation Resistance.

Diode Resistance: Using a digital ohmmeter, measure electrical resistance between diode terminals
CR1, CR2 and CR3 and field terminal F1+ on the
positive diode assembly and between diode terminals CR4, CR5 and CR6 and field terminal F2 on
the negative diode assembly. Reverse the meter
test probes and repeat the tests. The electrical resistance across each diode should be high in one
direction and low in the other. If the resistance is
high or low in both directions, replace the whole
diode assembly.

Winding Resistance: With a Wheatstone bridge,

measure electrical resistance across each pair of
rotor windings: T11-T12, T21-T22, T12-T13,
T22-T23, T13-T11 and T23-T21. See the connection schematic. Replace the whole rotor shaft assembly if the resistance of any winding is not 0.52 to
0.64 ohms.

Replacing Diode Assembly: Make sure the replacement diode assembly is of the correct polarity,
positive (+) or negative (). Then disconnect all
leads from the defective diode assembly and remove the two mounting screws. Mount the new
diode assembly, reconnect all leads and torque the
terminal screws to 24 lb-in (2.6 N-m).

The rotating rectifier assembly is mounted on the

back face of the exciter rotor. It consists of one positive (+) and one negative () diode assembly. Each
assembly carries three diodes in an epoxy potting.
Each diode has a terminal for connecting the appropriate lead from the exciter rotor (CR1 through
ONE OF SIX DIODE TERMINALS FOR CONNECTING THE
EXCITER WINDING LEADS. TORQUE THE TERMINAL
NUTS TO 24 LB-IN (2.6 N-M) AND USE A FLAT WASHER TO
PROTECT THE LEAD CONNECTOR

POSITIVE (+) DIODE ASSEMBLYMOUNT ON

LEFT-HAND SIDE WHEN
ROTOR KEY IS UP

NEGATIVE () DIODE ASSEMBLYMOUNT ON

RIGHT-HAND SIDE
WHEN ROTOR KEY IS UP

ONE OF TWO
MOUNTING
SCREWS FOR
EACH DIODE
ASSEMBLY

TERMINALS F1+ AND F2 ARE FOR CONNECTING

THE MAIN ROTOR AND VOLTAGE SUPPRESSOR
LEADSTORQUE THE TERMINAL NUTS TO
24 LB-IN (2.6 N-M)

CONNECTION DIAGRAM

FIGURE 7-3. ROTATING RECTIFIER ASSEMBLY

7-4

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Winding Resistance: Measure electrical resistance between the two main rotor leads with a digital
ohmmeter. Replace the rotor if the resistance is not
as specified in Table 7-1.

Main Rotor And Surge Suppressor

Winding Insulation Resistance: Disconnect the
main rotor and voltage suppressor leads from terminals F1+ and F2+ on the rotating rectifier assemblies and isolate them from ground. Tag and mark
each lead with its terminal number (F1+ or F2+).

Surge Suppresser: A voltage suppressor is

mounted on the rotor shaft between the main rotor
and the exciter rotor. Its leads are connected to terminals F1+ and F2 on the rotating rectifier assemblies. Disconnect the leads from their terminals and
measure resistance between the leads with a digital
ohmmeter. Replace the whole rotor shaft assembly
if resistance is not infinite on the highest scale of the
meter.

Because of the opposing residual

magnetism of the rotor, it might be difficult to reestablish self excitation if the polarity of the
main rotor leads is reversed upon reassembly.
CAUTION

Reconnect the rotor and surge suppressor leads

and torque the terminals to 24 lb-in (2.7 N-m) when
reassembling.

Connect either or both leads to the megger and conduct the test as instructed under Testing Winding Insulation Resistance.

TWO SETS OF LEADSFOR THE MAIN ROTOR AND FOR A SURGE SUPPRESSORPASS
THROUGH THE EXCITER ROTOR AND ARE CONNECTED TO THE F1+ AND F2 TERMINALS
ON THE ROTATING RECTIFIER ASSEMBLY. DISCONNECT THE LEADS FROM THE TERMINALS
WHEN TESTING THE MAIN ROTOR WINDINGS AND THE SURGE SUPPRESSOR.

MAIN ROTOR

EXCITER ROTOR

FIGURE 7-4. MAIN ROTOR

7-5

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Main Stator
Winding Insulation Resistance: Test each winding separately. Disconnect the winding lead from its
grounded neutral connection and isolate it
(Page A-1 or B-1). Leave the other windings
grounded. Connect either or both winding leads to
the megger and conduct the test as instructed under Testing Winding Insulation Resistance.

MEASURE WINDING RESISTANCE

BETWEEN LEAD PAIRS.

Winding Resistance: Disconnect all main stator

leads from the terminals to which they are connected. Using a Wheatstone bridge having at least
0.001 ohm precision, measure electrical resistance
across each pair of stator leads (Page A-1 or B-1).
Replace the stator if the resistance of any winding is
not as specified in Table 7-1.

The resistances measured across lead pairs on

4-lead generators should be twice the value in
Table 7-1 since each lead pair is connected to two
winding coil groups, which are connected in series.

FIGURE 7-5. MAIN STATOR WINDINGS

7-6

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TABLE 7-1. MAIN STATOR AND ROTOR WINDING RESISTANCES

REFERENCE LENGTH
MILLIMETERS
(INCHES)1

REFERENCE STACK
LENGTH MILLIMETERS
(INCHES)1

MAIN STATOR
WINDING RESISTANCE
OHMS2

MAIN ROTOR
WINDING RESISTANCE
OHMS2

4-Lead Generators (Single-Phase)

349 (13.7)

73 (2.88)

0.179-0.197

2.57-3.10

364 (14.3)

87 (3.44)

0.127-0.141

1.88-2.30

386 (15.2)

110 (4.31)

0.080-0.088

2.12-2.59

422 (16.6)

146 (5.75)

0.053-0.059

2.48-3.03

454 (17.9)

178 (7.00)

0.039-0.043

1.78-2.18

12-Lead Generators (Three-Phase)

349 (13.7)

73 (2.88)

0.417-0.461

2.57-3.10

364 (14.3)

87 (3.44)

0.257-0.284

1.88-2.30

386 (15.2)

110 (4.31)

0.191-0.172

2.12-2.59

422 (16.6)

146 (5.75)

0.105-0.117

2.48-3.03

454 (17.9)

178 (7.00)

0.086-0.096

1.78-2.18

6-Lead, 347/600 Volt Generators (Three-Phase)

349 (13.7)

73 (2.88)

1.317-1.456

2.57-3.10

364 (14.3)

87 (3.44)

0.786-0.868

1.88-2.30

386 (15.2)

110 (4.31)

0.542-0.599

2.12-2.59

422 (16.6)

146 (5.75)

0.338-0.374

2.48-3.03

454 (17.9)

178 (7.00)

0.273-0.301

1.78-2.18

REFERENCE
STACK
LENGTH

REFERENCE LENGTH
1. These are approximate reference dimensions for aiding generator identification. The corresponding rotor stack lengths are slightly greater than
the stator stack lengths.
2. Stator resistances are 5% of nominal at 77 F (25 C) and rotor resistance are 10%.

7-7

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Beginning with Spec B generator sets with

Detector control, disconnect the engine wiring harness from all terminals inside the control
box and all generator leads from terminals in
the control and output boxes and remove the
assembly from its mounting saddle above the
generator (so that a lifting strap can be used to
support the generator stator housing). For easier reconnections later, make sure each lead is
clearly marked.

GENERATOR DISASSEMBLY
The generator is heavy. You will need an assistant
and hoist of sufficient capacity to remove the generator.
WARNING Accidentally dropping the generator can damage it and cause severe personal injury and death. The hoist and straps must have
sufficient capacity and be attached properly so
that the load cannot shift.

On generator sets with Manual or Remote/

ATS control, disconnect the engine wiring harness from all terminals inside the control box.
For easier reconnections later, make sure each
lead is clearly marked.

Before starting, disconnect the starting battery

cables (negative [-] first) to make sure the set will not
start while working on it.
WARNING Accidental starting can cause severe personal injury or death. To prevent accidental starting, push the control panel switch to
OFF and disconnect the negative () battery
cable from the battery before working on the
generator set.

3. Disconnect the generator leads and control

wiring if the control box is to be removed from
the generator.
4. On generator sets with Detector control, disconnect the overspeed/start disconnect module and remove the generator end bell cover
and module as an assembly. Remove the overspeed/start disconnect rotor element from the
end of the generator shaft.

Arcing can ignite battery gases and cause severe personal injury and can cause voltage
spikes that can damage generator set control
circuits. To reduce arcing:

5. Cinch a hoisting strap around the middle of the

generator stator and take up slack with a hoist.

Never disconnect the battery cables while the

generator set is cranking or running.

6. Before separating the generator stator from the

flywheel housing and end bell, scribe lines to
register the parts for easier reassembly.

Always disconnect a battery charger from its

AC source before disconnecting the battery
cables.

7. Remove the four nuts and washers on the generator through-studs and tap the end bell free
of the stator assembly.

Always disconnect the negative () cable first

and reconnect it last. (This prevents arcing if the
tool on the positive terminal touches grounded
metal.)

8. Tap the generator stator free of the adaptor

housing and carefully draw the stator straight
back until it clears the ends of the throughstuds.

1. Disconnect all power output and remote control

connections and conduit at the generator. For
easier reconnections later, make sure each
lead is clearly marked.

9. Remove the generator through-studs.

10. If it is necessary to remove the rotor, cinch a
hoisting strap around the middle of the main rotor laminations and then remove the bolts securing the generator drive disc to the flywheel.

2. On Spec A generator sets with Detector

control, remove the four mounting screws in
the bottom of the control box and tip the box up
on one of its sides for access to the wiring connections on the bottom. Disconnect the engine
wiring harness from the plugs and terminals on
the bottom of the control box. Also, disconnect
the control box heater, if provided. For easier
reconnections later, make sure each lead is
clearly marked.

11. Remove the two mounting screws if it is necessary to remove the exciter stator from the generator end bell.
12. Use a gear puller if it is necessary to remove
the rotor bearing.

7-8

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6. When mating the generator stator and flywheel

housing, make sure the scribed index lines
(Step 6, Disassembly) register.

GENERATOR REASSEMBLY
Reassembly is the reverse of disassembly. Note the
following when reassembling the generator:

7. If the exciter stator was removed from the generator end bell, torque the two screws to 8 lb-ft
(11 N-m) when remounting. The leads must
exit away from the end bell and be in the top
half of the assembly (see Figure 7-2).

1. If the rotor bearing was removed, press a new

rotor bearing on flush with the end of the shaft.
(The end of the shaft must not extend more
than 0.020 inch (0.5 mm) beyond the side of the
bearing. Apply force to the inner race of the rotor bearing when pressing it onto the shaft so
as not to damage the bearing.

8. Wipe the bearing bore in the end bell lightly with

molybdenum disulfide grease and make sure
the rubber O-ring is in place.

2. If the drive disc was removed from the rotor,

torque the eight bolts to 68 lb-ft (92 N-m) when
remounting. Make sure that:

9. Mount the end bell to the stator assembly, making sure the rotor bearing is fully seated in the
bore and that the end bell part number is at the
top. Torque the nuts on the generator throughstuds to 28 lb-ft (38 N-m). Pull the field leads
out the same opening as the main stator leads.

A. The chamfered edge of the drive disc perimeter faces away from the rotor to make
assembly to the flywheel easier.

10. Mount the rotor for the overspeed/start disconnect module (Detector control generators) on
the end of the rotor and torque the bolt to 18 lbft (25 N-m).

B. The fan blade assembly goes on first. (It

will be secured with the disc-to-flywheel
bolts.)
C. The rounded edges of the washers are on
the disc side.

11. Secure the end bell cover plate and torque the
four screws to 8 lb-in (3.8 N-m).

3. If the rotor was removed from the engine flywheel, torque the eight drive disc-to-flywheel
bolts to 39 lb-ft (52 N-m) when remounting.

12. Reconnect or remount all the other components that were disconnected or removed under Disassembly.

4. If the flywheel housing was removed, torque

the bolts to 60 lb-ft (81 N-m) when remounting.

It may be necessary to flash the

field to get AC output voltage, which is the
means for activating the AC start disconnect circuit. To protect the starter from
damage, do not start the generator set until
the DC start disconnect module has been
remounted and reconnected. See Figure
6-2, 6-3 or 6-4.
CAUTION

5. Thread the generator through-studs into the

flywheel housing before attempting to mount
and align the generator stator. The ends having
the shorter lengths of thread must be threaded
into the flywheel housing. Make sure the studs
bottom.

7-9

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ing in the generator set control sections. See the

Table of Contents for the appropriate generator set
control section.

TROUBLESHOOTING
The following generator and voltage regulator troubleshooting tables are referenced by troubleshoot-

NO OUTPUT VOLTAGE
WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. The line circuit breaker is OFF.

Find out why the circuit breaker was turned OFF, make sure
it is safe to reconnect power, and then throw the circuit breaker ON.

2. The line circuit breaker has

TRIPPED.

Shut down the set and service as necessary to clear the short
circuit or ground fault that caused tripping, and then RESET
the circuit breaker and start the set.

3. The line circuit breaker is faulty.

Shut down the set, make sure the power output lines from the
set have been disconnected from all other sources of power,
attempt to RESET the circuit breaker and throw it ON and
check for electrical continuity across each line contact. Replace the circuit breaker if there is measurable resistance
across any contact.

4. Field circuit breaker CB21 has

TRIPPED.

RESET the circuit breaker. If it keeps tripping, troubleshoot

according to FIELD CIRCUIT BREAKER KEEPS TRIPPING.

5. Field circuit breaker CB21 is

faulty (Detector control only).

Shut down the set, attempt to RESET the circuit breaker, disconnect either lead and measure resistance. Replace the
circuit breaker if there is measurable resistance across the
terminals.

6. The field has lost its residual

magnetism.

Flash the field. See Section 6.

7-10

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NO OUTPUT VOLTAGE (CONT.)

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

If flashing the field does not work (Item 6 above), isolate the problem to the voltage regulator or to the
generator as follows:
A. Throw the line circuit breaker OFF and shut down the set.

This test involves unregulated excitation of the generator. To prevent damage to

the generator due to overcurrent, make sure that all loads have been disconnected and that all
faults have been cleared from the power output terminals of the generator.
B. Disconnect the field leads from terminals VR21-F1 and VR21-F2 on the voltage regulator (See Section 6) and connect the leads to a 12 volt battery: F1 to battery positive (+) and F2 to battery negative
(). Polarity must be correct or this test will be inconclusive because the induced and residual magnetic
polarities in the exciter stator will be opposed.
C. Read output voltage across the generator terminals while the set is running.
CAUTION

HAZARDOUS VOLTAGE! Touching uninsulated live parts inside the control and
power output boxes can result in severe personal injury or death. Do not touch uninsulated live
parts. Stand on a dry wooden platform or rubber insulating mat, make sure your clothing and
shoes are dry, remove jewelry, restrain hair and use tools with insulated handles.
D. If rated output voltage or higher is obtained and the voltages for all phases are balanced, the generator
is probably okay. Troubleshoot the voltage regulatorStep 7.
E. If the output voltages are not balanced, or are less than ninety percent of rated output voltage, the
problem is probably in the generator. If the voltages are unbalanced, first troubleshoot the main statorStep 12. If the voltages are uniformly low, first troubleshoot the exciter and field circuitsSteps
8, 9, 10 and 11.
7. Voltage Regulator VR21 is faulty.

Check all connections against the applicable connection diagram (Page A-1 or B-1) and rewire as necessary. Replace
the voltage regulator if the wiring is correct and there is no
output voltage.

Replacing the voltage regulator before servicing other faults can lead to damage to the new voltage regulator.
CAUTION

8. The exciter field winding is open.

Shut down the set and check exciter field winding resistance
according to instructions in this section. Replace the exciter
field assembly if winding resistance does not meet specifications.

9. The rotating rectifier assembly

(diodes CR1 through CR6) is
faulty.

Shut down the set and check each diode according to instructions in this section. Service as necessary.

7-11

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NO OUTPUT VOLTAGE (CONT.)

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

10. The exciter rotor windings are

open.

Shut down the set and check exciter winding resistances according to instructions in this section. Replace the whole rotor shaft assembly if exciter rotor winding resistances do not
meet specifications.

11. The main rotor winding is open.

Shut down the set and check main rotor winding resistance
according to instructions in this section. Replace the whole
rotor shaft assembly if main rotor winding resistance does
not meet specifications.

12. The stator windings are open.

Shut down the set and check stator winding resistances according to instructions in this section. Replace the generator
stator assembly if winding resistances do not meet specifications.

7-12

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OUTPUT VOLTAGE IS TOO HIGH OR TOO LOW

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. The engine speed has not been

adjusted properly.

Adjust engine speed according to Section 8.

2. The voltage has not been adjusted properly.

Adjust output voltage according to Section 6.

3. Connections have not been

made properly at the generator
output terminals.

Shut down the set and reconnect according to the appropriate connection diagram. See Page A-1 or B-1.

4. The rotating rectifier assembly

(diodes CR1 through CR6) is
faulty.

Shut down the set and check each diode according to instructions in this section. Service as necessary.

5. Voltage Regulator VR21 is faulty.

Replace the voltage regulator.

CAUTION

Replacing the voltage regulator before servicing other faults can lead to damage to the new voltage regulator.

7-13

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OUTPUT VOLTAGE IS UNSTABLE

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. Engine speed is unstable.

See THE ENGINE LACKS POWER OR IS UNSTABLE in the

appropriate control troubleshooting section.

2. The voltage has not been adjusted properly.

Adjust output voltage according to Section 6.

3. The voltage adjusting rheostat

on the control panel is faulty (if
provided).

Unlock the voltage adjusting screw on the front of the control

panel and disconnect either lead from the rheostat. Measure
resistance between terminals 1 and 2 while turning the adjusting screw fully one way and then the other. Replace the
rheostat if it is open at any point, or if resistance does not vary
smoothly from zero to approximately 1000 ohms.

4. Voltage Regulator VR21 is faulty.

Replace the voltage regulator.

CAUTION Replacing the voltage regulator before servicing other faults can lead to damage to the new voltage regulator.

7-14

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by any means, is strictly prohibited.

THE FIELD CIRCUIT BREAKER KEEPS TRIPPING (DETECTOR CONTROL)

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. The rotating rectifier assembly

(diodes CR1 through CR6) is
faulty.

Shut down the set and check each diode according to instructions in this section. Service as necessary.

2. The exciter field winding is

shorted.

Shut down the set and check exciter field winding resistance
according to instructions in this section. Replace the exciter
field assembly if winding resistance does not meet specifications.

3. The exciter rotor windings are

shorted.

Shut down the set and check exciter winding resistances according to instructions in this section. Replace the whole rotor shaft assembly if exciter rotor winding resistances do not
meet specifications.

4. The main
shorted.

is

Shut down the set and check main rotor winding resistance
according to instructions in this section. Replace the whole
rotor shaft assembly if main rotor winding resistance does
not meet specifications.

5. The stator windings are shorted.

Shut down the set and check stator winding resistances according to instructions in this section. Replace the generator
stator assembly if stator winding resistances do not meet
specifications.

6. Voltage Regulator VR21 is faulty.

Replace the voltage regulator.

rotor

winding

CAUTION

Replacing the voltage regulator before servicing other faults can lead to damage to the new voltage regulator.

7-15

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THE PHASE CURRENTS ARE UNBALANCED (3-PHASE GENERATORS)

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who
know about the hazards of fuel, electricity and machinery. Read Safety Precautions and observe
all instructions and precautions in this manual.

Possible Cause

Corrective Action

1. The connected loads are distributed unevenly among the

phases.

Shut down the set and redistribute the loads as evenly as

possible.

2. Improper connections have been

made at the generator output terminals.

Shut down the set and reconnect according to the appropriate connection diagram. See Page A-1 or B-1.

3. The stator windings are faulty

(open or shorted).

Shut down the set and check stator winding resistances according to instructions in this section. Replace the generator
stator assembly if stator winding resistances do not meet
specifications.

4. A load has a ground fault or short

circuit.

Service the faulty equipment as necessary.

7-16

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8. Engine
Checking crankcase vacuum is a good way to
tell how worn the engine is (except on 2-cylinder
engines). An engine in good condition will have a
crankcase vacuum of at least 20 mm (0.79 inch) water column (WC). Low and/or fluctuating vacuum indicates piston blow-by or faulty oil seals or valves.
Check vacuum at the oil dipstick hole.

TROUBLESHOOTING
Use Table 8-1 as a guide for engine troubleshooting. See the Table of Contents to locate troubleshooting information in other sections of this manual.

TABLE 8-1. ENGINE PROBLEMS

KNOCKING

DIFFICULT STARTING

Out of fuel
Unsuitable fuel or lubricating oil
Blocked fuel or oil filter
Air-locked fuel system
Stuck-open fuel injector nozzle valve
Scored fuel pump delivery valve
Sticking fuel pump rack
Late fuel injection timing
Loose fuel injector
Leaking valves
Sticking piston rings
Sticking exhaust valve
Worn cylinder

Sticking valve (exhaust) touching piston

Worn connecting rod bushing
Worn piston pin bushing
Too little piston/cylinder head clearance
Early fuel injection
Too much camshaft or crankshaft end play
Carbon deposits on pistons
Too much piston/cylinder clearance
Loose engine mounts
Unsuitable fuel
Loose flywheel

EXCESSIVE CARBON FORMATION

BLACK SMOKE

Blocked air filter

Blocked exhaust system
Unsuitable fuel or lubricating oil
Defective fuel injector spray
Late fuel injection timing
Excessive low-load operation
Low-temperature operation

Overload
Blocked air filter
High inlet air temperature
Defective fuel injector spray
Unsuitable fuel

FAINT BLUE SMOKE

DARK BLUE SMOKE

Light load operation

Worn piston rings

Worn cylinder bore

ENGINE STOPS RUNNING

LOSS OF POWER

Out of fuel
Air or water in fuel
Blocked fuel filter
Blocked fuel injector nozzle
Overload
Overheating
Loss of oil pressure

Blocked air filter

Blocked fuel filter
Blocked exhaust system
Loss of compression
Defective fuel pump or injector

NORMAL SPEED NOT ATTAINABLE

LOSS OF OIL PRESSURE

Air-locked fuel system

Insufficient fuel delivery
Retarded fuel injection timing
Maladjusted governor

Low oil level

Low oil viscosity
Fuel-diluted oil
Blocked oil pump
Worn crankshaft bearings
Failed oil pump

8-1

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TABLE 8-1. ENGINE PROBLEMS (CONT.)

LOW COMPRESSION

OVERHEATING

Recirculating cooling air

Obstructed cooling air inlet or outlet
Dirty cylinder fins (air cooled)
Dirty radiator fins (liquid cooled)
Loose fan belt
Loss of coolant (liquid cooled)
Overload
High or low lubricating oil level
Incorrect fuel injection timing

Loose fuel injector

Damaged fuel injector sealing washer
Lined up piston ring gaps
Leaking valves
Leaking cylinder head gasket
Worn piston rings
Worn cylinders

HUNTING OR SURGING

HIGH OIL CONSUMPTION

Binding governor linkage

Sticking fuel pump rack
Air in fuel system
Faulty fuel injector

Worn valve guides

Worn piston rings
Worn cylinder
High oil level

LOW OR FLUCTUATING CRANKCASE VACUUM

LEAKING OIL SEALS

Worn piston rings

Worn cylinders
Worn oil seals
High oil level
Unseated oil fill cap

High oil level

Loss of crankcase vacuum
Worn seal

TABLE 8-2. FUEL INJECTION PROBLEMS1

EXCESSIVE LEAK-OFF (BACK LEAKAGE)

INCORRECT OPENING PRESSURE

Worn or loose needle

Loose cap
Dirt between nozzle and holder faces

Loose adjuster
Dirty or seized needle
Blocked nozzle holes
Broken adjuster spring

DRIPPING NOZZLE

NO CHATTER WHEN INJECTING

Tight or sticking needle

Carbon deposits on nozzle or needle seats
Distorted, scratched or eroded seats

Tight or sticking needle

Leaking seat
Distorted cap nut
Dirt between nozzle and holder faces

SPRAY DISTORTED

Carbon on needle
Blocked or worn nozzle holes
Sticking or damaged needle
Distorted, scratched or eroded seats

1. if injector testing or cleaning equipment is not available, the injector should be replaced.

8-2

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5. Remove the radiator fan drive belt.

ENGINE DISASSEMBLY AND

REASSEMBLY

6. Remove the alternator.

Contact an Onan/Cummins distributor for the special tools required for engine disassembly and reassembly.

7. Remove the radiator fan (turn the nut clockwise).

8. Remove the inlet and exhaust manifolds.

The following procedures for disassembly and

reassembly are meant more as checklists than as
sequences that must be rigidly followed. They are
representative for air-cooled as well as liquidcooled engines, upon which they are based. It is assumed that the generator set housing and generator have already been removed and that the engine
electrical harness and fuel supply have been disconnected and that coolant and oil have been
drained.

9. Remove the fuel injector pump delivery tubes.

10. Remove the fuel injectors.
11. Remove the cylinder head covers.
12. Remove the lifting eye(s).
13. Remove the valve rockers and push rods.
14. Remove the coolant pump.

Hot coolant is under pressure and

can cause severe burns. Always let the engine
cool down before removing the pressure/fill
cap.
WARNING

15. Remove the cylinder head and gasket.

16. Lift out the push rod tubes, rubber seals and
washers.

Accidental starting can cause severe personal injury or death. To prevent accidental starting, push the control panel switch to
OFF and disconnect the negative () battery
cable from the battery before working on the
generator set.
WARNING

17. Remove the remaining fuel tubing and fuel filter.

18. Remove the oil filter.
19. Remove the dipstick and crankcase door.

Arcing can ignite battery gases and cause severe personal injury and can cause voltage
spikes that can damage generator set control
circuits. To reduce arcing:

20. Remove the oil pressure relief valve and oil

strainer.

Never disconnect the battery cables while the

genset is cranking or running.

22. Carefully remove any carbon build-up from the

top of the cylinder bore.

Always disconnect a battery charger from its

AC source before disconnecting the battery
cables.

23. Turn the crankshaft until the piston is at TDC.

21. Remove the connecting rod caps.

24. Lift out the piston and connecting rod.

25. Install the flywheel locking tool.

Always disconnect the negative () cable first

and reconnect it last. (This prevents arcing if the
tool on the positive terminal touches grounded
metal.)

26. Remove the front pulley (turn the bolt clockwise).

27. Move the engine control to the stop position
and remove each fuel injection pump. Keep
each shim pack together and identify it so
that it will be returned to the same pump
location on the block.

Disassembly
1. Remove the radiator hoses.
2. Remove the radiator.

28. Remove the gear cover (front end).

3. Remove the starter motor.
29. Disconnect the governor spring from the governor lever assembly.

4. Loosen the alternator.

8-3

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3. Install the crankshaft making sure the center

bearing dowel hole(s) line up correctly: 1 on
2-cylinder, 2 on 3-cylinder and 3 on 4-cylinder
engines.

30. Remove the governor lever assembly and governor rack.

31. Remove the governor sleeve.
32. Remove the governor weights.

4. Install the rear (flywheel-end) crankshaft thrust

bearings.

33. Use a magnet to remove the valve and fuel injection pump tappets.

5. Install the crankshaft main bearing housing.

6. Check crankshaft end play.

34. Rotate the engine until the governor weight

slots in the camshaft are vertical.
35. Remove the two camshaft thrust plate screws
and control lever tension spring.

7. Install the center main bearing locating dowel(s): 1 on 2-cylinder, 2 on 3-cylinder and 3 on
4-cylinder engines.

36. Carefully withdraw the camshaft.

8. Install the flywheel housing.

37. Remove the oil pump.

9. Install the flywheel.

38. Remove the crankshaft pinion.

10. Heat the crankshaft pinion and install it with its

key and with its timing marks outward.

39. Remove the flywheel.

11. Install the oil pump.

40. Remove the flywheel housing.

12. Install the camshaft, aligning the timing marks

and making sure the thrust plate is located correctly.

41. Remove the main bearing housing (flywheel

end).

13. Install the governor weights and governor

sleeve.

42. Use a manifold bolt to remove the center main

bearing locating dowel(s): 1 on 2-cylinder, 2 on
3-cylinder and 3 on 4-cylinder engines.

14. Install the fuel injection pump tappets and

thrust cups.

43. Gently withdraw the crankshaft.

15. Install the hydraulic valve tappets.

44. Remove the front main bearing and camshaft
bearing shells.

16. Install the governor lever assembly and governor rack and connect the governor spring.

Reassembly
17. Install, and if necessary, time, the fuel injection
pumps.

See Table 8-3 for recommended gasket and shim

sealers and thread sealing and lubricating compounds and Table 8-4 for thread torques. Always
use new gaskets when reassembling an engine.

18. Install the gear cover (front end).

19. Install the crankshaft pulley (turn the bolt
counterclockwise).

Use engine lubricating oil on all moving parts, especially on bearing surfaces, valve stems and push
rod cups. The piston/connecting rod assembly
should be submerged in oil and then thoroughly
drained just before installing it in the cylinder.

20. Install the pistons and connecting rods.

21. Install the oil pump relief valve and strainer.
22. Install the crankcase door and dipstick

1. Install the main (crankshaft) and camshaft

bearing shells.

23. Install the oil filter.

2. Install the front (gear-end) crankshaft thrust

bearings.

24. Install the push rod tube seals, washers and

tubes.

8-4

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25. Install the cylinder head and gasket.

33. Install the alternator.

26. Install the push rods and the valve rockers.

34. Install the starter motor.

27. Install the cylinder head covers.

35. Install and adjust the fan belt.

28. Install the fuel injectors.

36. Install the radiator.
29. Install the fuel injector pump delivery tubes.
37. Install the radiator hoses.

30. Install the coolant pump.

31. Install the manifolds.

38. Install the fuel filter and all other fuel tubing.

32. Install the radiator fan (turn the nut counterclockwise).

39. Adjust the governor fueling and stop positions

and speed and droop as necessary.

TABLE 8-3. GASKET AND SHIM SEALERS AND THREAD SEALING AND LUBRICATING COMPOUNDS

GASKET OR SHIM
Cylinder Head Cover
Core Hole Plugs

Oil Sump Drain Plug

Oil Seals
Cylinder Head Gasket

Stop/Run Speed Control Bushing

Push Rod Tube Seals
Main Bearing Housing Shim
Dipstick
Fuel Pump Tappet Stud
Camshaft Journals and Bores
Rocker Lever Spacer (Air-Cooled)
All other Gaskets and Shims

COMPOUND
All surfaces must be clean and dry.
Apply Loctite 572 or equivalent to the bore. Make
sure the compound does not enter the camshaft
bore.
Apply Loctite 572 or equivalent to the threads.
Lightly grease the sealing lip before installing.
All surfaces must be clean and dry. Assemble
head gaskets for air-cooled engines with the corrugated side down.
Press the bushings in dry.
Lightly coat the seal bore with grease to aid assembly.
Coat both sides of the shim with Locktite 609 or
equivalent.
Lightly coat the O ring with grease.
Coat the threads into the crankcase with Locktite
270 or equivalent.
Coat the journals (except for gear end) with Molydisulfide grease or equivalent.
Coat both sides with Locktite 609 or equivalent.
All surfaces must be clean and dry.

8-5

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TABLE 8-4. ENGINE THREAD TORQUES

TORQUE

BOLT NUT OR PART ASSEMBLED

BOLT,
Starter Motor Terminal Nuts
Stop/Run Assembly Screws
Gear Cover Nuts and Bolts1
Fuel Filter Bracket Screws
Manifold Bolts
Oil Pump Screws
Camshaft Thrust Pate Screws
Governor Weight Plate Screw
Cowling Fasteners (Air-Cooled)
Rocker Cover Nuts
Crankcase Door Bolts1
Alternator Adjusting Link Screws
Fixing Bolt to Back Plate
Coolant Pump Studs (not bolts)
Fuel Filter Union Plug
Fuel Lift Pump Screws
Fuel Injector Clamp Nut
Axial Fan Bracket Bolts (Air-Cooled)
Alternator Bolt
Coolant Pump Bolts and Nuts
Deep Sump Bolt
Center Bearing Housing Bolts
Exhaust Manifold, Turbocharger and Exhaust Flange Bolts (Turbocharged)
Turbocharger Oil Feed Plugs and Breather/Oil Separator Mounting Bolts
Fuel Injector Pump Delivery Tube Fitting Nuts
Oil Strainer Tube Nut
Main Bearing Housing Bolts1
Radiator Fan Nut (Liquid-Cooled)2
Fuel Injector Pump Clamp Nut
Valve Rocker Nut
Connecting Rod Bolts
Starter Motor Bolts
Oil Pump Relief Valve
Oil Filter Adapter Bolt
Fuel Injector Nozzle Nut
Fuel Pump Delivery Valve Holder
Cylinder Head Nut (Air-Cooled)1
Stage One
Stage Two
Cylinder Head Nut (Liquid-Cooled)1
Stage One
Stage Two
Stage Three
Flywheel Bolts
Flywheel Bolts (Turbocharged)
Crankshaft Pulley Bolt2

N-m
5.89-11.77
7

lb-ft
4.34-8.68
5

65
6.5

11

16

12

20

15

21

15.5

22

16

27

20

30

22

34

25

35

26

41

30

46
47

34
35

8
48

6
35

8
48
88
68
81
300

6
35
65
50
60
221

1. See Figure 8-1.

2. Left-hand threadturn clockwise to loosen and counterclockwise to tighten.

8-6

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1.
2.
3.
4.
5.

Crankcase Doors2, 3 and 4 cylinder engines

Gear Cover
Main Bearing Housing
Cylinder Head2 and 3 cylinder air cooled engines
Cylinder Heads2, 3 and 4 cylinder liquid cooled engines

FIGURE 8-1. BOLT TIGHTENING SEQUENCES

8-7

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Undersize and Oversize Replacement Parts:

Oversize pistons and rings, and undersize big end
and main bearing shells are available (Table 8-5).

DIMENSIONS OF WEARING PARTS

Table 8-6 indicates the extent to which components
may wear without appreciable loss of performance.
Therefore, one or more of the components affecting
the clearance should be replaced when the Maximum Clearance value has been reached.

TABLE 8-5. UNDERSIZES AND OVERSIZES

Bearing Undersizes

Cylinder Bore Wear: The maximum advisable piston/cylinder clearance given is the clearance between the bottom of the piston skirt, across the
faces, and the cylinder bore measured in the region
of travel of the piston skirt. The clearance is not to
be measured at the top of the bore.

Piston and Piston Ring

Oversizes

0.254 mm (0.010 in)

0.508 mm (0.020 in)
0.762 mm (0.030 in)
0.254 mm (0.010 in)
0.508 mm (0.020 in)

Non-standard sized parts are marked with the

amount they are under or over sized. The marking
appears as a suffix to the part number, which is located as follows:

Piston Ring Wear: The ring gaps given in

Table 8-6 are those to be anticipated when checking rings in an unworn part of the bore. Note that for
every 0.01 mm (0.0004 in) by which the actual bore
size exceeds the initial dimension, the ring gap will
increase by approximately 0.03 mm (0.0012 in).

1. Piston Ringson the face of the ring.

2. Pistonson the top surface.

The firing ring side clearance is measured with a

new ring flush with the top piston land.

3. Bearingson the outside surface

TABLE 8-6. DIMENSIONS OF WEARING PARTS

All clearances and wear limits are in millimeters unless
otherwise indicated

New Part
Dimension

New Part
Clearance

Maximum
Clearance

0 140 0 175
0.140-0.175

0 40
0.40

0.25-0.58

1.27

0 110 0 142
0.110-0.142

0 19
0.19

0 090 0 122
0.090-0.122

0 17
0.17

0 050 0 085
0.050-0.085

0 15
0.15

0 099 0 134
0.099-0.134

0 40
0.40

0.25-0.58

1.39

0 090 0 122
0.090-0.122

0 17
0.17

0 050 0 082
0.050-0.082

0 14
0.14

0 050 0 082
0.050-0.082

0 14
0.14

AIR-COOLED ENGINES
Cylinder Bore

76.000-76.025

Piston Diameterbottom of skirt, across thrust face

75.850-75.860

Piston Ring Gaps

0.25-0.50

Top Piston Ring Width

1.728-1.740

Top Piston Ring Groove Width

1.850-1.870

Second Piston Ring Width

1.978-1.990

Second Piston Ring Groove Width

2.080-2.100

Oil Piston Ring Width

3.975-3.990

Oil Piston Ring Groove Width

4.040-4.060
LIQUID-COOLED ENGINES

Cylinder Bore

86.000-86.025

Piston Diameterbottom of skirt, across thrust face

85.891-85.901

Piston Ring Gaps

0.25-0.50

Top Piston Ring Width

1.728-1.740

Top Piston Ring Groove Width

1.830-1.850

Second Piston Ring Width

1.978-1.990

Second Piston Ring Groove Width

2.040-2.060

Oil Piston Ring Width

3.978-3.990

Oil Piston Ring Groove Width

4.040-4.060

8-8

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TABLE 8-6. DIMENSIONS OF WEARING PARTS (CONT.)

All clearances and wear limits are in millimeters unless
otherwise indicated

New Part
Dimension

New Part
Clearance

Maximum
Clearance

0.025-0.080
0.025
0.080

0.12

0.04-0.10
0.04
0.10

0.14

0.035-0.095
0.035
0.095

0.135

0.035-0.095
0.035
0.095

0.135

0 010 0 120
0.010-0.120

0 17
0.17

0 050 0 105
0.050-0.105

0 17
0.17

0 050 0 105
0.050-0.105

0 17
0.17

0 0075 0 0245
0.0075-0.0245

0 05
0.05

0 020 0 064
0.020-0.064

0 11
0.11

0 025 0 095
0.025-0.095

0 165
0.165

0 020 0 100
0.020-0.100

0 14
0.14

0.025-0.150

0.20

ALL ENGINES
Connecting Rod Big End Bore

53.525-53.545

Bearing Shell Thickness

1.740-1.750

Crankpin Diameter

49.985-50.000

Flywheel-End Main Bearing Housing Bore

74.040-74.065

Bearing Shell Thickness

1.990-2.000

Crankshaft Journal Diameter

69.985-70.000

Gear-End Main Bearing Housing Bore

58.535-58.560

Bearing Shell Thickness

1.740-1.750

Crankshaft Journal Diameter

54.985-55.000

Center Main Bearing Housing Bore

58.5335-58.560

Bearing Shell Thickness

1.740-1.750

Crankshaft Journal Diameter

54.985-55.000

Thrust Washer Thickness1

2.310-2.360

Gear-End Camshaft Bushing Bore

34.990-35.085

Gear-End Camshaft Journal Diameter

34.965-34.980

Center Camshaft Bushing Bore

35.030-35.070

Center Camshaft Journal Diameter

34.965-34.980

Flywheel-End Camshaft Bushing Bore

35.030-35.070

Flywheel-End Camshaft Journal Diameter

34.965-34.980

Camshaft Thrust Plate

2.850-2.900

Connecting Rod Small-End Bushing Bore

25.005-25.017

Piston Pin Diameter

24.9925-24.9975

Hydraulic Tappet Diameter

21.386-21.405

Hydraulic Tappet Bore

21.425-21.450

Valve Spring Free Length2

43.7-45.5

Valve Guide Bore (assembled)

7.195-7.250

Valve Stem Diameter

7.155-7.170

Fuel Pump Tappet Diameter

21.950-21.980

Fuel Pump Tappet Bore

22.000-22.050

Backlash Between Gears

1. Replace the thrust washer if the thickness is less than 2.20 mm (0.0866 inch).
2. Replace the spring if the length is 42.5 mm (1.67 inch) or less.

8-9

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ENGINE BLOCK SYSTEMS

The Cylinder Head
Individual cylinder head covers are attached to the
top of the cylinder heads with two nuts and an O-ring
under each nut. The cover provides access to the
crankcase breather pipe and the valve rockers.
Air cooled engines have individual cylinder heads
and gaskets. Liquid cooled engines have monobloc
heads and gaskets.

Removing a Cylinder Head:

1. Remove the air cowling if this is an air-cooled
engine (Page 8-36).
2. Remove the inlet and exhaust manifolds.
3. Remove the cylinder head cover bolts which
secure the fuel injection pump delivery tube
clips.

FIGURE 8-2. VALVE ROCKERS

4. Loosen the fittings at both ends of the fuel injection pump delivery tubes and remove the
tubes.
5. Remove the injector clamps and lift out the injectors.
6. Remove the injector copper sealing washers
from the cylinder head(s) taking care not to
damage the seating area.
7. Remove the lifting eye(s).
8. Remove the cylinder head covers and gaskets.
9. Remove the valve rocker retaining nuts (Figure 8-2, Item A).
10. Remove the valve rockers (B).
11. Lift out the push rods.
12. Remove the cylinder head retaining bolts. To
prevent possible damage to the exhaust manifold studs, use a long socket.
13. Lift off the cylinder head(s).
14. Remove the cylinder head gasket(s).

8-10

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Installing a Cylinder Head: The cylinder head

clearance is 0.7-0.9 mm (0.027-0.035 inch) and is
maintained by a single gasket under the head.
AIR-COOLED

Three gasket thicknesses are available for aircooled engines. Usually a new gasket of the same
thickness as the original is installed. The cylinder
head clearances, however, should be checked
when new pistons and connecting rods have been
installed or the crankshaft journals have been
ground. Use the average of the clearance measurements to determine required gasket thickness. The
cylinder head gaskets must all be of the same
thickness. See Checking Cylinder Head Clearance on Page 8-13.

LIQUID-COOLED

A - Cylinder Head Seal

B - Crankcase Seal
C - Crankcase Seal Washer

New cylinder head bolts and push rod seals (Figure 8-3) should be used each time the head is
installed (except when checking head clearance).
1. Install the hydraulic valve tappets in the crankcase if they have been removed (Page 8-18).

FIGURE 8-3. PUSH ROD TUBE SEALS

2. Lightly coat the bores of the new push rod tube

seals (Figure 8-3) with grease.
3. Fit the seals into the crankcase and cylinder
head(s) making sure that the washers which
are fitted underneath the crankcase seals are
in position.
4. Place the gasket on the crankcase making sure
the holes in the gasket coincide with those in
the crankcase. On air-cooled engines, place
the gaskets with the raised corrugations
against the crankcase.
5. Insert the push rod tubes into the cylinder head
seals.
6. Turn the crankshaft so that no cylinder is at
TDC and carefully lower the cylinder head into
position, checking that the push rod tubes enter
the seals in the crankcase.

A - Type A
B - Type B
C - Type C
X - Spacer
Liquid cooled heads are shown but the locations
also apply to air cooled heads.

To keep pistons and valves

from interfering with each other while the
hydraulic valve tappets are bleeding
down, make sure no piston is at TDC when
installing the head and that the crankshaft
is not turned while waiting.
CAUTION

FIGURE 8-4. CYLINDER HEAD BOLT LOCATIONS

8-11

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7. Thread new cylinder head bolts in finger tight.

Make sure the spacers (Figure 8-4, Item X) are
in place.
8. On air-cooled engines, use a straight edge to
check that all the manifold flanges line up. Any
gap along the straight edge must not exceed
0.2 mm (0.008 in). Alternatively, line up the
heads by bolting on either the intake or exhaust
manifold, without gaskets, before tightening
down the cylinder head.
9. Tighten down the head bolts in stages and in
the
sequence shown in Figure 8-1
(Page 8-7). The tightening stages are as follows:
A. 8.0 N-m (6.0 lb-ft)
B. 48.0 N-m (35.0 lb-ft)
C. 88.0 N-m (65.0 lb-ft)liquid-cooled
gines only

FIGURE 8-5. HYDRAULIC TAPPET TOOL

en-

10. Install the valve push rods.

11. Install the valve rockers (Figure 8-2). Torque
the rocker lever nuts to 34.0 N-m (25.0 lb-ft).
Make sure the crank is not turned while waiting
for the hydraulic tappets to bleed down.
Bleed-down under valve spring pressure takes
about 45 minutes. (New tappets not filled with
oil do not have to bleed down.) A hydraulic tappet tool (Figure 8-5) is available to speed up the
process.

Too much force on the hydraulic tappet tool can bend the pushrods.
CAUTION

12. Replace the cylinder head covers, lifting eye,

fuel injector pump delivery tubes and clips and
torque the cover nuts to 9.0 N-m (6.5 lb-ft).
13. Replace the manifolds.
14. Install the air cowling if this is an air-cooled engine (Page 8-36).

8-12

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Checking Cylinder Head Clearance

1. Remove the cylinder head and push rods.
2. Place the gasket on the crankcase, making
sure the holes in the gasket coincide with those
in the crankcase. On air-cooled engines lay the
gasket with the raised corrugations against the
crankcase.
3. Using a small amount of high melting point
grease, place two pieces of soft solder not
more than 1.6 mm (1/16 inch) thick on the cylinder head as shown in Figure 8-6. Space the
solder pieces widely and, as much as possible,
in line with the piston pin. Make sure that the
solder pieces will clear the valve recesses and
combustion chamber in the top of the piston.
FIGURE 8-6. CHECKING CYLINDER HEAD CLEARANCE (AIR COOLED HEAD SHOWN)

4. Install the cylinder head and torque the bolts as

instructed in Step 9 on Page 8-12.
5. Turn the piston twice past TDC.
6. Remove the cylinder head and measure the
thickness of the solder (cylinder head clearance). Change the gasket if the clearance is
not 0.7-0.9 mm (0.027-0.35 in).
The following gasket thicknesses are available
for air-cooled engines:
0.25 mm (0.0098)
0.38 mm (0.0150)
0.51 mm (0.0201)
The following gasket thicknesses are available
for liquid-cooled engines:
1.47 mm (0.0579)
7. Reinstall the cylinder head. See Installing the
Cylinder Head (Page 8-11).

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The Valves
The valves are pre-finished and therefore no lapping or further processing is required. They are
sunk below the combustion surface of the head.
See The Valve Seats (Page 8-16).
Air-cooled and water-cooled turbocharged engines
have valve seat inserts.
Keep each valve and its associated parts together
for reassembly together at the same location.

Removing a Valve:
1. Lay the head upright on a bench and place a
suitable circular block of wood under the head
of the valve.

FIGURE 8-7. VALVE SPRING COMPRESSOR

2. Place the adaptor (Figure 8-7, Item A) on the

valve spring carrier with the two indentations
facing outwards.
3. Fit the tool (B) into the two plate indentations
and push down on the tool to compress the
valve spring until the collets (keepers) can be
removed (Figure 8-8, Item F).
4. Gently release the tool and remove the carrier,
valve spring, valve stem sealing ring and valve
spring plate.
5. Turn the cylinder head over and remove the
valve.
A - Valve
B - Valve Spring Plate
C - Valve Stem Seal
D - Valve Spring
E - Valve Spring Carrier
F - Collets

Installing a Valve: Valves, springs and stem seals

should be replaced during a major overhaul.
1. Examine the valve and replace if it is pitted or
damaged.
2. Lightly lubricate the valve stem and insert the
valve.

FIGURE 8-8. VALVE ASSEMBLY

3. Lay the head upright on the bench and place a

circular block of wood under the head of the
valve being replaced.

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4. Place the valve spring plate (Figure 8-8, Item

B) in position.
5. Install a new valve stem seal (Figure 8-8,
Item C) on the valve guide making sure it is correctly located over the guide and is not distorted. The valve guide seals are installed on
both valve guides and must be pressed on until
the shoulder is 12 mm (0.47 in) above the machined face of the cylinder head (Figure 8-9).
6. Install the valve spring (Figure 8-8, Item D) and
spring carrier (Item E).
A - Valve Guide Seal
B - Valve Guide
C - Valve Stem

7. Fit the adaptor (Figure 8-7, Item A) over the

valve spring carrier with the two indentations
facing outwards.
8. Push down on the tool lever until the keepers
(Figure 8-8, Item F) can be inserted in position
with their tops slightly sunk in the valve spring
carrier.

FIGURE 8-9. VALVE GUIDE SEAL LOCATION

9. Gently release the tool and check that the

keepers are positioned correctly.

8-15

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The Valve Seats

The valve seats must be finished and recessed so
that the valves are recessed below the combustion
surface of the head the following distances:

Air-cooled engines:
Inlet0.95-1.26 mm (0.0374-0.0496 inch)
Exhaust0.95-1.26 mm (0.0374-0.0496 inch)

Liquid-cooled engines:
Inlet0.95-1.26 mm (0.0374-0.0496 inch)
Exhaust1.33-1.64 mm (0.0524-0.0646 inch)

Liquid-cooled and turbocharged engines:

A - Adjustable Mandrel
B - Cutting Tool
C - T Handle
D - Adaptor
E - Allen Wrench

Inlet1.54-1.86 mm (0.0606-0.0732 inch)

Exhaust1.54-1.86 mm (0.0606-0.0732 inch)

Valve Seat Finishing and Recessing:

1. Fit the correct adjustable mandrel (Figure 8-10,
Item A) into the valve guide and turn the adjuster until the flutes just bind in the guide.

FIGURE 8-10. VALVE SEAL KIT

The valve guide can be damaged if the mandrel is adjusted too tight in
the bore. Do not remove more metal than
necessary.
CAUTION

2. Select the necessary cutting tool (B) and assemble it to the handle (C).
3. Place the cutter over the mandrel and adjust
the three individual blades, using the Allen
wrench, if necessary.
4. Rotate the tool in a clockwise direction until the
valve seat recess and finish are satisfactory.

8-16

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The Valve Guides

The valve guides are press fit into the cylinder head
and protrude 11.75-12.25 mm (0.462-0.482 inch)
above the top machined face of the cylinder head.
This dimension will be achieved when the depth
stop is used with the guide removal and replacement tool (Figure 8-12).
The valve stem oil seals grip the valve guides (Figure 8-11).

Removing a Valve Guide:

1. Remove the cylinder head (Page 8-11).
2. Remove the valve (Page 8-14).
3. Remove the valve stem oil seal from the guide.
4. Secure the cylinder head on its side in a softjawed vice.

FIGURE 8-11.VALVE GUIDE AND OIL SEAL

5. Screw the correct mandrel (Figure 8-12,

Item A) into the tool (B).
6. Place the sleeve (C) onto the tool.
7. Fit the bevelled adaptor (D) into the sleeve (C)
and locate the bevel in the valve seat.
8. Push the mandrel through the guide from the
valve seat side.
9. Screw the small threaded sleeve (E) into the
mandrel on the valve rocker side.
10. Holding the sliding handle firmly to prevent
rotation, turn the double-handle lever clockwise until the guide is withdrawn through the
head. If it is found difficult to start moving the
guides, a sharp tap with a soft-faced hammer
should break the seal.

FIGURE 8-12. VALVE GUIDE TOOL

8-17

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Installing a Valve Guide:

1. Fit the correct mandrel into the valve guide hole
from the valve rocker end.
2. Place the valve guide over the mandrel with the
counterbored end of the guide facing towards
the valve seats.
3. Place the depth stop (Figure 8-12, Item F) over
the mandrel and screw on the threaded
sleeve (E).
4. Fit the tool, complete with the bevelled adaptor,
onto the mandrel on the valve seat side.
5. Holding the sliding handle firmly to prevent
rotation, turn the double-handle lever clockwise until the depth stop prevents any further
movement. At this point the guide will protrude
the correct distance above the cylinder head.

FIGURE 8-13. HYDRAULIC VALVE TAPPET

6. Install a new valve stem oil seal.

Hydraulic Valve Tappets: All engines are

equipped with hydraulic valve tappets (Figure
8-13). No adjustment is necessary or possible. Removal of any part of the valve gear will allow the hydraulic tappet to extend and hydraulically lock. See
Item 11 on Page 8-12 for the procedure for bleeding
the valve tappets when installing the valve rockers.
When new hydraulic tappets have been
installed, the engine must be cranked for at
least 15 seconds before attempting to start it to
fill the tappets with oil.

8-18

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The Crankcase Door

The crankcase door (Figure 8-14) must be removed
for access to the sump, connecting rods, oil pump
pickup tube and strainer and oil pressure relief
valve.
Note that, together, the crankcase door and crankcase form the main lubricating oil gallery. Drilled
passages from the gallery distribute oil to the crankshaft and camshaft journal bores and valve and fuel
pump tappet bores.

Removing the Crankcase Door:

1. Disconnect the fuel hoses from the fuel lift
pump.
2. Remove the dipstick and oil filter for access to
the lower left-hand corner door bolt.
3. Loosen the bolts and stud nuts in the sequence
shown to prevent distortion of the door and
possible oil leaks upon reassembly. If a stud
comes out, remove the nut and replace the
stud right away. The nose on the stud protrudes
into the slot in the fuel pump tappet to keep it
from turning. Use Locktite 270 or equivalent on
the stud threads.

A - 2-cylinderNos. 4 and 9 are studs

B - 3-cylinderNos. 8, 1 and 9 are studs
C - 4-cylinderNos. 13, 4, 3 and10 are studs

If the tappet has turned, it will

be necessary to remove the fuel pump and
tappet before reinstalling the stud so as not
to damage the tappet or cause it to seize because the slot and stud are not aligned.
CAUTION

FIGURE 8-14. CRANKCASE DOOR TIGHTENING

SEQUENCES

4. Remove the crankcase door and gasket.

Installing the Crankcase Door:

1. Clean and dry the door and crankcase mating
surfaces.
2. Install the crankcase door with a new, dry gasket and torque the bolts to 11 N-m (8 lb-ft) in the
sequence shown.

8-19

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The Gear Cover

The gear cover is located by two dowels and is secured to the crankcase by seven bolts. If the two
dowels are being replaced, make sure the flat end
enters the crankcase fully. The tapered ends provide engagement with the gear cover.
The crankshaft oil seal in the gear cover is of the liptype, for which an installation tool is available. See
THE LUBRICATING SYSTEM (Page 8-34) for further information on oil seals.

Removing the Gear Cover:

1. Thread the flywheel locking tool (Figure 8-22,
Item B, on Page 8-27) into the flywheel housing making sure that it locks in the flywheel. If
the locking tool is not available, wedge the
crankshaft with a suitable piece of wood.
2. Loosen the alternator and remove the fan drive
belt.
FIGURE 8-15. GEAR COVER TORQUE SEQUENCE

3. Remove the crankshaft pulley bolt and pulley.

Turn the bolt clockwise to loosen it.
4. Remove the flywheel locking tool.
5. To protect the crankshaft oil seal, insert the seal
tool into the gear cover.
6. Remove the gear cover retaining bolts.
7. Remove the gear cover, tapping lightly with a
soft-faced hammer if necessary.
8. Clean all traces of the old gasket from the
crankcase and cover.
9. Remove the old oil seal if it is being replaced.

Installing the Crankshaft Oil Seal:

1. Remove the gear cover.
2. Lightly grease the sealing lip of the new seal.
3. Place the seal onto the outside neck of the gear
cover, lip-side first, and position it squarely on
the shoulder of the seal boss. Do not use any
sealing compound.
4. Drive the seal in with the seal tool.

8-20

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Installing the Gear Cover: The fuel rack must be

set with a special tool before reinstalling the gear
cover if all the fuel pumps have been removed at the
same time. See Figure 8-43 (Page 8-46).

Removing the Camshaft:

1. Remove the cylinder heads (Page 8-10), gear
cover (Page 8-20), valve rockers and push
rods (Page 8-11) and fuel injection pumps
(Page 8-41).

1. Clean all traces of the old gasket from the

crankcase and cover.
2. Place a new, dry gasket over the two dowels on
the crankcase.

2. Remove the fuel lift pump and the pump push

rod.

3. Fit the oil seal tool into the outside face of the
oil seal.

3. Lift out the fuel injection pump thrust cups and

tappets and hydraulic valve tappets with a suitable magnet.

4. Install the gear cover, making sure the new

gasket is not damaged and that the cover fits
correctly over the dowels.

4. Unhook the governor spring from the governor

lever assembly.

5. Tighten the bolts finger tight.

6. Following the sequence shown in Figure 8-15,
torque the bolts to 9.0 N-m (6.5 lb-ft).

5. Remove the governor lever assembly and fuel

rack.

7. Replace the pulley and bolt. Turn the bolt

counterclockwise to tighten it, and torque it
to 300 N-m (221 lb-ft).

6. Remove the governor weights.

The Camshaft

7. Turn the camshaft until the large holes in it coincide with the two thrust plate bolts.

The camshaft operates the hydraulic valve tappets

and fuel pumps. The camshaft is carried in pressure-lubricated bores in the crankcase. The front
(gear end) bore has a bearing, which is not pressure
lubricated. The camshaft gear carries the governor
weights. A camshaft thrust plate is located behind
the gear. The camshaft gear is not a separately replaceable part.

8. Remove the two thrust plate bolts.

9. Gently ease the camshaft out of the crankcase,
keeping it perpendicular to the front face of the
crankcase.

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Inspecting the Camshaft:

1. Examine the camshaft bushing for scoring and
wear.
2. Check the camshaft gearwheel and crankshaft
pinion teeth for wear.
3. Make sure the cams are not chipped or damaged.
4. Check the tappets and cam faces for scoring
and damage.

Installing the Camshaft:

1. Install the oil pump if it has been removed
(Page 8-34).
2. Carefully insert the camshaft into the crankcase keeping it perpendicular to the front face
of the crankcase at all times and taking care to
line up the 0 timing marks on the crankshaft
and camshaft gears exactly (Figure 8-16).

FIGURE 8-16. TIMING MARKS

3. Turn the camshaft until the large holes in the

gear, the two thrust plate bolt holes, and the two
threaded holes in the crankcase all line up.
4. Install the two thrust plate bolts through the
camshaft gear and thrust plate. Torque the two
bolts to 9.0 N-m (6.5 lb-ft).
5. Install the governor weights and torque the
bolts to 9.0 N-m (6.5 lb-ft).
6. Install the valve tappets, fuel injection pump
tappets and thrust cups and fuel lift pump and
push rod.
7. Install the cylinder heads (Page 8-10).
8. Install the governor and fuel rack components
and the fuel pumps (Page 8-41).
9. Install the gear cover (Page 8-20).
Note: The fuel rack must be set with a gauge before reinstalling the gear cover. See Figure 8-43
(Page 8-46).

8-22

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Checking Camshaft End Play: Camshaft end play

can be measured with a dial indicator after the gear
cover has been removed. Replace the camshaft if
end play is greater than 0.10-0.28 mm
(0.004-0.011 in). To measure end play:
1. Push the camshaft towards the flywheel end.
2. Secure a dial indicator in position against the
gear wheel.
3. Zero the gauge.
4. Move the camshaft as far as it will go towards
the gear end (front). The movement recorded
on the gauge is the end play.

The Camshaft Bushing

FIGURE 8-17. CAMSHAFT BUSHING TOOL

Removing the Bushing:

1. Fit the tool guide (Figure 8-17, Item A) into the
bushing from inside the crankcase.
2. Fit the slide hammer (B) onto the guide
threads.
3. Use the slide hammer to remove the bushing.

Installing a new Bushing: Before installing a new

camshaft bushing, the outside diameter must be
lightly oiled with engine lubricating oil.
When installing the bushing locate the split on top
so that it will be opposite the load-bearing side.
1. Fit the new bushing over the guide threads.
2. Screw on the depth plate (Figure 8-17, Item C).
3. Fit the slide hammer onto the guide threads.
4. Place the assembly squarely into the crankcase bushing bore from the outside of the
crankcase.
5. Use the slide hammer to drive in the bushing.

8-23

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The Piston
AIR
COOLED

The piston has a recessed combustion chamber in

the crown and is equipped with three rings. The
crown is stamped Camshaft Side to indicate the
proper orientation for assembly. The piston pin is a
clearance fit in the piston and is retained by two circlips. The connecting rod has a bushing in the small
end.

LIQUID
COOLED

Oil jets from the crankshaft bearings cool the pistons.

Piston Rings: Piston rings are available as sets

and should only be installed as sets (Figure 8-18):

A - Firing Ring
B - Compression Ring
C - Oil Control Ring
X - Piston Ring Gap Positions

Firing Ring (Top): This is a barrel-lapped

chrome ring. The side marked TOP must face
up when installed.

FIGURE 8-18. PISTON RING AND GAP LOCATIONS

Compression Ring (Middle): This ring has a

tapered face in contact with the piston barrel.
The side marked TOP must face up when
installed.
Oil Control Ring (Bottom): This is a conformable type ring with a spring expander.
Removing the Piston:
1. Remove the crankcase door (Page 8-19).
2. Remove the cylinder head(s) (Page 8-10).
3. If the No. 1 piston is being removed, it will be
necessary to remove the oil pressure relief
valve and oil strainer (Page 8-34).
4. Rotate the crankshaft sufficiently to give access to the connecting rod bearing cap bolts.
5. Remove the two bolts and the bearing cap.

FIGURE 8-19. PISTON LIFTING TOOL

6. Carefully scrape any buildup of carbon from the

top of the cylinder bore.
7. Rotate the crankshaft until the piston is at TDC.
8. Screw the piston removal tool into the nearest
connecting rod bearing cap bolt hole.
9. Lever the piston out the top of the crankcase
until the rings are clear, using the tool on the
connecting rod as the push point (Figure 8-19).

8-24

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10. Lift out the piston and connecting rod.

11. Reassemble the bearing cap and connecting
rod to keep them together.
12. Remove the piston rings with a standard ring
expander.
13. Remove the piston pin by releasing the circlip
from one end and pushing it out.

Inspecting and Servicing the Piston:

1. Thoroughly clean the cylinder bore and check
for scoring and wear.
2. Clean the piston, removing all traces of carbon
from both the upper and under sides of the
crown and the ring grooves.
3. Place each ring square in an unworn section of
the cylinder bore to check for the correct gap.
See DIMENSIONS OF WEARING PARTS
(Page 8-8).

FIGURE 8-20. CONNECTING ROD AND CAP IDENTIFICATION

4. Clean the connecting rod.

5. Examine the small-end bushing for wear.
6. If the big end has been dismantled because of
metal failure, examine the oil passages in the
crankshaft for obstructions and metal fragments.

Installing the Piston:

1. Assemble the piston and connecting rod. The
Camshaft Side stamp on the piston must be
on the same side as the identification marks on
the connecting rod big end and cap (Figure 8-20).
2. Insert the piston pin and circlips.
3. Install the piston rings using a piston ring expander.
4. Turn the crankshaft journal to TDC.
5. If necessary, install new connecting rod bigend bearing shells making sure they are correctly located in both the connecting rod and
cap. The bearing shells are steel backed copper-lead and should not be scraped or touched
up in any way.

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6. Stagger the piston ring gaps as shown at X in

Figure 8-18. Each ring gap must be set at 90
to the adjacent rings and 45 from the piston
pin axis.
7. Insert the piston and rod into the cylinder while
compressing the piston rings with a suitable
piston ring compressor. Make sure the stamp,
Camshaft Side is on the camshaft (crankcase
door) side of the crankcase.
8. Push down on the piston crown and turn the
crankshaft clockwise (looking from the gear
end) until the big end is almost at BDC.
9. Make sure the identification marks on the cap
and rod (Figure 8-20) are identical and that
they face the camshaft side of the engine.

FIGURE 8-21. CHECKING BEARING CLEARANCE

10. Use two new bolts and torque them to

35.0 N-m (26.0 lb-ft). New connecting rod bolts
are recommended at every major overhaul.

Checking Bearing Clearance:

1. Place a piece of the correct-size Plastigauge
approximately 6.35 mm (0.25 in) off center,
and across the full width of one bearing shell,
as shown in Figure 8-21.
2. Install the bearing and torque the bolts to
24.0 N-m (18.0 lb-ft).
3. Remove the bearing shell and use the scale to
check the width of the flattened Plastigauge.
See DIMENSIONS OF WEARING PARTS
(Page 8-8).
Make sure the crankshaft is not turned when the
Plastigauge is in place. Remove all traces of the
Plastigauge before final assembly of the bearing.

8-26

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The Flywheel
The flywheel rotates within the flywheel housing
and is equipped with a starter ring gear. It is located
with a dowel and held in position with 5 bolts (6 on
turbocharged engines). Face (axial) and radial runouts must not exceed 0.25 mm (0.010 in).

Removing the Flywheel:

1. Remove the starter motor.
2. Thread the flywheel locking tool (Figure 8-22,
Item B) into the flywheel housing making sure
that it locks in the flywheel. If the locking tool is
not available, wedge the crankshaft with a suitable piece of wood.
A - Puller
B - Locking Tool

3. Loosen the flywheel mounting bolts two turns.

4. Remove the locking tool.
5. Turn the flywheel until the locating dowel is at
the top.

FIGURE 8-22. FLYWHEEL TOOLS

6. Bolt the puller plate (A) to the flywheel and turn

the tool center bolt clockwise sufficiently to
loosen the flywheel. If the puller plate is not
available, use a piece of hardwood through the
starter motor opening to loosen the flywheel.
7. Remove the service tool and the flywheel bolts.
8. Supporting the flywheel upright, lift it off of the
crankshaft and out of the housing.

Installing the Flywheel:

1. Turn the crankshaft until the flywheel locating
dowel is at the top.
2. Position the flywheel with the locating dowel
hole at the top.
3. Lift the flywheel into the flywheel housing and
onto the crankshaft, supporting it until the bolts
are on.
4. Thread the mounting bolts in finger tight.
5. Push the flywheel fully into position.
6. Lock the flywheel to keep it from turning.
7. Torque the mounting bolts to 68.0 N-m
(50.0 lb-ft).
8. Remove the flywheel locking tool.

8-27

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3. To keep from bending the center bearing locating dowel(s) while removing the main bearing
housing, thread inlet manifold bolts into each
dowel and pull them out. Leave the dowels and
bolts together for reassembly. See Figure 8-25
(Page 8-31) for the locations of the dowels.

The Flywheel Housing

Removing the Flywheel Housing:
1. Remove the flywheel (Page 8-27).
2. Make sure the engine is securely supported
other than by the mounting feet bolted to the flywheel housing.

CAUTION The center bearing locating

dowels can be bent when the main bearing
is being levered off, making them very difficult to remove if the need ever arises. Remove them before attempting to remove the
main bearing housing.

3. Remove the four housing retaining bolts.

4. Lift off the flywheel housing.

Installing the Flywheel Housing: The flywheel

housing is centered by the main bearing housing
flange.

4. Remove the bolts securing the main bearing

housing.

1. Lift the housing into position.

5. Remove the bearing housing. If the flywheel

housing has been removed, use the two recesses in the 3 Oclock and 9 Oclock positions
to lever off the housing. If the flywheel housing
is still in place, turn the crank until the rear balance lobe is in position to use as a fulcrum to
lever off the housing.

2. Thread the bolts in finger tight.

3. Torque the retaining bolts to 81.0 N-m (60.0 lbft).

The Main Bearing Housing

6. Clean all traces of the old shim and compound

from the housing and crankcase.

The main bearing housing is secured to the crankcase at the flywheel end. It has an oil drain which
must be located at the bottom of the housing when it
is installed. A single shim, installed between the
housing and the crankcase, determines crankshaft
end play. Lubricating oil is supplied through a drilled
hole in the side of the bearing housing which lines
up with a similar hole in the crankcase.

7. Remove the old oil seal taking care not to damage the bearings if they are to be reused.

Installing the Crankshaft Oil Seal: The crankshaft

oil seal can be installed before or after the main
bearing housing is installed.

The crankshaft oil seal in the main bearing housing

is of the lip-type, for which an installation tool is
available. See THE LUBRICATING SYSTEM
(Page 8-34) for further information on oil seals.

1. Lightly grease the sealing lip of the new seal.

2. Place the seal squarely on the housing. Do not
use any sealing compound.

Removing the Main Bearing Housing:

3. Hold the oil seal tool onto the outside face of the
seal and drive the seal into the bearing housing
until it is flush with the outside face of the housing.

1. Remove the flywheel (Page 8-27).

2. Remove the crankcase door (Page 8-19).

8-28

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Installing the Main Bearing Housing: If the bearing shells have been replaced before installing the
housing, check that the oil supply holes in the bearing shells and the housing line up.
1. Lightly grease the steel backs of the thrust
washer halves and position them in the housing, copper faces out. One of the bearing
halves has a locating tab. Make sure the tab is
located at 6 Oclock in the housing. (To determine which end of the housing is up, match
housing and crankcase bolt holes: they match
only one way.)
2. Coat both sides of the new main bearing housing shim with Locktite 609 and place it on the
housing with the flat side towards the crankcase. Make sure the notches and holes in the
shim match those in the housing.

FIGURE 8-23. BEARING HOUSING TIGHTENING

SEQUENCE

3. If the oil seal is in place in the bearing housing,

grease the lip of the seal and insert the oil seal
tool to protect the lip while installing the housing.
4. Install the housing and shim.
5. Torque the bolts to 27.0 N-m (20.0 lb-ft) in the
sequence shown in Figure 8-23.
6. Check the crankshaft end play. See Checking
Crankshaft End Play (Page 8-32).
7. Install a new oil seal unless one is already in
place.
8. Install the center bearing locating dowel(s):
1 on 2-cylinder, 2 on 3-cylinder and 3 on 4-cylinder engines. The tapped end must face outwards. Make sure the dowel(s) seat fully:
not in a housing capscrew head recess
(Figure 8-25).

The Crankshaft Pulley

The crankshaft and driven pulleys must have
smooth grove finishes and line up within 1.6 mm
(0.061 in) as measured at the centers of the
grooves.
The pulley is secured by a left-hand thread bolt.
Turn the bolt clockwise to loosen and counterclockwise to tighten. Torque to 300 N-m (221 lbft).

8-29

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The Crankshaft
The crankshaft is carried in split, steel-backed, copper-faced main bearings.
The center main bearing housing halves are secured together by two capscrews around the crankshaft journal. Two-cylinder engines have 1 center
bearing, 3-cylinder engines have 2, and 4-cylinder
engines have 3.
End thrust is taken on steel-backed, copper-faced,
split thrust washers installed at the gear and flywheel ends of the crankcase.
An interference-fit pinion gear is keyed onto the
gear end of the crankshaft to drive the camshaft
gear.

FIGURE 8-24. GEAR REMOVAL

Removing the Crankshaft:

1. Remove the crankshaft pulley (Page 8-29).
2. Remove the gear cover (Page 8-20).
3. Remove the pistons and connecting rods
(Page 8-24).
4. Remove each center bearing locating dowel by
threading an inlet manifold bolt into it and pulling it out. Leave the dowels and bolts together
for reassembly. See Figure 8-25 (Page 8-31)
for the locations of the dowels.
5. Remove the flywheel (Page 8-27) and main
bearing housing (Page 8-28).
6. Remove the camshaft (Page 8-21).
7. Remove the crankshaft gear with a suitable
puller (Figure 8-24).
8. Gently withdraw the crankshaft through the flywheel end of the crankcase.
9. Dismantle the center bearing housing(s).
10. Remove the thrust washers from the gear end
of the crankcase and the main bearing housing.

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Inspecting the Crankshaft: Inspect the main bearings for scoring and wear. The bearings can be removed and replaced using the main bearing tool
(Page 8-32). Replace bearings and regrind crankshaft journals as necessary. See DIMENSIONS OF
WEARING PARTS (Page 8-8). Replace the thrust
washers if they are damaged or worn.
If a connecting rod big end bearing has failed, examine the oil passages in the crankshaft for obstructions and metal fragments.

Installing the Crankshaft:

1. If necessary, install new main bearing shells.
2. Reassemble the center main bearing housing(s) around the crankshaft and torque the
capscrews to 21.0 N-m (15.5 lb-ft). Make sure
Flywheel End, embossed on each half of the
housing, faces the flywheel end of the crankshaft.

A - Bearing Housing Locating Hole

B - Capscrew Head Recess

3. Lightly grease the steel backs of the thrust

washer halves and position them in the gear
end of the crankcase, copper faces out. One
of the bearing halves has a locating tab. Make
sure the tab is located up, at 12 Oclock, in its
recess.

FIGURE 8-25. CENTER MAIN BEARING HOUSING

AND DOWEL HOLE ALIGNMENT

4. Pass the crankshaft into the crankcase from

the flywheel end.
CAUTION Take care not to score the gearend main bearing.

5. To line up the locating dowel holes in the center

main bearing housing(s) and crankcase (Figure 8-25, Item A), rotate the bearing housing(s)
so that the spilt between the halves lies horizontal. Insert the locating dowel(s). The tapped
end of a dowel must face outwards. Make sure
the dowels are fully seated and not in the
housing capscrew head recesses.
6. Install the rear main bearing housing and oil
seal (Page 8-28).
7. Make sure that the crankshaft spins freely.
8. Insert the Woodruff key for the crankshaft gear
if it has been removed.

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9. Heat the crankshaft pinion gear to 325 F

(163 C) in an oven and press it onto the crankshaft without delay, making sure the O
mark faces outwards. Insufficient heat could
cause the pinion to jam on the crankshaft.
Overheating could cause softening of the pinion.
10. Check crankshaft end play.

Checking Crankshaft End Play:

1. Set a dial indicator so that the actuating plunger
makes contact with the face of the crankshaft
(flywheel end).
2. Push the crankshaft firmly towards the gear
end of the engine and zero the indicator.
FIGURE 8-26. MAIN BEARING TOOL

3. Push the crankshaft firmly towards the flywheel

end of the engine and check end play. End play
should be 0.18-0.45 mm (0.007-0.018 inch).
End play is maintained by a single 0.38 mm
(0.015 inch) or 0.55 mm (0.022 inch) aluminum gasket between the main bearing housing
flange and the crankcase.

The Crankshaft Center Main Bearing(s)

The bearing shells are removed after separating the
two halves of the housing by removing the two
capscrews (Figure 8-25). When new bearings are
being installed, make sure the oil holes in the shells
and housing line up. Torque the capscrews to
21.0 N-m (15.5 lb-ft).

The Flywheel-End and Gear-End Main

Bearings
The procedures for removing and installing the
main bearings is identical except that smaller tool
components are used at the gear end.

Removing the Bearing: Before attempting to remove the bearings from the main bearing housing,
secure the housing firmly in a soft-jawed vice.
1. Remove the oil seal.
2. Place the bolt (Figure 8-26, Item A) through the
plain dolly (B).
3. Fit the bolt and dolly into the bearing from the
oil seal side (crankcase outside face).

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4. Fit the bridge (C) over the bolt threads until the
two legs are against the housing face (crankcase at the gear end).
5. Thread the nut (E) onto the bolt.
6. Using a suitable wrench tighten the nut until the
bearing shells are withdrawn.

Installing the Bearing: Before attempting to install

the bearings in the main bearing housing, secure
the housing firmly in a soft-jawed vice with the small
oil feed hole uppermost.
1. Place the large tapered collar (Figure 8-26,
Item F) on a bench with the locating pin facing
upwards.

FIGURE 8-27. MAIN BEARING HOUSING OIL HOLE

2. Place the new bearing shells into the collar

making sure that one oil feed hole is in line with
the locating pin and that the end of the shell is
in line with the mark on the collar face.
3. Place the driver (G) onto the collar (F) with the
cut-out on the driver located over the collar locating pin.
4. Push the driver sufficiently until the bearings
come out the other side of the collar to provide
a lead-in.
5. Scribe a pencil line in line with the oil hole (Figure 8-27, Item X) on the outside face of the
housing (crankcase at the gear end).
6. Install the assembly in the housing from the oil
seal side (crankcase outside face at the gear
end) with the locating pin in line with the pencil
line on the housing (crankcase at the gear
end). Take care to line up the locating pin with
the inner oil hole (X).
7. Push the bolt (Figure 8-26, A) through the assembly.
8. Fit the bridge (C) and the nut (E) onto the bolt.
9. Tighten the nut until the driver (G) is against the
face of the collar (F).
10. Remove the tool.
11. Check that the elongated oil hole (Figure 8-27,
Item X) and the small oil hole (Y) in the bearing
shell line up with the oil feed holes in the housing (crankcase).

8-33

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THE LUBRICATING SYSTEM

Oil Capacity
See the section, 2. Specifications.

Lubricating Oil Specification

See the section, 1. Introduction.

Description and Operation

The sump is an integral part of the cylinder block.
The oil filler, dipstick and filter are located on the
crankcase door (Figure 8-28) and the drain below.
Turbocharged engines have an oil cooler mounted
between the adapter and oil filter (Figure 8-29). The
oil cooler has coolant hoses to the coolant pump.

FIGURE 8-28. OIL FILLER, FILTER AND DIPSTICK

The oil pump (Figure 8-30) gear is driven by the

camshaft gear. The oil pump assembly includes a
removable strainer and oil relief valve.
Oil in the sump is drawn into the pump through the
oil strainer and is then delivered by the pump
through a drilling in the crankcase to the hole nearest the outside of the cartridge type oil filter base.
Filtered, pressurized oil passes through the center
of the filter and into the oil gallery, and from the oil
gallery is delivered to the crankshaft and camshaft
journals and tappet bores.
The connecting rod big-end bearings are pressure
fed through internal drillings in the crankshaft from
the main bearings. Splash oil lubricates the governor and camshaft. Oil jets supply oil under pressure
to the piston undersides and camshaft gears.

FIGURE 8-29. OIL COOLER (TURBOCHARGED)

Oil Seals
Lip-type oil seals around the crankshaft are
installed in the gear cover (Page 8-20) and the main
bearing housing on the flywheel end (Page 8-28).
A lip-type oil seal will not seal if the shaft journal is
scratched within 5 mm (0.2 inch) of either side of the
path of the lip. The journal surface must be free of
chatter marks and have a finish of 0.4-0.6 microns.
No grade of emery cloth provides a suitable finish.
Unless the crankshaft is new or has been reground,
it is recommended that the oil seals be pressed in an
additional 3 mm (0.12 inch) to establish a new sealing path on the journal.

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The Oil Pump, Strainer and Relief Valve

Access to the oil pump, strainer and relief valve requires removal of the gear cover and crankcase
door. There are no separately replaceable parts in
the oil pump or relief valve.
CAUTION Do not use rags to wipe the inside of
the crankcase as the residual fluff can clog the
oil strainer.

Removing the Pump, Strainer and Relief Valve:

1. Remove the gear cover (Page 8-20) and
crankcase door (Page 8-19).

A - Strainer
B - Pump
C - Relief Valve

2. Remove the oil strainer bracket bolt, spacer,

washer and locknut.

FIGURE 8-30. OIL STRAINER AND PUMP

3. Remove the oil strainer (Figure 8-30, Item A)

and the relief valve (C) from inside the crankcase.
4. Remove the two pump retaining bolts.
5. Ease the pump (B) out of the crankcase.
CAUTION Do not lever the pump out with
a screwdriver as that will damage the sealing surfaces of the pump flange.

6. Check that the pump is working by turning the

gear while holding the palm of the hand over
the two ports.
7. Clean the strainer.

Installing the Pump, Strainer and Relief Valve:

FIGURE 8-31. OIL PUMP LOCATING CUTOUT

1. Install the pump with the cut-out section of the

pump flange (Figure 8-31, Item X) facing towards the top of the crankcase.
2. Torque the two pump retaining bolts to 9.0 N-m
(6.5 lb-ft).
3. Install the oil strainer, strainer bracket bolt,
spacer, washer and locknut.
4. Tighten the oil strainer pipe nut to 27.0 N-m
(20.0 lb-ft). Make sure the strainer screen is
parallel with the sump base.
5. Install the relief valve in the left-hand pump port
and tighten the retaining nut.
6. Replace the camshaft (Page 8-21), gear cover
(Page 8-20) and crankcase door (Page 8-19).

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COOLING SYSTEMAIR-COOLED
ENGINES
Air-cooled engines are cooled by an axial fan driven
by a poly-V belt. A sheetmetal cowling directs the
cooling air around the cylinders and heads (Figure
8-32).
CAUTION The engine can be seriously damaged if it is operated without the fan and all of
the air cowling panels in place.

Cleaning the Cooling System: Remove cowling

panel C by removing its mounting bolts, and if necessary panel(s) B, to clean the cylinder and head
cooling fins.
After panel C has been removed, panel(s) B, which
are secured between the cylinders, can be removed
by removing the split pin from the fuel pump side.
Note that the spring clip retains the tie.

FIGURE 8-32. COOLING SYSTEM AIR COWLING

PANELS

CAUTION To prevent possible injury, take

care not to let the spring clip, on the axial fan
side, eject the tie when the split pin is removed
from the fuel pump side.

Completely Removing the Air Cowling:

1. Remove the cylinder head cover nuts that retain the fuel injector pump delivery tube clips.
2. Release the clips and replace the cover nuts.
3. Loosen the fuel injector pump delivery tube fittings at both ends.
4. Loosen the injector clamps sufficiently to clear
the top cowling (Figure 8-32, Item D), if necessary.
5. Remove the inlet manifold and gaskets.
6. Detach the axial fan cowling (C) from the top
cowling (D) and the bottom cowling and remove it.
7. Remove the spring clips from the push rod
tubes at the gear and flywheel ends and remove the two side shields (A).
8. Remove the top cowling (D).

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Installing the Air Cowling:

The Axial Cooling Fan

1. Install the center baffles (B) using new split

pins. The baffle and split pin are installed on the
fuel pump side of the engine.

Removing the Axial Fan:

1. Remove the drive belt.

2. Secure the bottom cowling section to the

crankcase.

2. Remove the bolt at the crankcase end of the

adjusting arm.

3. Secure the top cowling section to the cylinder

heads. An inlet manifold gasket is installed on
each side of the cowling.

3. Move the alternator outwards.

4. Install the remaining air cowling and shields.

Tighten the retaining bolts.

5. Support the fan and remove the two remaining

bolts from the mounting bracket.

4. Loosen or remove the axial fan side air cowling.

5. Install new rubber O rings in the recesses on

the cylinder head covers.

Replacing the Axial Fan:

6. Install the fuel injector pump delivery tube clips

and torque the nuts to 9.0 N-m (6.5 lb-ft).

1. Hold the fan in position and replace, finger

tight, the two mounting bracket bolts nearest to
the crankshaft.

7. Torque the injector clamp bolts to 21.0 N-m

(15.5 lb-ft).

2. Replace the drive belt by hand.

8. Torque the fuel injector pump delivery tube fittings to 29.0 N-m (21.0 lb-ft).

3. Torque the first two fan mounting bolts to

21.0 N-m (15.5 lb-ft).

9. Install the inlet manifold and gaskets and

torque the manifold bolts to 9.0 N-m (6.5 lb-ft).

4. Tighten the remaining bolts to 21.0 N-m

(15.5 lb-ft).

The Axial Fan Drive Belt

5. Replace or tighten the axial fan side air cowling.

The crankshaft and driven pulleys must have

smooth grove finishes and line up within 1.6 mm
(0.061 in) as measured at the centers of the
grooves.

6. Move the alternator outwards as far as possible

by hand and tighten the pivot bolt and adjusting
arm bolts.

See the section, 9. Maintenance, for instructions on

how to adjust belt tension.

7. See the section, 9. Maintenance, for instructions on how to adjust belt tension.

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COOLING SYSTEMLIQUID-COOLED
ENGINES
The engine is cooled by coolant pumped through
the engine block and head. The coolant pump and
radiator fan are driven by a poly-V belt.

Coolant Concentrate
See the section, 9. Maintenance.

Engine Coolant Capacity

See the section, 2. Specifications.

Draining, Flushing and Refilling the

Cooling System
See the section, 9. Maintenance.

The Thermostat
Removing the Thermostat:

FIGURE 8-33. REMOVING THE THERMOSTAT

1. Remove the radiator pressure/fill cap, thermostat body drain plug (Figure 8-33, Item A) and
radiator top hose.
WARNING Hot coolant is under pressure
and can cause severe burns. Always let the
engine cool down before removing the
pressure/fill cap or drain plug.

2. Remove the two cover retaining bolts and lift off

the cover (B) and thermostat (C).
3. Clean any debris and the old seal from the thermostat housing.
4. Submerge the thermostat in a container of water and raise the water temperature to make the
thermostat open. Replace the thermostat if it
does not start to open at 71C (160F) or is not
fully open at 85C (185F).

Installing the Thermostat:

FIGURE 8-34. THERMOSTAT

1. Install the thermostat with a new gasket, making sure the jiggle pin (Figure 8-34, Item A)
moves freely and is located as shown towards
the recess.
2. Replace the cover, drain plug and radiator
hose.
3. Refill the coolant system. See the section, 9. Maintenance.

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The Coolant Pump

The coolant pump can be removed without removing the thermostat, radiator fan or fan pulley.

Removing the Coolant Pump:

1. Remove the radiator.
2. Loosen the alternator adjusting bolts.
3. Move the alternator inwards towards the crankcase sufficiently to remove the fan drive belt.
4. Remove the five bolts and two stud nuts from
the pump assembly.
5. Lift off the pump assembly.
6. Clean any debris and old gasket from the pump
assembly and the block.
A - Stud nuts
B - Shorter bolts (45 mm)
C - Longer bolts (75 mm)

Installing the Coolant Pump:

1. Install the pump assembly with a new gasket
and torque the five bolts and two stud nuts to
21.0 N-m (15.5 lb-ft).

FIGURE 8-35. COOLANT PUMP

2. Replace the fan drive belt. See the section, 9. Maintenance, for instructions on how to
adjust belt tension.
3. Install the radiator.
4. Refill the system with coolant. See the section, 9. Maintenance.

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The Radiator Fan Drive Belt

3. Install the radiator.

The crankshaft and driven pulleys must have

smooth grove finishes and line up within 1.6 mm
(0.061 in) as measured at the centers of the
grooves.

4. Refill the system with coolant. See the section, 9. Maintenance.

The Radiator

See the section, 9. Maintenance, for instructions on

how to adjust belt tension.

Removing the Radiator:

1. Remove the radiator pressure/fill cap and drain
the coolant. See the section, 9. Maintenance.

The Radiator Fan

Removing the Fan:

WARNING Hot coolant is under pressure

and can cause severe burns. Always let the
engine cool down before removing the
pressure/fill cap or drain plug.

1. Remove the radiator.

2. Remove the fan drive belt.
3. Loosen the fan mounting nut. Turn the nut
clockwise to loosen.

2. Disconnect the radiator hoses from the engine.

4. Remove the fan.

3. Remove the two halves of the fan guard.

Replacing the Fan:

4. Remove the radiator and shroud from the skid

as an assembly.

1. Install the fan and mounting nut. Tighten the

nut counterclockwise. Torque the nut to 30
N-m (22 lb-ft).

5. Remove the radiator from the shroud if necessary.

2. Replace the fan belt. See the section, 9. Maintenance, for instructions on how to adjust belt
tension.

Installing the Radiator: Installation is the reverse

of removal.

8-40

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THE FUEL SYSTEM

Fuel System Precautions

Description and Operation

All fuel connections must be leakfree.

The fuel system consists of separate fuel injection

pumps and injectors for each cylinder, a fuel lift
pump and a fuel filter. From the filter, fuel flows to the
fuel injection pumps through flexible tubing. The
pumps feed high pressure fuel to the injectors,
which are held in position by clamps. Leak-off tubes
from the injectors carry fuel back to the tank. This
fuel must never be fed directly into the injection
pumps.

Always use a new gasket when a fuel union has

WARNING Diesel fuel is combustible and can

cause severe personal injury or death. Do not
smoke near diesel fuel tanks or equipment.
Keep flames, sparks, pilot lights, electrical arcs
and arc-producing equipment and all other
sources of ignition well away. Keep a type ABC
fire extinguisher handy.

To prevent leaks when reinstalling the fuel injector pump delivery tubes, tighten the connection at the injector first and then at the pump.

been disturbed.
To prevent the fuel injection pump from twisting
in its seating and causing misalignment of the
pump calibration marks, always use two
wrenches when tightening or loosening the
tubing connection at the pump.

Make every effort to keep dirt out of the fuel system.

Fuel Specification

Fuel Filter

See the section, 1. Introduction.

See the section, 9. Maintenance.

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Fuel Lift Pump

The fuel lift pump (Figure 8-36) is operated by a
push rod from the camshaft. It also has a lever for
manual operation. The pump has maximum lift of
approximately 3 m (10 ft).

Priming the Fuel System

First Stage (Fuel Filter):
FIGURE 8-36. FUEL LIFT PUMP

1. Make sure there is fuel in the supply tank.

2. Open the fuel filter bleed screw on the fuel filter

adapter (Figure 8-37) while operating the fuel
lift pump by hand. Close the bleed screw when
all air has been expelled.

Second Stage (Pumps and Injectors):

While the engine is running or cranking, prime each
pump, starting with the pump nearest the fuel filter:
FIGURE 8-37. FUEL FILTER BLEED SCREW

1. Hold the delivery valve holder (Figure 8-38,

Item B) with a wrench and loosen the fuel injector pump delivery tube fitting nut (A) until no air
bubbles are expelled.

WARNING Loosening the fuel injector

pump delivery tube fitting nut can result in
high pressure fuel spray which can penetrate the skin and cause blood poisoning.
Wear safety glasses and keep hands away
from the injector delivery tube fitting nut.
Get proper medical attention immediately if
your hands get in the way of the spray.

2. Hold the delivery valve holder and torque the

fuel injector pump delivery tube fitting nut to
29.0 N-m (21.0 lb-ft).

FIGURE 8-38. PRIMING A FUEL PUMP

8-42

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Removing an Injector:

Fuel Injectors

1. Pull off the injector leak-off hose from the injector body stub tube.

These are direct-injection engines.

Cleaning and Servicing the Injector: The fuel injection system must be kept absolutely clean. Minute particles of dirt can easily block an injector
nozzle hole causing smoky exhaust, difficult starting and poor performance. When cleaning and assembling fuel injectors:

2. Remove the cylinder head cover nut retaining

the fuel injector pump delivery tube clip.
3. Release the clip.
4. Loosen the fuel injector pump delivery tube fittings at both ends.

Wash dismantled parts in clean, fresh fuel.

5. Loosen the injector clamp bolt.

Do not mix parts from different injectors.

6. Remove the fuel injector pump delivery tube.

Do not use paraffin or woven cloth. Non-fluffing

paper is permissible.

7. Remove the injector clamp and lift out the injector.

Assemble components wet.

8. Remove the injector copper sealing washer

from the cylinder head taking care not to damage the seating area.

Servicing the Injectors: A fuel injector test rig is

the only way to tell positively which injectors are in
good condition and correctly set. All sprays should
have the same appearance and the same length of
penetration in the air. If not, replace the injector
nozzle.

Installing an Injector:
1. Make sure the seating in the cylinder head is
clean and smooth and that the old washer has
been removed.

WARNING The high pressure oil spray from a

nozzle can penetrate the skin, leading to possible blood poisoning. Wear safety glasses and
keep your hands away from the spray. Do not
delay getting proper medical attention if your
hands do get in the way of the spray.

2. Lightly smear a very small amount of high melting point grease to one side of the new injector
sealing washer and place one washer only
over each injector nozzle, greased side first.
3. Install the injector.

If the nozzle only is replaced, the injector spring

pressure must be reset with a test rig. After testing
and resetting, the injector top plug must be torqueloaded to 47.0 N-m (35 lb-ft).

4. Install the clamp, leaving the bolt finger tight.

5. Install the fuel injector pump delivery tube tightening the fittings finger tight.

See ENGINE TROUBLESHOOTING at the beginning of this section for common injector problems.

6. Fit new rubber O rings into the recesses on

the cylinder head cover.

Injector Settings:

7. Install the fuel injection pump delivery tube clip

and torque the nut to 9.0 N-m (6.5 lb-ft).

New 245-255 bar (3553-3698 psi)

8. Torque the injector clamp bolt to 21.0 N-m

(15.5 lb-ft).

Used 240 bar (3481 psi)

Injector Back Leakage (Leak-Off): The injector

leak-off rate is 10-40 seconds between 152-101 bar
(2205-1465 psi) on an injector tester using Calibration C fluid at a temperature of 15.5
C (60
F).

9. Torque the fuel injection pump delivery tube fittings to 29.0 N-m (21.0 lb-ft).
10. Install the injector leak-off hose.

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Fuel Injection Pumps

Individual fuel pumps are located at the side of the
engine, between the push rods, and are secured to
the crankcase by clamps and nuts.

Removing the Fuel Pumps: To keep from having

to remove the gear cover and gauge the no-fuel
position (Figure 8-43), one fuel pump should be left
in place to preserve the no-fuel position. (Alternatively, if the stop screw thread seal [Figure 8-42,
Item A] has not been broken it may be possible to
recover the no-fuel position. See Procedure 2,
Page 8-46, under Installing the Fuel Pumps.) Remove the pumps as follows:
1. Back the fuel hose clip (Figure 8-39, Item A) up
the hose and pull the hose off the pump.
2. Disconnect the fuel delivery tube. Use two
wrenches; one to hold the pump delivery valve
(Item C).

FIGURE 8-39. FUEL PUMP

3. Turn the engine control lever counterclockwise

to the stop position (Figure 8-47) so that the
fuel pump rack arm will line up with the slot in
the crankcase so that the fuel pump can be
withdrawn.
4. Remove the fuel pump clamp (B) and lift out the
pump. Wire the shims together and tag them
with the cylinder number so that they can be returned to the same tappet location.

Removing/Installing the Fuel Pump Tappets:

Use a magnet tool to remove or install a fuel pump
tappet and its thrust cup. A stud projecting into the
tappet bore (Figure 8-40, Item B) keeps the tappet
(A) from turning. See the instructions and precaution on Page 8-19 about the stud used both for
mounting the crankcase door and locating the tappet.

FIGURE 8-40. FUEL PUMP TAPPET AND STUD

Servicing the Fuel Pumps: Fuel pumps should not

be taken apart. There are no separately replaceable parts available for fuel pumps except the delivery valve. Use a new gasket and torque the new
holder to 47.0 N-m (35.0 lb-ft).

8-44

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Timing the Fuel Pumps: Each fuel pump is timed

individually with a shim pack to inject fuel at
20 TDC. Shim pack thickness varies slightly from
tappet to tappet location on an engine because of
variations in the X dimension (Figure 8-41). These
variations are due to the stack up of tappet, cam,
gear, crankshaft, connecting rod and piston tolerances (the pump drive train). Therefore, a shim
pack should always be returned to the same tappet
location on the crankcase. The fuel pumps are interchangeable because the B dimension (Figure 8-41) has been set with non-removable shims
by the pump manufacturer. Fuel pump retiming will
be necessary if a shim has been lost or mixed up
with other packs or when parts in the pump drive
train have been replaced. Time each pump as follows:

1. Rotate the piston to TDC on the firing stroke.

2. Find TDC exactly with a dial indicator on the
piston crown. If the cylinder head has not been
removed, remove the valve rocker and spring
(Page 8-14) and let the valve drop onto the piston. Measure piston movement on the end of
the valve stem. Keep the piston in the top
half of its stroke or the head will have to be
removed to retrieve the valve.

B = 51.2 mm (2.012 in) at Port Closure

FIGURE 8-41. FUEL PUMP TIMING DIMENSIONS

3. Rotate the flywheel counterclockwise from

TDC (looking at the gear end of the crankshaft)
to a piston displacement of more than 3.097
mm (0.1219 inch) before TDC.
4. Carefully rotate the flywheel clockwise back to
a piston displacement of exactly 3.097 mm
(0.1219 inch) before TDC. (This corresponds
to 20 BTDC.)
5. Measure dimension X (Figure 8-41) with a
depth micrometer (distance from the face of
crankcase on which the pump sits to the top
face of the tappet thrust cup). Make sure the
tappet thrust cup is in place.
6. Subtract dimension X from dimension B.
The difference is the required thickness of the
shim pack, 0.025 mm (0.001 inch). Shims are
available in three color-coded thicknesses:
Green0.075 mm (0.0030 inch)
Slate Blue0.125 mm (0.0049 inch)
Black0.250 mm (0.0098 inch)

8-45

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Installing the Fuel Pumps: Follow procedure 1, 2

or 3 below depending on how far the engine has
been disassembled.
Note: If all the fuel pumps have been removed and
the stop screw thread seal is broken, the gear cover
will have to be removed and Procedure 3 performed
to restore the no-fuel position.

1. If one pump was left in place to preserve the nofuel position, install the pumps that were removed as follows:
A. Loosen the stop screw and locknut (A and
C in Figure 8-42) and back the screw out
(to the left) at least two turns.
B. Press down on the tappet for the pump that
is being installed and slowly turn the crankshaft until the tappet is at its lowest position.

FIGURE 8-42. STOP SCREW AND LEVER

C. Mate the correct shim pack to the fuel

pump.
D. Gently turn the control lever (Lever B in
Figure 8-42) counterclockwise by hand as
far as it will go and hold it there. Back out
the stop screw (Item A) if it interferes.
E. Rotate the fuel pump rack lever in the body
of the fuel pump fully counterclockwise
and insert the fuel pump into the crankcase, making sure that: 1) the fuel pump
rack pin engages the slot in the fuel rack
and 2) the fuel inlet tube is to the right of the
pump clamp stud.
FIGURE 8-43. SETTING THE FUEL RACK NO-FUEL
POSITION WITH A GAUGE

F. Loosely assemble the clamp and nut on

the pump with the beveled face of the nut
facing the clamp. Clamp the pump just
snug. Then, using a wrench, slowly turn
the pump body counterclockwise until you
feel it stop. Torque the clamp nut to
34.0 N-m (25 lb-ft).
2. If all the fuel pumps were removed but the stop
screw thread seal is intact (Figure 8-42, Item A)
and the gear cover has not been removed, the
no-fuel position can be found by turning the
stop screw 2 turns clockwise so that it backs
out to the left. Hold the control lever (B) against
the stop screw and perform Steps B, C, E and
F in Procedure 1 to install the pumps.

8-46

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3. Install at least one fuel pump before securing

the gear cover so that the no-fuel position can
be established. Solidly anchor the fuel rack so
that it extends 55.5 mm (2.18 inch) beyond the
face of the gear case. Use the gauge available
(Figure 8-43) or equivalent means. Perform
Steps B, C, E and F in Procedure 1 to install the
pumps.

MECHANICAL GOVERNOR
Removing the Governor and Fuel Rack
1. Remove the gear cover (Page 8-20) and fuel
injection pumps.
2. Disconnect the governor spring (Figure 8-44,
Item A) from the governor lever assembly (B)
and the speed control lever (C).
3. Move the retainer spring (D) out of the way and
remove the lower pivot pin (E) and shim.
4. Remove the upper pivot pin from the governor
lever assembly. Keep track of the shims.
5. Gently pull out the governor lever assembly
and fuel rack.

FIGURE 8-44. THE GOVERNOR

6. Remove the governor sleeve (F) and thrust

washer.

Installing the Governor and Fuel Rack

1. Turn the camshaft until the Number 1 cylinder
fuel pump tappet is in its lowest position.
2. Install the governor weights if they have been
removed (Page 8-48)
3. Install the governor sleeve and washer.
4. Gently pass the fuel rack through the crankcase, making sure the end of the rack fits into
its locating bore at the flywheel end.
5. Insert the lower pivot pin and shim into the governor lever assembly and secure them with the
retaining spring (Figure 8-44, Item D).
6. Insert the top pivot pin and shims.
7. Reconnect the governor spring.
8. Install at least one fuel pump, re-establishing
the no-fuel position (Page 8-47), before securing the gear cover.

8-47

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Governor E Setting
1. See that the governor lever assembly falls freely under its own weight along its pivot pins.
2. Check governor lever assembly end play
(E in Figure 8-45). Add or subtract 0.25 mm
shims around the top pivot pin only to obtain a
0.1-0.3 mm (0.004-0.012 inch) end play.

Removing / Installing Governor Weights

Removal: The weights are held by pins which are
retained by plates bolted to the camshaft gearwheel.
FIGURE 8-45. GOVERNOR E SETTING

1. Remove the governor lever assembly.

2. Remove the governor sleeve (Figure 8-46,
Item A).
3. Turn the camshaft until the weights are horizontal.
4. Loosen the weight retaining plate bolts (B).
5. Remove the weight retaining plates.
6. Lift out the weights, taking care to retain the
pins and wear washers with them.
7. Slide the weights and wear washers off of the
pins (C).

Installation: Lightly lubricate the pins and fit them

to the weights.
8. Install the weights, washers and pins with the
large section of the weights facing outwards.

FIGURE 8-46. CHANGING GOVERNOR WEIGHTS

9. Install the top retaining plate, leaving the bolts

finger tight.
10. Torque the four retaining bolts to 9.0 N-m
(6.5 lb-ft).
11. Check that the weights are free to move.

8-48

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Governor G Setting
The governor G setting establishes the maximum
fueling rate. The no-fuel position is used as the reference point for the gauge.
1. At least one fuel pump must be in place and the
no-fuel position correctly set (Page 8-47).
2. Turn the engine control lever (Figure 8-47,
Item B) counterclockwise as far as it will go,
backing off the stop screw (A), if necessary.
While holding the lever counterclockwise, turn
the stop screw (A) until it just touches the lever.
Reset its locknut (C). This is the external nofuel position which corresponds to the internal
fuel rack setting (Page 8-47).
3. Insert a gauge of the appropriate G dimension (Table 8-7) between the stop screw (A)
and the control lever (B). While holding the
gauge in place, turn the high-fuel stop screw
(Figure 8-48, Item C) until it just touches the lever. Reset its locknut (D). Recheck the setting
and readjust screw (C) if necessary.
4. Establish the
(Page 8-50).

governor

stop-fuel

FIGURE 8-47. STOP/RUN LEVER

setting

TABLE 8-7. GOVERNOR G SETTINGS

Generator Set Model
DNAA
DNAB
DNAC
DNAD
DNAE
DNAF

millimeters
23.5
23.5
23.5
23.5
23.5
25.0

inch
0.925
0.925
0.925
0.925
0.925
0.984

Excess Fuel Device

The excess fuel device is a trip lever (inside the
housing) engaged by the engine control lever (Figure 8-47, Item B) when the lever is pushed (counterclockwise) to stop the engine. The device provides excess fueling at startup and releases when
the engine runs up to speed.

FIGURE 8-48. GOVERNOR G SETTING

To obtain excess fuel starting after the engine has

run out of fuel and stops, turn the generator set control OFF and then ON so that the fuel stop solenoid
will bump the lever to the stop position to reset the
excess fuel trip lever. (The Detector control will do
this automatically, but will itself need to be reset following shutdown due to running out of fuel.)

8-49

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Governor Stop-Fuel Setting

The stop-fuel position is established slightly ahead
of the no-fuel position (Step 1 under Governor G
Setting) so that the fuel rack is brought to a stop by
the stop screw rather than the fuel pump stops.

The stop-fuel setting must be correct. Too much advance can prevent the engine
from shutting down. Too little can result in damage to the fuel injection pumps.
CAUTION

1. Establish the governor G setting.

2. Loosen the locknut (C) on the stop screw (Figure 8-47, Item A) and turn the stop screw counterclockwise to advance 2 turns to the right. Reset the locknut (C).

FIGURE 8-49. SPEED ADJUSTMENT

3. Seal the threads of both the stop-fuel and highfuel stop screws with paint to register the adjustment and discourage tampering.

Adjusting Speed
Adjust engine speed only after all other adjustments
have been made. Speed increases as the speed
plate (Figure 8-49, Item C) is rotated clockwise.
Back out screw B and adjust screw A to obtain the
specified speed: 1500 RPM for 50 Hertz and
1800 RPM for 60 Hertz, under no load. Thread
screw B in snuggly by hand to lock the speed plate
in position and set the lock nuts.

Adjusting Droop (4-Cylinder Engines)

The governor lever assembly has a droop adjustment screw (Figure 8-50, Item B) accessible by removing the plug (Item A) in the side of the gear cover. The adjustment affects how the governor spring
(Item C) acts upon the governor lever assembly in
opposition to the governor flyweights.
Use a 5 mm Allen head ball driver to turn the droop
adjustment screw. As the starting reference, turn
the screw all the way out (counterclockwise) and
then turn the screw in 4 turns (clockwise) for a 60 Hz
generator set or 10-12 turns for a 50 Hz set.
Turn the adjustment screw counterclockwise in
half-turn steps to decrease droop under full load
and clockwise to increase droop. Droop should be
3 Hz for 60 Hz generator sets and 2-1/2 Hz for
50 Hz sets. Check engine speed (frequency) under
no load after each droop adjustment and readjust if
necessary.

FIGURE 8-50. GOVERNOR DROOP ADJUSTMENT

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4. Reconnect the link to the engine control lever,

making sure the linkage does not bind.

ELECTRONIC GOVERNOR
Governor Linkage Adjustment

Magnetic Pickup Unit (MPU)

1. Make sure the governor actuator is securely

mounted, that the clevis on the end of the armature has full thread engagement, that its lock
nut is set, and that the clevis pin lies horizontal
so that the link will not bind (Figure 8-51).

Measure AC output of the MPU (Figure 8-51) while

cranking the engine. If output is less than 2.5 volts
RMS (meter must have 5000 ohms/volt AC input
impedance or greater), remove the MPU and check
for damage. If there is no apparent damage, reinstall the MPU as follows:

2. Make sure the no-fuel position (Page 8-47)

and the G setting (Page 8-49) are correct.
See Figure 8-52 for the internal parts and fuel
rack with an electronic governor.

1. Bar the engine until a gear tooth lines up with

the center of the hole.

3. Disconnect the link at the engine control lever

and rotate the lever gently counterclockwise as
far as it will go (no-fuel position), and while
holding it there, adjust the length of the link until
the holes in the link and control lever line up.
Then lengthen the link two turns and set the
lock nut.

2. Thread the MPU in gently by hand until it just

touches the gear tooth. Then back it out 1/4
turn and set the lock nut.
3. Replace the MPU if the signal is still weak.
MAGNETIC
SPEED
PICKUP
UNIT (MPU)

ACTUATOR

CLEVIS

LINK

CONTROLLER
MOUNTED ON OTHER
SIDE OR BACK OF ENGINE

ENGINE
CONTROL
LEVER

FIGURE 8-51. ELECTRONIC GOVERNOR

8-51

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Controller Adjustment
Figure 8-53 illustrates the face of the governor controller and its speed and gain adjusting pots. Before
adjusting the controller, make sure that the governor linkage is properly adjusted.

FUEL RACK

1. With the generator set control switch OFF, set

GAIN half way between 0 and 50.

ENGINE CONTROL
LEVER

2. Start the engine and adjust speed to obtain the

proper frequency (50 or 60 Hertz).
CAUTION Be prepared to immediately
shut off the engine if it overspeeds.

3. Under no-load turn the GAIN pot clockwise until the engine begins to hunt. Physically upset
the linkage if it does not hunt.

FIGURE 8-52. INTERNAL PARTS AND FUEL RACK

WITH ELECTRONIC GOVERNOR

4. Turn the GAIN pot counterclockwise until the

engine is stable.

Troubleshooting
The actuator fails to move to full fuel when
cranking:
1. Check that the red and black leads are connected and that battery voltage is available at
TB1-8TB1-6 (104, Spec A) in the control
box. Service as necessary.
2. Push the linkage to see that it is not sticking or
binding and service as necessary.
3. Check MPU output and reinstall or replace as
necessary.
4. Replace the controller if battery voltage
(12 VDC) is not present at both purple leads
when applied to the red lead.

FIGURE 8-53. GOVERNOR CONTROLLER

5. Replace the actuator if resistance across its

lead terminals is not approximately 7.3 ohms.

The actuator hunts:

1. Push the linkage to see that it is not sticking or
binding and service as necessary.
2. Readjust the controller.
3. Check that at least 9.6 VDC is available at
TB1-8TB1-6 (104, Spec A) in the control
box during operation. Service as necessary.

8-52

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TURBOCHARGER
The turbocharger bearing is fed by a pressurized oil
feed from the crankcase oil galley to the top of the
turbocharger. A non-pressurized return to the
crankcase door allows the oil to drain back to the
sump.

Removing the Turbocharger

1. Remove the turbocharger oil feed and return
pipes (Figure 8-54, Items A and B).
2. Remove the air cleaner, muffler and associated
parts.
3. Supporting the turbocharger, remove the 3
mounting stud nuts (Item C) and remove the
turbocharger.

FIGURE 8-54. TURBOCHARGER

4. Replace the turbocharger if it is malfunctioning.

There are no separately replaceable turbocharger parts.

Installing the Turbocharger

1. Always use a new gasket when mounting the
turbocharger.
2. Connect the the oil lines.

CRANKCASE BREATHER
A combination oil separator and crankcase breather is mounted above the flywheel housing. It is attached to the air inlet and to the No. 4 cylinder head
cover. A restrictor (Figure 8-55, Item A) is installed
in the outlet hose. It must be reinstalled and pushed
into the center of the outlet hose if it is removed.

FIGURE 8-55. OIL SEPARATOR AND BREATHER

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THIS PAGE LEFT INTENTIONALLY BLANK

8-54

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9. Maintenance
for Prime Power Service and hot or dusty operating
conditions. Keep a log of maintenance performed
and the hours run. A log will help you keep maintenance regular and provide support for warranty
claims. Use the hour meter (Detector control).

Periodic maintenance is essential for top performance and long genset life. Follow the maintenance instructions in this section carefully. Use
Table 9-1 as a guide for normal periodic maintenance for Standby Service. Consult an authorized
Onan dealer for a suitable maintenance schedule

TABLE 9-1. PERIODIC MAINTENANCE SCHEDULE

MAINTENANCE FREQUENCY
MAINTENANCE OPERATION

Daily
or after
8 hours

General Inspection

Check Engine Oil Level

Check Engine Coolant Level

Check Engine Coolant Heater

Weekly
or after
50 hours

Check Air Cleaner

x2

Check Battery Charging System

Drain Fuel Filter (1 cup or more)

Check Anti-Freeze Concentration

Monthly
or after
100 hours

6 Months
or after
250 hours

Yearly

x
x5

Check Fan Belt Tension and Condition

Check Fuel Level

Drain Exhaust Condensate Trap

Check Starting Battery

Check Generator Air Outlet

x
x1

Change Engine Oil and Oil Filter

x2, 3

Replace Engine Air Filter

x2

Check Coolant Hoses and Clamps

Check Coolant Anti-freeze Protection

Clean Cooling System

Replace Fuel Filter

x4

1 As a part of engine break-in, change the engine oil and oil filter after the first 50 hours of operation.
2 Perform more often when operating in dusty conditions.
3 Perform more often when operating in hot weather.
4 Fuel filter service life is 1000-2000 hours.
5 Check after the first 50 hours of operation of a new belt.

9-1

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electrical resistance, which makes for hard starting.

Clean or replace as necessary.

GENERAL INSPECTION
Oil Level

WARNING Arcing can ignite battery gases and

cause severe personal injury and can cause
voltage spikes that can damage generator set
control circuits. To reduce arcing:

Check the engine oil level and fill as necessary.

Engine Cooling System

Check the coolant level and look for coolant leaks.
Minor leaks that can be replenished by daily additions of coolant to the recovery tank should be repaired by a qualified service technician as soon as
possible. Larger leaks are cause for shutting down
the genset until it can be repaired.

Never disconnect the battery cables while the

genset is cranking or running.
Always disconnect a battery charger from its
AC source before disconnecting the battery
cables.

Operating the genset when the

coolant level is low can cause serious engine
damage.
CAUTION

Always disconnect the negative () cable first

and reconnect it last. (This prevents arcing if the
tool on the positive terminal touches grounded
metal.)

Exhaust System
Look and listen for exhaust system leaks while the
genset is running. Shut down the genset if a leak is
found and have it repaired before operating the
genset.

Control Panels with Gauges and Meters

Check the following while the genset is running:

EXHAUST GAS IS DEADLY! Shut

down the genset if a leak is found and have it repaired before operating the genset.
WARNING

Frequency/RPM Meter: The generator frequency

should be stable and the reading should be the
same as nameplate rating (50 Hertz [1500 rpm] or
60 Hertz [1800 rpm]), with 5% allowance for governor droop).

Fuel System
Look for fuel leaks. Shut down the genset if a leak is
found and have it repaired before operating the
genset.

AC Voltmeter: Turn the phase selector switch to

each line-to-line phase selection shown on the volts
scale (L1-L2, L2-L3 and L3-L1). Read the AC voltmeter using the upper or lower scale as indicated by
the scale indicator lamp. The line-to-line voltage(s)
should be the same as the set nameplate rating.

Fuel leaks can lead to fire. Shut

down the genset if a leak is found and have it repaired before operating the genset.
WARNING

Mechanical
Look for mechanical damage. Start the genset and
look, listen and feel for any unusual noises and
vibrations.

AC Ammeter: Turn the phase selector switch to

each phase selection shown on the amps scale (L1,
L2 and L3). Read the ammeter using the upper or
lower scale as indicated by the scale indicator lamp.
At no load the current ratings should be zero. With a
load applied, each line current should be about the
same.

Check to see that the openings and ducts for cooling and combustion air are free of obstructions and
that shutters open and close properly.
Check the engine gauges from time to time while
the genset is running (if so equipped).

Detector 12 Fault Lamps: Push the Reset/Lamp

switch on the control panel. All indicator lamps
should light. Verify that all the bulbs are on and then
release the switch. Replace any bulbs that are
burned out.

Battery Connections
Check the battery terminals for clean, tight connections. Loose or corroded connections have high

9-2

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ENGINE OIL
Check the engine oil level during engine shutdown
periods at the intervals specified in Table 9-1. The
oil dipstick is located on the side of the engine as
shown in Figure 9-1. The dipstick is stamped with
FULL and ADD to indicate the crankcase oil level.
For accurate readings, shut off the engine and wait
approximately 10 minutes before checking the oil
level. This allows oil in the upper portion of the engine to drain back into the crankcase.

DIPSTICK

WARNING Crankcase pressure can blow out

hot oil and cause severe burns. Do NOT check
oil while the generator set is operating.

Keep the oil level as near as possible to the FULL

mark on the dipstick. Remove the oil fill cap on top or
side of the engine and add oil of the same quality
and brand when necessary.

Do not operate the engine with the

oil level below the low mark or above the high
mark. Overfilling can cause foaming or aeration
of the oil while operation below the low mark
can cause loss of oil pressure.
CAUTION

FILTER

DRAIN

FILL

FIGURE 9-1. OIL FILL, DRAIN, FILTER

AND DIPSTICK

Oil Change
Run the engine until thoroughly warm before draining the oil. Stop the set, place a pan under the drain
outlet and remove the oil drain plug or open the
drain valve. After the oil has completely drained, replace the drain plug or close the drain valve and refill. See Introduction for recommended engine oil.
WARNING State and federal agencies have determined that contact with used engine oil can
cause cancer or reproductive toxicity. Take care
to limit skin contact and breathing of vapors as
much as possible. Use rubber gloves and wash
exposed skin.

Oil Filter Change

Spin off oil filter and discard it. Thoroughly clean filter mounting surface. Apply a thin film of oil to filter
gasket and install new element. Spin element on by
hand until gasket just touches mounting pad and
then turn an additional 1/2 to 3/4 turn. Do not overtighten. After filling with oil, start the engine and
check for leaks around filter element. Retighten the
filter only as much as necessary to eliminate leaks.
Note: Be sure to dispose of the used oil and oil filter
in accordance with local environmental regulations.

9-3

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COOLING SYSTEMLIQUID-COOLED
ENGINES
Check the engine coolant level during engine shutdown periods at the intervals specified in Table 9-1.
The water used for engine coolant should be clean,
low in mineral content and free of any corrosive
chemicals such as chloride, sulphate or acid. Generally, any water that is suitable for drinking can be
treated for use as engine coolant. Cooling system
coolant must also have corrosion inhibitors. See
Figure 9-2.

RADIATOR
PRESSURE/
FILL CAP

Cooling systems that are subjected to freezing conditions must also be protected with antifreeze. Use
a 50/50 mixture of anti-freeze and water. Do not use
an antifreeze that contains anti-leak additives.
RADIATOR
DRAIN

Hot coolant is under pressure and

can cause severe burns. Always let the engine
cool down before removing the pressure/fill
cap.
WARNING

THE BLOCK DRAIN IS A SQUARE-HEAD PIPE PLUG

ABOVE THE GEAR COVER ON THE FRONT OF THE
ENGINE AND IS ACCESSIBLE BY REMOVING THE
FAN GUARD ON THE ALTERNATOR SIDE

If the engine coolant level falls too

low the temperature sensor may not be able to
sense coolant temperature and shut down the
engine before damage occurs.
CAUTION

FIGURE 9-2. LIQUID-COOLED ENGINES

COOLANT FILL AND DRAIN POINTS

A coolant heater must not be operated while the cooling system is empty or damage to the heater will occur.
CAUTION

COOLING SYSTEMAIR-COOLED
ENGINES
Remove cowling panel C (Figure 9-3) by removing
its mounting bolts, and if necessary panel(s) B, to
clean the cylinder and head cooling fins.
After panel C has been removed, panel(s) B, which
are secured between the cylinders, can be removed
by removing the split pin from the fuel pump side.
Note that the spring clip retains the tie.
CAUTION To prevent possible injury, take
care not to let the spring clip, on the axial fan
side, eject the tie when the split pin is removed
from the fuel pump side.

FIGURE 9-3. AIR-COOLED ENGINES

AIR COWLING PANELS

9-4

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AIR CLEANER
Service the engine air cleaner (Figure 9-4) at the interval indicated in Table 9-1.

Disposable Air Cleaner: A disposable air cleaner

is clamped directly to the intake manifold by a hose
clamp. It is not serviceable: replace it.
Heavy Duty Air Cleaner: A heavy duty air cleaner
has a disposable filter element. To remove the filter
element, remove the outer and inner end caps. Before replacing the filter, wipe out the inside of the the
air cleaner, making sure the filter element seating
surfaces inside the can and cap are clean.

AIR CLEANER
ASSEMBLY

FIGURE 9-4. HEAVY DUTY AIR CLEANER

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FUEL FILTER
Service the engine fuel filter at the interval indicated
in Table 9-1. The filter is a spin-off, disposable type.
A water drain is located at the bottom of the filter
case. This should be used to drain off moisture either weekly or at the end of every exercise period,
depending on unit application. Put a light coat of fuel
on the sealing gasket and tighten by hand until the
gasket just touches the filter head. Tighten an additional one-half to three-fourths of a turn.

AIR VENT
PLUG

To fill the new fuel filter, crack open the air vent plug
with a wrench and pump fuel with the priming handle on the fuel lift pump until fuel starts to come out
of the vent opening and then retighten the vent plug.
Take appropriate precautions to prevent the entrance of dirt, water, or other contaminants into the
fuel system. Filter or strain the fuel as the tank is
filled.
WARNING Diesel fuel is combustible and can
cause severe personal injury or death. Do not
smoke near diesel fuel tanks or equipment.
Keep flames, sparks, pilot lights, electrical arcs
and arc-producing equipment and all other
sources of ignition well away. Keep a type ABC
fire extinguisher handy.

FUEL LIFT PUMP

AND PRIMING
HANDLE

FUEL
FILTER

FIGURE 9-5. FUEL FILTER AND TRANSFER PUMP

To reduce condensation, keep fuel supply tanks as

full as possible by filling up each time the engine is
used. In cold weather, warm fuel returning from the
injectors heats the fuel in the supply tank. If the fuel
level is low, the upper portion of the tank tends to
form condensation. In warm weather, both the fuel
and the tank will be warm during the daytime. At
night, cool air tends to lower the temperature of the
tank more rapidly than the temperature of the fuel. If
the fuel level is low, the upper portion of the tank will
cool more rapidly and tend to form condensation.
Condensation (water) can cause clogging of fuel filters as well as freezing problems. In addition, water
mixing with the sulphur in the fuel forms acid which
can corrode and damage engine parts.

9-6

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FAN BELT
An improperly adjusted fan belt can cause engine
overheating and insufficient battery charging.
Before adjusting the belt, disconnect the battery
(negative [] cable first) and push the genset control
switch to STOP to prevent accidental starting.

WARNING Accidental starting can cause severe personal injury or death. To prevent accidental starting, push the control panel switch to
OFF and disconnect the negative () battery
cable from the battery before working on the
generator set.

Arcing can ignite battery gases and cause severe personal injury and can cause voltage
spikes that can damage generator set control
circuits. To reduce arcing:
Never disconnect the battery cables while the
genset is cranking or running.
Always disconnect a battery charger from its
AC source before disconnecting the battery
cables.

FIGURE 9-6. FAN BELTAIR COOLING

Always disconnect the negative () cable first

and reconnect it last. (This prevents arcing if the
tool on the positive terminal touches grounded
metal.)
To check belt tension, remove the belt guard and
push the fan belt midway between the two pulleys
shown in Figure 9-6 or 9-7. Use a spring balance to
measure force (F) and a straight edge and ruler to
measure belt deflection (d). Belt deflection should
be 3.5 mm (0.14 in) under a force of 31.0-33.5 N
(7.0-7.5 pounds [lbf]) for a new belt and 22.0-24.0 N
(5.0-5.4 pounds [lbf]) for a used belt.

To adjust belt tension, loosen the two bolts on the

battery charging alternator and adjust until proper
tension is obtained. Recheck belt tension after rotating the engine so that the belt has travelled at
least once around the pulleys. Retighten the alternator bolts after adjustment, reinstall the belt guard
and reconnect the battery (negative [] cable last).

CAUTION Correct belt tension is critical for

belt life. Check belt tension at the intervals indicated in Table 9-1 and adjust as instructed
above.

FIGURE 9-7. FAN BELTLIQUID COOLING

9-7

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Never disconnect the battery cables while the

genset is cranking or running.

BATTERIES
Refer to Table 9-1 for scheduled battery maintenance and to the battery manufacturers recommendations and instructions for battery care. Check
the electrolyte level more frequently during hot
weather on batteries which are not of the maintenance-free type.

Always disconnect a battery charger from its

AC source before disconnecting the battery
cables.
Always disconnect the negative () cable first
and reconnect it last. (This prevents arcing if the
tool on the positive terminal touches grounded
metal.)

See that connections are clean and tight. A light

coating of non-conductive grease will retard corrosion at the terminals. Keep the electrolyte at the
proper level above the plates by adding distilled water. Check specific gravity using a hydrometer and
recharge if below 1.260.

CAUTION A battery mounted in the built-in

battery rack in the skid base must be of a type
with barbed vent hose fittings for its cells. The
vent lines must be routed away from the generator end bell (air inlet) to prevent battery gasses
from entering the generator and causing corrosion.

WARNING Arcing can ignite battery gases and

cause severe personal injury and can cause
voltage spikes that can damage generator set
control circuits. To reduce arcing:

9-8

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625-3360

GENERATOR CONNECTION DIAGRAMS (SPEC A)

A-1

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by any means, is strictly prohibited.

612-6655

DETECTOR CONTROLDC CONNECTIONS (SPEC A)

A-2

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612-6655

DETECTOR CONTROLDC INSTALLATION (SPEC A)

A-3

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by any means, is strictly prohibited.

305-0949

DETECTOR CONTROLVOLTAGE REGULATOR CONNECTIONS (SPEC A)

A-4

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by any means, is strictly prohibited.

300-4330

DETECTOR CONTROLVOLTAGE REGULATOR INSTALLATION (SPEC A)

A-5

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by any means, is strictly prohibited.

612-6654

DETECTOR CONTROLAC CONNECTIONS (SPEC A)

A-6

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by any means, is strictly prohibited.

612-6654

DETECTOR CONTROLAC INSTALLATION WITH METERS (SPEC A)

A-7

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by any means, is strictly prohibited.

612-6708

REMOTE/ATS CONTROLSCHEMATIC AND CONNECTION DIAGRAMS (SPEC A)

A-8

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by any means, is strictly prohibited.

612-6707

MANUAL CONTROLSCHEMATIC AND CONNECTION DIAGRAMS (SPEC A)

A-9

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THIS PAGE LEFT INTENTIONALLY BLANK

A-10

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6253780

GENERATOR CONNECTION DIAGRAMS (BEGINNING SPEC B)

B-1

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6126733

DETECTOR CONTROLSHEET 1, DC CONNECTIONS (BEGINNING SPEC B)

B-2

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6126733

DETECTOR CONTROLSHEET 2, DC CONNECTIONS (BEGINNING SPEC B)

B-3

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6126733

6126694

DETECTOR CONTROLENGINE HARNESS (BEGINNING SPEC B)

B-4

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DETECTOR CONTROLAC CONTROL (BEGINNING SPEC B)

B-5

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3004830

DETECTOR CONTROLINSTALLATION, VOLTAGE REGULATOR (BEGINNING SPEC B)

B-6

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6126734

REMOTE/ATS CONTROLSCHEMATIC DIAGRAM (BEGINNING SPEC B)

B-7

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6126734

REMOTE/ATS CONTROLCONNECTION DIAGRAM (BEGINNING SPEC B)

B-8

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SCHEMATIC DIAGRAM

CONNECTION DIAGRAM

6126735

MANUAL CONTROLSCHEMATIC AND CONNECTION DIAGRAMS (BEGINNING SPEC B)

B-9

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THIS PAGE LEFT INTENTIONALLY BLANK

B-10

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START-STOP MODULE A15

12 3 4 5 6 7 8
AUTOMATIC TRANSFER SWITCH CONTACTS

K11

S14

TB1-10 (SWITCHED B+)

TB1-9 (B+ IN)
K12

TB1-8 (START SOLENOID)

TB1-7 (15 AMP FUSED B+ OUTPUT)
TB1-6 (REMOTE START)
TB1-5 (GROUND)
TB1-4 (COMMON ALARM B+ OUTPUT) 4 AMP RATED DEVICE MAXIMUM
TB1-3 (RUN) GROUND OUTPUT TO LIGHT/RELAY*
TB1-2 (DC DISCONNECT)
TB1-1 (OVERSPEED)
A15 TB1-7 (GLOWPLUG RELAY)

K11
K13
F1

A15 TB1-8 (B+)

K1

T26

T26 (B+ ENGINE BLOCK FOR FUEL SOLENOID AND OTHER)

TB2-1 (FAULT 2) GROUND INPUT FROM SENDER

TB2-2 (FAULT 2) GROUND OUTPUT TO LIGHT/RELAY*
TB2-3 (FAULT 1) GROUND INPUT FROM SENDER
TB2-4 (FAULT 1) GROUND OUTPUT TO LIGHT/RELAY*
TB2-5 (REMOTE RESET) MOMENTARY CONTACT TO GROUND
TB2-6 (OVERCRANK FAULT) GROUND OUTPUT TO LIGHT/RELAY*
TB2-7 (OVERSPEED FAULT) GROUND OUTPUT TO LIGHT/RELAY*
TB2-8 (HIGH ENGINE TEMPERATURE FAULT) GROUND OUTPUT TO LIGHT/RELAY*
TB2-9 (LOW OIL PRESSURE FAULT) GROUND OUTPUT TO LIGHT/RELAY*
TB2-10 (PRE-HIGH ENGINE TEMPERATURE WARNING) GROUND OUTPUT TO LIGHT/RELAY*
TB2-11 (PRE-LOW OIL PRESSURE WARNING) GROUND OUTPUT TO LIGHT/RELAY*
TB2-12 (SWITCH OFF WARNING) GROUND OUTPUT TO LIGHT/RELAY*
TB2-13 (LOW ENGINE TEMPERATURE WARNING) GROUND OUTPUT TO LIGHT/RELAY*
TB2-14 (LOW FUEL WARNING) GROUND INPUT FROM SENDER
TB2-15 (LOW FUEL WARNING) GROUND OUTPUT TO LIGHT/RELAY*
TB2-16 (EMERGENCY SHUT DOWN) MOMENTARY CONTACT TO GROUND

* 0.5 Amp Rated Device Maximum

DETECTOR CONTROL CONNECTIONS (SPEC A)

C-1

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THE TERMINALS IN THE SHADED BOXES ARE FOR CUSTOMER CONNECTIONS

DETECTOR CONTROLAUXILIARY RELAY BOARD CONNECTIONS

C-2

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6126746

MANUAL AND REMOTE/ATSMETER PANEL WIRING

C-3

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THIS PAGE LEFT INTENTIONALLY BLANK

C-4

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Cummins Power Generation

1400 73rd Avenue N.E.
Minneapolis, MN 55432
1-800-888-6626
763-574-5000 International Use
Fax: 763-528-7229
Cummins is a registered trademark of Cummins Inc.

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